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Sample records for driver fatality rates

  1. 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

    2016-04-20

    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.

  2. Teenaged Drivers and Fatal Crash Responsibility. Preliminary Report.

    ERIC Educational Resources Information Center

    Williams, Allan F.; Karpf, Ronald S.

    According to data obtained for the year 1978 from the Fatal Accident Reporting System (FARS) and from state governments under contract to the National Highway Traffic Safety Administration, teenaged drivers (especially males) have much higher rates of fatal crash involvement than older drivers. In addition, teenaged drivers are more likely than…

  3. The Impact of State Level Graduated Driver Licensing Programs on Rates of Passenger Restraint Use and Unlicensed Driving in Fatal Crashes

    PubMed Central

    Fu, Jonathan; Anderson, Craig L.; Dziura, James D.; Crowley, Michael J.; Vaca, Federico E.

    2013-01-01

    Since 1996, states have been implementing and enhancing their graduated driver licensing (GDL) programs. Increased licensing restrictions could steer new drivers to bypass training and licensing altogether. Unlicensed driving is associated with increased fatal crashes and high-risk behaviors that have been shown to adversely affect passenger safety behaviors like restraint use. The objective of this study was to assess the impact of varying state level GDL programs on rates of unlicensed driving and on passenger restraint use. De-identified data from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System from years 1996–2010 was analyzed. Fatal crashes involving drivers (15–24 yrs) and their passengers (15–24 yrs) were included. Using a validated system, each state’s GDL laws at a given month were rated as poor, marginal, fair, or good. The association between GDL strength and unlicensed driving was analyzed graphically and by chi-square test. Multivariate logistic regression with generalized estimating equations were undertaken to assess the relationship between GDL strength and passenger restraint use. From January 1996 to December 2010, 26,504 (23.4%) passengers were involved in fatal crashes taking place in states with GDL programs rated poor, 21,366(18.9%) marginal, 33,603 (29.6%) fair, and 31,903 (28.1%) good. Rates of unlicensed driving ranged from 16.4% in state-months rated marginal versus 21.5% in state-months rated good (p<0.001). In the multivariate model, compared to states with poor GDL ratings, each additional rating boost was associated with an increased odds of passenger safety restraint use (OR 1.15, 95% CI 1.13–1.18). Our findings suggest that stronger GDL law can mitigate passenger risk in fatal crashes by encouraging passenger restraint use. Our study provides evidence that stronger legislation in these states may reduce overall risk to young drivers and their passengers. PMID:24406949

  4. Occupational Fatalities Among Driver/Sales Workers and Truck Drivers in the United States, 2003–2008

    PubMed Central

    Chen, Guang X.; Amandus, Harlan E.; Wu, Nan

    2015-01-01

    Background This study provides a national profile of occupational fatalities among truck drivers and driver-sales workers. Methods Data from the 2003–2008 Census of Fatal Occupational Injuries were used. Cases were extracted specifically for occupational subcategories included in the Driver/Sales Workers and Truck Drivers occupational category: Driver/Sales Workers, Heavy and Tractor-Trailer Truck Drivers, and Light Truck or Delivery Services Drivers. Results In 2003–2008, the group Driver/Sales Workers and Truck Drivers had 5,568 occupational fatalities, representing 17% of all occupational fatalities in the United States. The majority of these fatalities were in the subgroup Heavy and Tractor-Trailer Truck Drivers (85%) and due to transportation incidents (80%). Older and male drivers had higher fatality rates than their counterparts. Conclusions Findings suggest a need for targeted interventions to reduce highway fatalities among heavy truck drivers. Better employment data are needed to separate the three occupational subcategories by worker characteristic and employment history for use in research and prevention efforts. PMID:24811905

  5. Graduated driver licensing and teen traffic fatalities.

    PubMed

    Dee, Thomas S; Grabowski, David C; Morrisey, Michael A

    2005-05-01

    Over the last 8 years, nearly every state has introduced graduated driver licensing (GDL) for teens. These new licensing procedures require teen drivers to advance through distinct stages where they are subject to a variety of restrictions (e.g., adult supervision, daytime driving, passenger limits). In this study, we present evidence on whether these restrictions have been effective in reducing traffic fatalities among teens. These evaluations are based on state-by-year panel data from 1992 to 2002. We assess the reliability of our basic inferences in several ways including an examination of contemporaneous data for older cohorts who were not directly affected by these policies. Our results indicate that GDL regulations reduced traffic fatalities among 15-17-year-olds by at least 5.6%. We also find that the life-saving benefits of these regulations were plausibly related to their restrictiveness. And we find no evidence that these benefits were attenuated by an increase in fatality risks during the full-licensure period available to older teens.

  6. 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

  7. Use of age-period-cohort models to estimate effects of vehicle age, year of crash and year of vehicle manufacture on driver injury and fatality rates in single vehicle crashes in New South Wales, 2003-2010.

    PubMed

    Anderson, R W G; Searson, D J

    2015-02-01

    A novel application of age-period-cohort methods are used to explain changes in vehicle based crash rates in New South Wales, Australia over the period 2003-2010. Models are developed using vehicle age, crash period and vehicle cohort to explain changes in the rate of single vehicle driver fatalities and injuries in vehicles less than 13 years of age. Large declines in risk are associated with vehicle cohorts built after about 1996. The decline in risk appears to have accelerated to 12 percent per vehicle cohort year for cohorts since 2004. Within each cohort, the risk of crashing appears to be a minimum at two years of age and increases as the vehicle ages beyond this. Period effects (i.e., other road safety measures) between 2003 and 2010 appear to have contributed to declines of up to about two percent per annum to the driver-fatality single vehicle crash rate, and possibly only negligible improvements to the driver-injury single vehicle crash rate. Vehicle improvements appear to have been responsible for a decline in per-vehicle crash risk of at least three percent per calendar year for both severity levels over the same period. Given the decline in risk associated with more recent vehicle cohorts and the dynamics of fleet turnover, continued declines in per-vehicle crash risk over coming years are almost certain.

  8. Alcohol and drugs in fatally and non-fatally injured motor vehicle drivers in northern Sweden.

    PubMed

    Ahlm, Kristin; Björnstig, Ulf; Oström, Mats

    2009-01-01

    Alcohol and drugs are important risk factors for traffic injuries, a major health problem worldwide. This prospective study investigated the epidemiology and the presence of alcohol and drugs in fatally and hospitalized non-fatally injured drivers of motor vehicles in northern Sweden. During a 2-year study period, blood from fatally and hospitalized non-fatally injured drivers was tested for alcohol and drugs. The study subjects were recruited from well-defined geographical areas with known demographics. Autopsy reports, medical journals, police reports, and toxicological analyses were evaluated. Of the fatally injured, 38% tested positive for alcohol and of the non-fatally 21% tested positive; 7% and 13%, respectively, tested positive for pharmaceuticals with a warning for impaired driving; 9% and 4%, respectively, tested positive for illicit drugs. The most frequently detected pharmaceuticals were benzodiazepines, opiates, and antidepressants. Tetrahydrocannabinol was the most frequently detected illicit substance. No fatally injured women had illegal blood alcohol concentration. The relative proportion of positively tested drivers has increased and was higher than in a similar study 14 years earlier. This finding indicates that alcohol and drugs merit more attention in future traffic safety work.

  9. Projecting Fatalities in Crashes Involving Older Drivers, 2000-2025

    SciTech Connect

    Hu, P.S.

    2001-03-23

    As part of this research effort, we developed a new methodology for projecting elderly traffic crash fatalities. This methodology separates exposure to crashes from crash risk per se, and further divides exposure into two components, the number of miles driven and the likelihood of being a driver. This component structure permits conceptually different determinants of traffic fatalities to be projected separately and has thorough motivation in behavioral theory. It also permits finer targeting of particular aspects of projections that need improvement and closer linking of projections to possible policy instruments for influencing them.

  10. Fatal traffic accidents among trailer truck drivers and accident causes as viewed by other truck drivers.

    PubMed

    Häkkänen, H; Summala, H

    2001-03-01

    Causality factors, the responsibility of the driver and driver fatigue-related factors were studied in fatal two-vehicle accidents where a trailer truck driver was involved during the period of 1991-1997 (n = 337). In addition, 251 long-haul truck drivers were surveyed in order to study their views regarding contributing factors in accidents involving trucks and the development of possible countermeasure against driver fatigue. Trailer truck drivers were principally responsible for 16% of all the accidents. Younger driver age and driving during evening hours were significant predictors of being principally responsible. In addition, the probability of being principally responsible for the accident increased by a factor of over three if the driver had a chronic illness. Prolonged driving preceding the accident, accident history or traffic offence history did not have a significant effect. Only 2% of the drivers were estimated to have fallen asleep while driving just prior to the accident, and altogether 4% of the drivers had been tired prior to the accident. Of the drivers 13% had however, been driving over 10 h preceding the accident (which has been criminally punishably in Finland since 1995 under the EC regulation) but no individual factors had a significant effect in predicting prolonged driving. The surveyed views regarding causes of truck accidents correspond well with the accident analysis. Accidents were viewed as being most often caused by other road users and driver fatigue was viewed to be no more than the fifth (out of eight) common cause of accidents. The probability of viewing fatigue as a more common cause increased significantly if the driver had experienced fatigue-related problems while driving. However, nearly half of the surveyed truck drivers expressed a negative view towards developing a technological countermeasure against driver fatigue. The negative view was not related to personal experiences of fatigue-related problems while driving.

  11. Influences of Vehicle Size and Mass and Selected Driver Factors on Odds of Driver Fatality

    PubMed Central

    Padmanaban, Jeya

    2003-01-01

    Research was undertaken to determine vehicle size parameters influencing driver fatality odds, independent of mass, in two-vehicle collisions. Forty vehicle parameters were evaluated for 1,500 vehicle groupings. Logistic regression analyses show driver factors (belt use, age, drinking) collectively contribute more to fatality odds than vehicle factors, and that mass is the most important vehicular parameter influencing fatality odds for all crash configurations. In car crashes, other vehicle parameters with statistical significance had a second order effect compared to mass. In light truck-to-car crashes, “vehicle type-striking vehicle is light truck” was the most important parameter after mass, followed by vehicle height and bumper height, with second order effect. To understand the importance of “vehicle type” variable, further investigation of vehicle “stiffness” and other passenger car/light truck differentiating parameters is warranted. PMID:12941244

  12. Using speeding detections and numbers of fatalities to estimate relative risk of a fatality for motorcyclists and car drivers.

    PubMed

    Huggins, Richard

    2013-10-01

    Precise estimation of the relative risk of motorcyclists being involved in a fatal accident compared to car drivers is difficult. Simple estimates based on the proportions of licenced drivers or riders that are killed in a fatal accident are biased as they do not take into account the exposure to risk. However, exposure is difficult to quantify. Here we adapt the ideas behind the well known induced exposure methods and use available summary data on speeding detections and fatalities for motorcycle riders and car drivers to estimate the relative risk of a fatality for motorcyclists compared to car drivers under mild assumptions. The method is applied to data on motorcycle riders and car drivers in Victoria, Australia in 2010 and a small simulation study is conducted.

  13. Fatal Crashes from Drivers Testing Positive for Drugs in the U.S., 1993–2010

    PubMed Central

    Stimpson, Jim P.; Pagán, José A.

    2014-01-01

    Objective Illegal drug use is a persistent problem, prescription drug abuse is on the rise, and there is clinical evidence that drug use reduces driving performance. This study describes trends in characteristics of drivers involved in fatal motor vehicle crashes who test positive for drugs. Methods We used the Fatality Analysis Reporting System—a census of motor vehicle crashes resulting in at least one fatality on U.S. public roads—to investigate suspected drug use for the period 1993–2010. Results Drugged drivers who were tested for drug use accounted for 11.4% of all drivers involved in fatal motor vehicle crashes in 2010. Drugged drivers are increasingly likely to be older drivers, and the percentage using multiple drugs increased from 32.6% in 1993 to 45.8% in 2010. About half (52.4%) of all drugged drivers used alcohol, but nearly three-quarters of drivers testing positive for cocaine also used alcohol. Prescription drugs accounted for the highest fraction of drugs used by drugged drivers in fatal crashes in 2010 (46.5%), with much of the increase in prevalence occurring since the mid-2000s. Conclusions The profile of a drugged driver has changed substantially over time. An increasing share of these drivers is now testing positive for prescription drugs, cannabis, and multiple drugs. These findings have implications for developing interventions to address the changing nature of drug use among drivers in the U.S. PMID:24982537

  14. The hit-and-run in fatal pedestrian accidents: victims, circumstances and drivers.

    PubMed

    Solnick, S J; Hemenway, D

    1995-10-01

    Hit-and-run pedestrian fatalities are classified as to victim characteristics, accident circumstances and driver characteristics. Over 18,000 pedestrian fatalities are reported in the Fatal Accident Recording System for 1989-1991. Twenty percent of the drivers involved left the accident scene. Children and senior citizens are the least likely to be left. Drivers more commonly run in urban areas, outside the South, on weekends and at night. Comparing motorists who left the scene but were later identified with the drivers who remained, drivers aged 66 and older are half as likely as younger drivers to leave the accident scene and male drivers are 60% more likely than female drivers to run. Drivers with previous driving while intoxicated arrests are twice as likely to run as those with no such arrests. Forty-nine percent of hit-and-run motorists involved in pedestrian fatalities are ultimately identified by the police. Other factors constant, drivers are more likely to be identified if the victim was female or a child. Drivers are identified 2.5 times as often when the incident occurred in daylight. Drivers appear to run more often when they are at fault and will be severely punished (e.g. when they are intoxicated) and when it is likely that they can escape detection (e.g. at night).

  15. Traffic Safety Facts, 2001: Young Drivers.

    ERIC Educational Resources Information Center

    National Highway Traffic Safety Administration (DOT), Washington, DC.

    This document provides statistical information on U.S. traffic accidents involving young drivers. Data tables include: (1) driver fatalities and drivers involved in fatal crashes among drivers 15 to 20 years old, 1991-2001; (2) drivers involved in fatal crashes and driver involvement rates by age group, 2001; (3) drivers 15 to 20 years old…

  16. Young Drivers. Traffic Safety Facts, 2000.

    ERIC Educational Resources Information Center

    National Highway Traffic Safety Administration (DOT), Washington, DC.

    This document provides statistical information on U.S. traffic accidents involving young drivers. Data tables include: (1) driver fatalities and drivers involved in fatal crashes among drivers 15 to 20 years old, 1990-2000; (2) drivers involved in fatal crashes and driver involvement rates by age group, 2000; (3) drivers 15 to 20 years old…

  17. Fatal passenger vehicle crashes 1999 to 2004 with drivers under age 15: the impact in Texas and other southern and southwestern states.

    PubMed

    Frisch, Larry

    2007-03-01

    Texas has more fatal crashes involving unlicensed drivers under age 15 than does any other US state. Numbers and rates of such crashes are also above the national mean in many southern and Southwest states. Data on fatal passenger vehicle crashes from 1999 through 2004 were obtained from the online Fatality Analysis Reporting System (FARS). During the study period, there were 51 fatal passenger vehicle crashes in Texas in which drivers were under age 15. These crashes accounted for 12.3% of the US total. Nine southern states, including Texas, together accounted for 44% of all fatal crashes involving drivers under 15. Unlicensed crash rates per million inhabitants were higher in Texas than in other states with comparable populations but were much lower than those in other southern, southwest, and north central states. While Texas has recently improved its compliance with proposed graduated licensing models, state law explicitly prohibits police from stopping drivers based solely on age-related probable cause. This restriction may be a major barrier to effective detection and interdiction of under-age unlicensed driving. Because of the relatively high number of fatal crashes involving drivers under age 15 occurring in Texas, preventive efforts targeted to this state could modestly reduce the national burden of deaths due to very young unlicensed drivers. Expanding these efforts to other southern and southwest states could further reduce numbers and rates of such crashes. Expanded use of graduated licensing and increased public awareness are likely to prove effective tools in this public health effort.

  18. Risk factors affecting fatal bus accident severity: Their impact on different types of bus drivers.

    PubMed

    Feng, Shumin; Li, Zhenning; Ci, Yusheng; Zhang, Guohui

    2016-01-01

    While the bus is generally considered to be a relatively safe means of transportation, the property losses and casualties caused by bus accidents, especially fatal ones, are far from negligible. The reasons for a driver to incur fatalities are different in each case, and it is essential to discover the underlying risk factors of bus fatality severity for different types of drivers in order to improve bus safety. The current study investigates the underlying risk factors of fatal bus accident severity to different types of drivers in the U.S. by estimating an ordered logistic model. Data for the analysis are retrieved from the Buses Involved in Fatal Accidents (BIFA) database from the USA for the years 2006-2010. Accidents are divided into three levels by counting their equivalent fatalities, and the drivers are classified into three clusters by the K-means cluster analysis. The analysis shows that some risk factors have the same impact on different types of drivers, they are: (a) season; (b) day of week; (c) time period; (d) number of vehicles involved; (e) land use; (f) manner of collision; (g) speed limit; (h) snow or ice surface condition; (i) school bus; (j) bus type and seating capacity; (k) driver's age; (l) driver's gender; (m) risky behaviors; and (n) restraint system. Results also show that some risk factors only have impact on the "young and elder drivers with history of traffic violations", they are: (a) section type; (b) number of lanes per direction; (c) roadway profile; (d) wet road surface; and (e) cyclist-bus accident. Notably, history of traffic violations has different impact on different types of bus drivers.

  19. Work-related non-crash heavy vehicle driver fatalities in Australia, 2000-9.

    PubMed

    Jones, Christopher B; Ibrahim, Joseph E; Ozanne-Smith, Joan

    2011-08-01

    The objective of this study was to describe the nature and mechanisms of a case series of Australian work-related non-crash heavy vehicle driver fatalities. The study used existing population-based mortality data on non-crash work-related heavy vehicle (gross vehicle mass >4.5 t) driver fatalities reported to Australian coroners between 2000 and 2009. There were 47 fatalities with a mean age of 46.5 years. Available toxicology detected that six of 16 drivers consumed illegal drugs or alcohol. The most frequent task was attending to cargo (n=22, 47%); 31 (66%) fatalities occurred when the driver was working alone. Brake issues (n=21, 45%) were the most frequent contributing factor, and crushing the most common mechanism (n=33, 70%), particularly between the vehicle and another object (n=22, 47%). Fatalities occurred in most jurisdictions averaging 4.7 per year overall. A large number of truck drivers die performing non-driving tasks. Crushing following vehicle rolling accounts for almost 50% of fatalities. Considering this pathway may provide prevention opportunities.

  20. 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

  1. Hispanic employees in the workplace: higher rate of fatalities.

    PubMed

    Johnson, Shelly; Ostendorf, Judith

    2010-01-01

    This article reviews the higher fatality and injury rates among the Hispanic population in the United States, whether legal immigrants, citizens, or illegal immigrants; reviews the current government and private industry regulations and safety programs; proposes additional legislation or programs; and describes the role of the occupational and environmental health nurse in reducing injuries and fatalities in this population.

  2. The relationship of 16 underage drinking laws to reductions in underage drinking drivers in fatal crashes in the United States.

    PubMed

    Fell, J C; Fisher, D A; Voas, R B; Blackman, K; Tippetts, A S

    2007-01-01

    The minimum legal drinking age 21 (MLDA 21) legislation in the United States (U.S.) has been documented as one of the most effective public health measures adopted in recent times. This study reports on an effort to evaluate and interrelate a basic set of 16 laws directed at younger than age 21 youth that are designed to (a) control the sales of alcohol to youth, (b) prevent possession and consumption of alcohol by youth, and (c) prevent alcohol impaired driving by those younger than age 21. The first objective of this study was to determine whether there was any relationship between the existence and strength of the various underage drinking laws in a State and the percentage of younger than age 21 drivers involved in fatal crashes who were drinking. After controlling for various factors, the only significant finding that emerged was for the existence and strength of the law making it illegal for an underage person to use fake identification ( p <0.016). The second objective was to determine if the enactment of two of the sixteen provisions (possession and purchase laws) was associated with a reduction in the rate of underage drinking driver involvements in fatal crashes. Analysis of variance (ANOVA) showed that there was a national 11.2% reduction ( p <0.05) in the ratio of underage drinking drivers to underage non-drinking drivers in fatal crashes after the possession and purchase laws were adopted in 36 States and the District of Columbia (DC). This suggests that the two mandatory elements of the Federal MLDA 21 law are having the desired effect of reducing underage alcohol-related highway deaths.

  3. State Medical Marijuana Laws and the Prevalence of Opioids Detected Among Fatally Injured Drivers

    PubMed Central

    Santaella-Tenorio, Julian; Mauro, Christine; Wrobel, Julia; Cerdà, Magdalena; Keyes, Katherine M.; Hasin, Deborah; Martins, Silvia S.; Li, Guohua

    2016-01-01

    Objectives. To assess the association between medical marijuana laws (MMLs) and the odds of a positive opioid test, an indicator for prior use. Methods. We analyzed 1999–2013 Fatality Analysis Reporting System (FARS) data from 18 states that tested for alcohol and other drugs in at least 80% of drivers who died within 1 hour of crashing (n = 68 394). Within-state and between-state comparisons assessed opioid positivity among drivers crashing in states with an operational MML (i.e., allowances for home cultivation or active dispensaries) versus drivers crashing in states before a future MML was operational. Results. State-specific estimates indicated a reduction in opioid positivity for most states after implementation of an operational MML, although none of these estimates were significant. When we combined states, we observed no significant overall association (odds ratio [OR] = 0.79; 95% confidence interval [CI] = 0.61, 1.03). However, age-stratified analyses indicated a significant reduction in opioid positivity for drivers aged 21 to 40 years (OR = 0.50; 95% CI = 0.37, 0.67; interaction P < .001). Conclusions. Operational MMLs are associated with reductions in opioid positivity among 21- to 40-year-old fatally injured drivers and may reduce opioid use and overdose. PMID:27631755

  4. Responsibility Study: Main Illicit Psychoactive Substances Among Car Drivers Involved in Fatal Road Crashes

    PubMed Central

    Gadegbeku, Blandine; Amoros, Emmanuelle; Laumon, Bernard

    2011-01-01

    In 1999, in France, before considering modifications in drug legislation, the government requested a study of the effect of illicit drugs on the risk of road crashes. It implemented a systematic screening of illicit drugs for all drivers involved in fatal crashes between October 2001 and September 2003. Within the European DRUID project, the study was restricted to car drivers. The project reported here is a responsibility analysis and, as such, it belongs to the framework of case-control studies; the outcome of interest is “being responsible for a fatal crash”. It was assessed with a method adapted from Robertson and Drummer. Cases are the 4,946 car drivers who are responsible for the crash; controls are the 1,986 car drivers selected from the non-responsible car drivers, in a way that makes the control group similar to the general driving population. The effect of cannabis on fatal crash responsibility is significant after adjustment for age, sex and alcohol: adjusted odds ratio is 1.89 [1.43–2.51]. The dose-response effect is significant (p=0.0001). For alcohol (≥0.1 g/l), the adjusted odds ratio for responsibility is 8.39 [6.95–10.11]. No interaction was found between alcohol and cannabis. For amphetamine, cocaine and opiates, adjusted odds ratios were not significantly different from 1. However the statistical power is low. The study finds similar odds ratios for alcohol as previously published. For cannabis, the significant odds ratio together with the significant dose-response effect indicates a causal relationship between cannabis and road crashes. A multiplicative effect between cannabis and alcohol was noted. PMID:22105404

  5. Projecting Fatalities in Crashes Involving Older Drivers, 2000–2025, CRADA No. ORNL98-0500 Final Report

    SciTech Connect

    Hu, Patricia S.; Jones, Donald W.; Reuscher, Timothy; Schmoyer, Richard S.; Truett, Lorena F.

    2000-04-01

    At the turn of the century – the 20th century that is – the median age in the United States was under 30 years; America was 60% rural in nature; and there were only 36 highway fatalities all year. As we leave the 20th century behind, the route into the 21st century is very different. “Intelligent” cars speed down multi-lane “smart” highways in a nation that is 75% urban. According to the Federal Highway Administration’s Highway Statistics, there are 28,000 times more vehicles on the road in 2000 than there were in 1900, and these vehicles travel about 2.6 trillion miles each year. Annual fatalities resulting from highway crashes have also increased – by over 1100%. We see other changes as well. The face of America is changing. It is growing older. In 2025, persons 65 and over will make up 18.5% of the total population. The number of persons aged 85 and over is increasing more rapidly than any other age group. More importantly, the elderly are taking more trips, driving further, and continuing to drive much later in life. These conditions lead to concerns about traffic safety. Although the elderly are healthier and drive safer cars than they did just two decades ago, their frailty makes them more susceptible to injury than younger persons involved in traffic crashes of the same severity. In addition, visual, physical, and cognitive skills, all of which contribute to driving abilities, decrease with advancing age. The familiar “U”-shaped curve depicting the rate of fatalities per vehicle miles traveled, shows that the elderly experience a higher highway fatality rate than any other age group except teenagers. While the overall number of highway fatalities has decreased regularly since 1972, the number of fatalities of elderly travelers has continued to increase steadily. This increase is cause for concern for both the elderly driver and for other persons on the roads who migh tbe placed in danger through crashes involving elderly drivers.

  6. Bicycle Helmet Laws are Associated with a Lower Fatality Rate from Bicycle-Motor Vehicle Collisions

    PubMed Central

    Meehan, William P.; Lee, Lois K.; Fischer, Christopher M.; Mannix, Rebekah C.

    2013-01-01

    Objective To assess the association between bicycle helmet legislation and bicycle-related deaths sustained by children involved in bicycle-motor vehicle collisions. Study design We conducted a cross sectional study of all bicyclists aged 0-16 years included in the Fatality Analysis Reporting System (FARS) who died between January 1999 and December 2010. We compared fatality rates per age-specific state populations between states with helmet laws and those without helmet laws. We used a clustered Poisson multivariate regression model to adjust for factors previously associated with rates of motor vehicle fatalities: elderly driver licensure laws, legal blood alcohol limit (< 0.08% vs. ≥ 0.08%), and household income. Results A total of 1,612 bicycle-related fatalities were sustained by children <16 years old. There were no statistical differences in median household income, the proportion of states with elderly licensure laws, or the proportion of states with a blood alcohol limit of > 0.08 between states with helmet laws and those without helmet laws. The mean unadjusted rates of fatalities were lower in states with helmet laws (2.0/1,000,000 vs. 2.5/1,000,000; p= 0.03). After adjusting for potential confounding factors, states with mandatory helmet laws continued to be associated with a lower rate of fatalities (adjusted Incidence Rate Ratio 0.84; 95% CI 0.70, 0.98). Conclusions Bicycle helmet safety laws are associated with a lower incidence of fatalities among child bicyclists involved in motor vehicle collisions. PMID:23706604

  7. Alcohol-Related Risk of Driver Fatalities: An Update Using 2007 Data

    PubMed Central

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

    2012-01-01

    Objective: 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. Method: 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. Results: 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. Conclusions: 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. PMID:22456239

  8. Civilian residential fire fatality rates: Six high-rate states versus six low-rate states

    NASA Astrophysics Data System (ADS)

    Hall, J. R., Jr.; Helzer, S. G.

    1983-08-01

    Results of an analysis of 1,600 fire fatalities occurring in six states with high fire-death rates and six states with low fire-death rates are presented. Reasons for the differences in rates are explored, with special attention to victim age, sex, race, and condition at time of ignition. Fire cause patterns are touched on only lightly but are addressed more extensively in the companion piece to this report, "Rural and Non-Rural Civilian Residential Fire Fatalities in Twelve States', NBSIR 82-2519.

  9. Driver and front seat passenger fatalities associated with air bag deployment. Part 1: A Canadian study.

    PubMed

    Shkrum, Michael J; McClafferty, Kevin J; Nowak, Edwin S; German, Alan

    2002-09-01

    Real world motor vehicle collision research of injuries due to deployment of "first-generation" air bags has been conducted by Transport Canada since 1993. Fifty-three fatal crashes (36 frontal impacts; 17 side collisions) involving 48 drivers and 10 right front passengers were reviewed. In the Canadian data, air bag deployment in five of nine low severity frontal crashes (delta-V (deltaV) < 25 km/h or 15 mph) was linked to five deaths, four of whom were autopsied (four adults with craniocervical (basal skull and C2 fracture with brainstem avulsion; "closed head injury"--no autopsy) or chest trauma (aortic or pulmonary artery tears); one child with atlanto-occipital dislocation). An occupant who is close ("out-of-position") to the air bag at the time of deployment is at risk for injury. In 27 high severity frontal impacts, unusual (e.g., pulmonary "blast" hemorrhage in one autopsied case) or isolated potentially survivable injuries (e.g., clinically documented ruptured right atrium; probable flail chest observed during the autopsy on a decomposed body) localized to the head, neck or chest in three possibly out-of-position drivers pointed to the deployed air bag as a source of injury. In one of 17 side collisions an out-of-position driver sustained a radiographically confirmed C1-C2 dislocation in a minimally intruded vehicle.

  10. DUI Rates Decline for U.S. Drivers

    MedlinePlus

    ... fullstory_162819.html DUI Rates Decline for U.S. Drivers But that doesn't mean roads will be ... 15 percent for 2002. Despite this decrease, however, drivers and their passengers remain at risk. An estimated ...

  11. Fatal Passenger Vehicle Crashes with At Least 1 Driver Younger than 15 Years: A Fatality Analysis Reporting System Study

    ERIC Educational Resources Information Center

    Frisch, Larry; Plessinger, Alexander

    2007-01-01

    Context: A small number of fatalities continue to occur due to motor vehicle crashes on highways in which at least 1 passenger vehicle (automobile, van, or small truck) is driven by a child younger than 15 years. Purpose: The purpose of this study was to extend previous work suggesting that such crashes occur frequently in the Southern states and…

  12. United States pedestrian fatality rates by vehicle type

    PubMed Central

    Paulozzi, L

    2005-01-01

    Objective: To describe the relation between motor vehicle type and the risk of fatally injuring a pedestrian. Design: The risk of killing a pedestrian was measured as the number of pedestrian fatalities per billion miles of vehicle travel by each vehicle type in the US in 2002 as reported by the National Highway Traffic Safety Administration's Fatality Analysis Reporting System. Interventions: None. Main outcome measures: Rates for each vehicle type by sex, age, and rural/urban roadway type and rate comparisons using relative risks (RR) and 95% confidence intervals (CIs). Results: Passenger cars and light trucks (vans, pickups, and sport utility vehicles) accounted for 46.1% and 39.1%, respectively, of the 4875 deaths, with the remainder split among motorcycles, buses, and heavy trucks. Compared with cars, the RR of killing a pedestrian per vehicle mile was 7.97 (95% CI 6.33 to 10.04) for buses; 1.93 (95% CI 1.30 to 2.86) for motorcycles; 1.45 (95% CI 1.37 to 1.55) for light trucks, and 0.96 (95% CI 0.79 to 1.18) for heavy trucks. Compared with cars, buses were 11.85 times (95% CI 6.07 to 23.12) and motorcycles were 3.77 times (95% CI 1.40 to 10.20) more likely per mile to kill children 0–14 years old. Buses were 16.70 times (95% CI 7.30 to 38.19) more likely to kill adults age 85 or older than were cars. The risk of killing a pedestrian per vehicle mile traveled in an urban area was 1.57 times (95% CI 1.47 to 1.67) the risk in a rural area. Conclusions: Outcomes reflect the ways in which a vehicle's characteristics (mass, front end design, and visibility) and its degree of interaction with pedestrians affect its risk per mile. Modifications in vehicle design might reduce pedestrian injury. The greatest impact on overall US pedestrian mortality will result from reducing the risk from the light truck category. PMID:16081753

  13. Epidemiologic Pattern of Fatal Traffic Injuries among Iranian Drivers; 2004–2010

    PubMed Central

    BAKHTIYARI, Mahmood; MEHMANDAR, Mohammad Reza; RIAHI, Seyed Mohammad; MANSOURNIA, Mohammad Ali; SARTIPI, Majid; BAHADORIMONFARED, Ayad

    2016-01-01

    Background: Due to their specific nature, such as high incidence, high intensity and direct involvement of all members of society, traffic injuries are of particular importance. Through a mega data, this study investigated the epidemiological aspects and depict current situation of road traffic injuries in Iran. Methods: Using legal medicine and traffic police data, deaths from road traffic injuries in men were predicted through determining the most appropriate model for death using time series statistical models; and then most important human factors associated with it in a period of 6 yr in Iran was analyzed using multi-nominal regression model. Results: The frequency of deaths from traffic injuries in the last seven years was 172,834 cases and the number of deaths at the accident scene was 42798 cases, of which 24.24% (41,971 cases) were recorded by the Traffic Police experts. Death rate from traffic injuries has been declined from 38 cases per 100,000 people in 2004 to 31 cases per 100,000 people between 2009 and 2010. Fatigue and sleepiness (AOR=10.36, 95% CI: 8.41–13.3) was the most significant human risk factors for death outcome in the urban and suburban traffic injuries. According to the predictions, the death rate is about 16488 (CI 95%, 8531–24364) for the year 2012. Conclusion: Despite all measures to prevent such injuries, even fatal injuries have still a high incidence. Intervention in the human risk factors field would be more effective due to their important roles in traffic injuries in Iran. PMID:27252920

  14. Trends in rates of occupational fatal injuries in the United States (1983-92)

    PubMed Central

    Bailer, A. J.; Stayner, L. T.; Stout, N. A.; Reed, L. D.; Gilbert, S. J.

    1998-01-01

    OBJECTIVES: An updated version of a national surveillance system of traumatic occupational fatalities was used to explore adjusted and unadjusted trends in rates of fatal injury. METHODS: Data from the national traumatic occupational fatalities surveillance system were combined with data on employment from the United States Bureau of Labor Statistics. Poisson regression was then used to examine trends in rates of occupational fatality injuries while controlling for demographic and workplace characteristics. RESULTS: Adjusted annual changes in rates of fatal injuries ranged from a decline of 6.2% for workers in technical and administrative support occupations--for example, health, science, and engineering technicians, pilots, computer programmers--to an increase of 1.6% in machine operators, assemblers, and inspectors. For industries, annual changes ranged from a decline of 5.3% for workers in public administration--for example, justice, public order, and safety workers--to an increase of 2.6% for workers in the wholesale trade. By comparison, the annual decline over all industries and occupations was 3.1%. In many industries and occupations, an effect modification of annual trends by the age of the worker was also found with the oldest workers experiencing either no decline or a significant increase in rates of fatal injuries. CONCLUSIONS: This general pattern of decline, adjusted for the effects of demographic characteristics of the worker population, is encouraging; however, increases in rates of fatal injuries found in particular industries and occupations, suggest appropriate targets for increased injury prevention efforts.   PMID:9816383

  15. Declining Rates of Fatal and Nonfatal Intracerebral Hemorrhage: Epidemiological Trends in Australia

    PubMed Central

    Gattellari, Melina; Goumas, Chris; Worthington, John

    2014-01-01

    Background A recent systematic review of epidemiological studies reported intracerebral hemorrhage (ICH) incidence and mortality as unchanged over time; however, comparisons between studies conducted in different health services obscure assessment of trends. We explored trends in ICH rates in a large, representative population in New South Wales, Australia's most populous state (≈7.3 million). Methods and Results Adult hospitalizations with a principal ICH diagnosis from 2001 to 2009 were linked to death registrations through to June 30, 2010. Trends for overall, fatal, and nonfatal ICH rates within 30 days and fatal rates for 30‐day survivors at 365 days were calculated. There were 11 332 ICH patient admissions meeting eligibility criteria, yielding a crude hospitalization rate of 25.2 per 100 000 (age‐standardized rate: 17.2). Age‐ and sex‐adjusted overall rates significantly declined by an average of 1.6% per year (P=0.03). Fatal ICH declined by an average of 2.6% per year (P=0.004). For 30‐day survivors, a nonsignificant decline of 2.3% per year in fatal ICH at 365 days was estimated (P=0.17). Male sex and birth in the Oceania region and Asia were associated with an increased ICH risk, although this depended on age. Approximately 12% of ICH admissions would be prevented if the socioeconomic circumstances of the population equated with those of the least disadvantaged. Conclusions Overall and fatal ICH rates have fallen in this large Australian population. Improvements in cardiovascular prevention and acute care may explain declining rates. There was no evidence of an increase in devastated survivors because the longer term mortality of 30‐day survivors has not increased over time. PMID:25488294

  16. Tracking driver's heart rate by continuous-wave Doppler radar.

    PubMed

    Kwang Jin Lee; Chanki Park; Boreom Lee

    2016-08-01

    Developing driving safety system with medical assistance devices for preventing accidents has become a major social issue in recent year. These devices have been developed using electrocardiogram (ECG) and photoplethysmogram (PPG) for measuring the heart rate (HR). However, driver should directly contact with the sensor for monitoring the HR. Recently, non-contact system based on continuous-wave Doppler radar has widely studied for monitoring HR. The periodogram by Fast Fourier Transform (FFT) was used for estimating HR. However, if motion artifacts by movement of driver and vehicle vibration contaminate the radar signal, we cannot find spectral peak of HR using FFT. In this paper, we propose a method using multiple signal classification (MUSIC) for estimating HR. We compared MUSIC algorithms with a commonly used FFT method using real experiment data while driving. The results indicate that our proposed method can estimate HR accurately from received radar Doppler signal with motion artifacts.

  17. 23 CFR 1313.5 - Requirements for a low fatality rate state.

    Code of Federal Regulations, 2012 CFR

    2012-04-01

    ... 23 Highways 1 2012-04-01 2012-04-01 false Requirements for a low fatality rate state. 1313.5 Section 1313.5 Highways NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION INCENTIVE GRANT CRITERIA FOR ALCOHOL-IMPAIRED DRIVING PREVENTION PROGRAMS § 1313.5 Requirements for a...

  18. 23 CFR 1313.5 - Requirements for a low fatality rate state.

    Code of Federal Regulations, 2011 CFR

    2011-04-01

    ... 23 Highways 1 2011-04-01 2011-04-01 false Requirements for a low fatality rate state. 1313.5 Section 1313.5 Highways NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION INCENTIVE GRANT CRITERIA FOR ALCOHOL-IMPAIRED DRIVING PREVENTION PROGRAMS § 1313.5 Requirements for a...

  19. 23 CFR 1313.5 - Requirements for a low fatality rate state.

    Code of Federal Regulations, 2010 CFR

    2010-04-01

    ... 23 Highways 1 2010-04-01 2010-04-01 false Requirements for a low fatality rate state. 1313.5 Section 1313.5 Highways NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION INCENTIVE GRANT CRITERIA FOR ALCOHOL-IMPAIRED DRIVING PREVENTION PROGRAMS § 1313.5 Requirements for a...

  20. Association between New Jersey's Graduated Driver Licensing decal provision and crash rates of young drivers with learners' permits.

    PubMed

    Curry, Allison E; Pfeiffer, Melissa R; Elliott, Michael R; Durbin, Dennis R

    2015-12-01

    New Jersey (NJ) implemented the first-in-the-US Graduated Driver Licensing (GDL) decal provision in May 2010 for young drivers with learner's permits or intermediate licenses. Previous analyses found an association between the provision and crash reduction among intermediate drivers. The aim of this study is to examine the association between NJ's provision and GDL citation and crash rates among drivers aged <21 years with learner's permits. We estimated monthly per-driver rates from January 2006 through June 2012. Negative binomial modeling compared pre and post decal crash rates adjusted for gender, age, calendar month, and gas price. The monthly GDL citation rate was two per 10,000 drivers in the predecal and postdecal periods. Crashes were rare and rates declined similarly pre and post decal (adjusted rate ratio of postdecal vs predecal slope: 1.04 (0.97 to 1.12)). NJ's GDL decal provision was not associated with a change in citation or crash rates among young NJ drivers with learner's permits.

  1. Ethnic differences in coronary heart disease case fatality rates in Auckland.

    PubMed

    Bullen, C; Beaglehole, R

    1997-12-01

    Data from the Auckland Coronary or Stroke (ARCOS) study for the years 1983 to 1992 were analysed to describe 28-day case fatality rates from coronary heart disease among Europeans, Maori and Pacific Islands people in Auckland, New Zealand. The case fatality rate was consistently higher in each age group and for both sexes among Maori and Pacific Islands people than in Europeans. Age-standardised case fatalities for Maori and Pacific Islands people were similar at around 65 per cent, compared with around 45 per cent among Europeans, and these differences were not explained by ethnic differences in possible underreporting of nonfatal myocardial infarction, in socioeconomic status, smoking, symptoms or past myocardial infarction. There was evidence of a more rapid progression of acute coronary events to a fatal outcome among Maori and Pacific Islands people, partly explained by delays in access to life support and coronary care: greater proportions of Pacific Islands people than Maori or Europeans who died did so within an hour of onset of symptoms (56 per cent of Pacific Islands people, 47 per cent of Maori, 45 per cent of Europeans). Pacific Islands and Maori people with acute coronary events took longer to reach a coronary care unit (mean times: Pacific Islands people 8.6 hours, Maori 7.4 hours, Europeans 6.7 hours, P < 0.05), although the median times were not significantly different; life-support units were used by a majority of Pacific Islands people and Europeans (57 per cent and 55 per cent, respectively), compared with only 46 per cent of Maori, but hospital care was similar for the three groups. Further qualitative and quantitative research is needed to investigate the reasons for these ethnic disparities in case fatality rates.

  2. The global role of natural disaster fatalities in decision-making: statistics, trends and analysis from 116 years of disaster data compared to fatality rates from other causes

    NASA Astrophysics Data System (ADS)

    Daniell, James; Wenzel, Friedemann; McLennan, Amy; Daniell, Katherine; Kunz-Plapp, Tina; Khazai, Bijan; Schaefer, Andreas; Kunz, Michael; Girard, Trevor

    2016-04-01

    In this study, analysis is undertaken showing disaster fatalities trends from around the world using the CATDAT Natural Disaster and Socioeconomic Indicator databases from 1900-2015. Earthquakes have caused over 2.3 million fatalities since 1900; however absolute numbers of deaths caused by them have remained rather constant over time. However, floods have caused somewhere between 1.7 and 5.4 million fatalities, mostly in the earlier half of the 20th century (depending on the 1931 China floods). Storm and storm surges (ca. 1.3 million fatalities), on the other hand, have shown an opposite trend with increasing fatalities over the century (or a lack of records in the early 1900s). Earthquakes due to their sporadic nature, do not inspire investment pre-disaster. When looking at the investment in flood control vs. earthquakes, there is a marked difference in the total investment, which has resulted in a much larger reduction in fatalities. However, a key consideration for decision-makers in different countries around the world when choosing to implement disaster sensitive design is the risk of a natural disaster death, compared to other types of deaths in their country. The creation of empirical annualised ratios of earthquake, flood and storm fatalities from the year 1900 onwards vs. other methods of fatalities (cancer, diseases, accidents etc.) for each country using the CATDAT damaging natural disasters database is undertaken. On an annualised level, very few countries show earthquakes and other disaster types to be one of the highest probability methods for death. However, in particular years with large events, annual rates can easily exceed the total death count for a particular country. An example of this is Haiti, with the equivalent earthquake death rate in 2010 exceeding the total all-cause death rate in the country. Globally, fatality rates due to disasters are generally at least 1 order of magnitude lower than other causes such as heart disease. However, in

  3. Fatal Community-acquired Pneumonia in Children Caused by Re-emergent Human Adenovirus 7d Associated with Higher Severity of Illness and Fatality Rate

    PubMed Central

    Yu, Zhiwu; Zeng, Zhiwei; Zhang, Jing; Pan, Yuxian; Chen, Manjun; Guo, Yonghui; Yu, Nan; Chodosh, James; Fu, Ning; Che, Xiaoyan; Zhang, Qiwei

    2016-01-01

    Human adenoviruses (HAdVs) are highly contagious pathogens causing acute respiratory disease (ARD), such as community-acquired pneumonia. HAdV-7d, a re-emergent genomic variant, has been recently reported in Asia and the United States after a several-decade absence. However, whether HAdV-7d is associated with higher severity than other types is currently unclear. In this study, the clinical and epidemiological investigation showed that fever, cough, and sore throat were the three most common respiratory symptoms of HAdV infections. HAdV-7 caused longer duration of fever, higher morbidity of tachypnea/dyspnea, pleural effusion, diarrhea, hepatosplenomegaly, consciousness alteration, as well as higher rates of pneumonia, mechanical ventilation and higher fatality rate (28.6%) than other types, particularly HAdV-3 and HAdV-2. The genomes of seven HAdV-7d isolates from mild, severe, and fatal cases were sequenced and highly similar with each other. Surprisingly, two isolates (2011, 2012) had 100% identical genomes with an earlier strain from a fatal ARD outbreak in China (2009), which elucidates the virus origin and confirms the unexpected HAdV genomic conservation and stability. Phylogenetic analysis indicated that L1 52/55-kDa DNA packaging protein may be associated with the higher severity of illness and fatality rate of HAdV-7. Clinicians need to be aware of HAdVs in children with ARD. PMID:27848998

  4. Influence of Referral Pathway on Ebola Virus Disease Case-Fatality Rate and Effect of Survival Selection Bias

    PubMed Central

    Damkjær, Mads; Lunding, Suzanne; Dornonville de la Cour, Kenn; Young, Alyssa; Brooks, Tim; Sesay, Tom; Salam, Alex P.; Mishra, Sharmistha; Storgaard, Merete

    2017-01-01

    Case-fatality rates in Ebola treatment centers (ETCs) varied widely during the Ebola virus disease (EVD) outbreak in West Africa. We assessed the influence of referral pathway on ETC case-fatality rates with a retrospective cohort of 126 patients treated at the Mathaska ETC in Port Loko, Sierra Leone. The patients consisted of persons who had confirmed EVD when transferred to the ETC or who had been diagnosed onsite. The case-fatality rate for transferred patients was 46% versus 67% for patients diagnosed onsite (p = 0.02). The difference was mediated by Ebola viral load at diagnosis, suggesting a survival selection bias. Comparisons of case-fatality rates across ETCs and clinical management strategies should account for potential survival selection bias. PMID:28322693

  5. Analysis of non-fatal and fatal injury rates for mine operator and contractor employees and the influence of work location

    SciTech Connect

    Karra, V.K.

    2005-07-01

    Mining injury surveillance data are used as the basis for assessing the severity of injuries among operator and contractor employees in the underground and surface mining of various minerals. Injury rates during 1983-2002 derived from Mine Safety and Health Administration (MSHA) database are analyzed using the negative binomial regression model. The logarithmic mean injury rate is expressed as a linear function of seven indicator variables representing Non-Coal Contractor, Metal Operator, Non Metal Operator, Stone Operator, Sand and Gravel Operator, Coal Contractor, and Work Location, and a continuous variable, RelYear, representing the relative year starting, with 1983 as the base year. Based on the model, the mean injury rate declined at a 1.69% annual rate, and the mean injury rate for work on the Surface is 52.53% lower compared to the title for work in the underground. With reference to the Coal Operator mean injury rate: the Non-Coal Contractor rate is 30.34% lower, the Metal Operator rate is 27.18% lower, the Non-Metal Operator rate is 37.51% lower, the Stone Operator rate is 23.44% lower, the Sand and Gravel Operator rate is 16.45% lower, and the Coal Contractor rate is 1.41% lower. Fatality rates during the same 20 year period are analyzed similarly using Poisson regression model. Based on this model, the mean fatality rate declined at a 3.17% annual rate, and the rate for work on the surface is 64.3% lower compared to the rate for work in the underground. With reference to the Coal Operator mean fatality rate: the Non-Coal Coil tractor rate is 234.81% higher, the Metal Operator rate is 5.79% lower, the Non-Metal Operator rate is 47.36% lower, the Stone Operator rate is 8.29% higher, the Sand and Gravel Operator rate is 60.32% higher, and the Coal Contractor rate is 129.54% higher.

  6. Graduated Driver Licensing: The New Zealand Experience.

    ERIC Educational Resources Information Center

    Begg, Dorothy; Stephenson, Shaun

    2003-01-01

    Evaluates the graduated driver-licensing (GDL) system in New Zealand. Describes driver licensing and crash fatality rates before and after the implementation of GDL in 1987. Reports that GDL has contributed to a reduction in crashes among young people. (Contains 2 figures and 6 references.) (AUTHOR/WFA)

  7. Severe maternal morbidity from direct obstetric causes in West Africa: incidence and case fatality rates.

    PubMed Central

    Prual, A.; Bouvier-Colle, M. H.; de Bernis, L.; Bréart, G.

    2000-01-01

    Data on maternal morbidity make it possible to assess how many women are likely to need essential obstetric care, and permit the organization, monitoring and evaluation of safe motherhood programmes. In the present paper we propose operational definitions of severe maternal morbidity and report the frequency of such morbidity as revealed in a population-based survey of a cohort of 20,326 pregnant women in six West African countries. The methodology and questionnaires were the same in all areas. Each pregnant woman had four contacts with the obstetric survey team: at inclusion, between 32 and 36 weeks of amenorrhoea, during delivery and 60 days postpartum. Direct obstetric causes of severe morbidity were observed in 1215 women (6.17 cases per 100 live births). This ratio varied significantly between areas, from 3.01% in Bamako to 9.05% in Saint-Louis. The main direct causes of severe maternal morbidity were: haemorrhage (3.05 per 100 live births); obstructed labour (2.05 per 100), 23 cases of which involved uterine rupture (0.12 per 100); hypertensive disorders of pregnancy (0.64 per 100), 38 cases of which involved eclampsia (0.19 per 100); and sepsis (0.09 per 100). Other direct obstetric causes accounted for 12.2% of cases. Case fatality rates were very high for sepsis (33.3%), uterine rupture (30.4%) and eclampsia (18.4%); those for haemorrhage varied from 1.9% for antepartum or peripartum haemorrhage to 3.7% for abruptio placentae. Thus at least 3-9% of pregnant women required essential obstetric care. The high case fatality rates of several complications reflected a poor quality of obstetric care. PMID:10859853

  8. Raised Speed Limits, Speed Spillover, Case-Fatality Rates, and Road Deaths in Israel: A 5-Year Follow-Up

    PubMed Central

    Richter, Elihu D.; Barach, Paul; Friedman, Lee; Krikler, Samuel; Israeli, Abraham

    2004-01-01

    Objectives. We assessed the 5-year, nationwide impact on road deaths of the raise in the speed limit (November 1, 1993) on 3 major interurban highways in Israel from 90 to 100 kph. Methods. We compared before–after trends in deaths as well as case fatality—an outcome independent of exposure (defined as vehicle-kilometers traveled). Results. After the raise, speeds rose by 4.5%–9.1%. Over 5 years, there was a sustained increase in deaths (15%) and case fatality rates (38%) on all interurban roads. Corresponding increases in deaths (13%) and case fatality (24%) on urban roads indicated “speed spillover.” Conclusions. Immediate increases in case fatality predicted and tracked the sustained increase in deaths from increased speeds of impact. Newtonian fourth power models predicted the effects of “small” increases in speed on large rises in case fatality rates. Countermeasures and congestion reduced the impact on deaths and case-fatality rates by more than half. PMID:15054007

  9. Relationship between pedestrian headform tests and injury and fatality rates in vehicle-to-pedestrian crashes in the United States.

    PubMed

    Mueller, Becky; Farmer, Charles; Jermakian, Jessica; Zuby, David

    2013-11-01

    Pedestrian protection evaluations have been developed to encourage vehicle front-end designs that mitigate the consequences of vehicle-to-pedestrian crashes. The European New Car Assessment Program (Euro NCAP) evaluates pedestrian head protection with impacts against vehicle hood, windshield, and A-pillars. The Global Technical Regulation No. 9 (GTR 9), being evaluated for U.S. regulation, limits head protection evaluations to impacts against vehicle hoods. The objective of this study was to compare results from pedestrian head impact testing to the real-world rates of fatal and incapacitating injuries in U.S. pedestrian crashes. Data from police reported pedestrian crashes in 14 states were used to calculate real-world fatal and in- capacitating injury rates for seven 2002-07 small cars. Rates were 2.17-4.04 per 100 pedestrians struck for fatal injuries and 10.45-15.35 for incapacitating injuries. Euro NCAP style pedestrian headform tests were conducted against windshield, A-pillar, and hoods of the study vehicles. When compared with pedestrian injury rates, the vehicles' Euro NCAP scores, ranging 5-10 points, showed strong negative correlations (-0.6) to injury rates, though none were statistically significant. Data from the headform impacts for each of the study vehicles were used to calculate that vehicle's predicted serious injury risk. The predicted risks from both the Euro NCAP and GTR 9 test zones showed high positive correlations with the pedestrian fatal and incapacitating injury rates, though few were statistically significant. Whether vehicle stiffness is evaluated on all components of vehicle front ends (Euro NCAP) or is limited to hoods (GTR 9), softer vehicle components correspond to a lower risk of fatality.

  10. The role of tourism in alcohol-related highway fatalities.

    PubMed

    Colón, I

    1985-04-01

    Tourism and fatal single motor vehicle accidents, an index of alcohol-related motor accidents, are examined in a cross-sectional analysis of the 50 states of the Union and the District of Columbia. A multiple regression model is employed in which average mileage driven, percent of metropolitan residents, and number of licensed drivers are statistically controlled. Tourism is found to be positively associated with the single motor vehicle fatality rate. Further research and policy implications are discussed.

  11. Evaluating Driver Drowsiness Countermeasures.

    PubMed

    Gaspar, John G; Brown, Timothy L; Schwarz, Chris W; Lee, John D; Kang, Julie; Higgins, James S

    2017-03-21

    Objective Driver drowsiness contributes to a substantial number of fatal and non-fatal crashes, with recent estimates attributing up to 21% of fatal crashes to drowsiness. This paper describes recent NHTSA research on in-vehicle drowsiness countermeasures. Recent advances in technology and state detection algorithms have shown success in detecting drowsiness using a variety of data sources, including camera-based eye tracking, steering wheel position, yaw rate, and vehicle lane position. However, detection is just the first step in reducing drowsy driving crashes. Countermeasures are also needed to provide feedback to the driver, modify driver behavior, and prevent crashes. The goal of this study was to evaluate the effectiveness of in-vehicle drowsiness countermeasures in reducing drowsy lane departures. The tested countermeasures included different warning modalities in either a discrete or staged interface. Methods Data were collected from 72 young adult drivers (age 21-32) in the high-fidelity full-motion National Advanced Driving Simulator. Drivers completed a 45-minute simulated nighttime drive at two time points, late night and early morning, where drowsiness was manipulated by continuous hours awake. 48 drivers were exposed to one of six countermeasures that varied along two dimensions, type and modality. The countermeasures relied on a steering-based drowsiness detection algorithm developed in prior NHTSA research. 24 drivers received no countermeasure and were used as a baseline comparison. System effectiveness was measured by lane departures and standard deviation in lateral position (SDLP). Results There was a reduction in drowsy lane departure frequency and lane position variability for drivers with countermeasures compared to the baseline no-countermeasure group. Importantly, the data suggest that multi-stage alerts, which provide an indication of increasing urgency, were more effective in reducing drowsy lane departures than single-stage discrete

  12. Estimated rate of fatal automobile accidents attributable to acute solvent exposure at low inhaled concentrations.

    PubMed

    Benignus, Vernon A; Bushnell, Philip J; Boyes, William K

    2011-12-01

    Acute solvent exposures may contribute to automobile accidents because they increase reaction time and decrease attention, in addition to impairing other behaviors. These effects resemble those of ethanol consumption, both with respect to behavioral effects and neurological mechanisms. These observations, along with the extensive data on the relationship between ethanol consumption and fatal automobile accidents, suggested a way to estimate the probability of fatal automobile accidents from solvent inhalation. The problem can be approached using the logic of the algebraic transitive postulate of equality: if A=B and B=C, then A=C. We first calculated a function describing the internal doses of solvent vapors that cause the same magnitude of behavioral impairment as ingestion of ethanol (A=B). Next, we fit a function to data from the literature describing the probability of fatal car crashes for a given internal dose of ethanol (B=C). Finally, we used these two functions to generate a third function to estimate the probability of a fatal car crash for any internal dose of organic solvent vapor (A=C). This latter function showed quantitatively (1) that the likelihood of a fatal car crash is increased by acute exposure to organic solvent vapors at concentrations less than 1.0 ppm, and (2) that this likelihood is similar in magnitude to the probability of developing leukemia from exposure to benzene. This approach could also be applied to other potentially adverse consequences of acute exposure to solvents (e.g., nonfatal car crashes, property damage, and workplace accidents), if appropriate data were available.

  13. Previous Driving Experience, but Not Vision, Is Associated With Motor Vehicle Collision Rate in Bioptic Drivers

    PubMed Central

    Dougherty, Bradley E.; Flom, Roanne E.; Bullimore, Mark A.; Raasch, Thomas W.

    2015-01-01

    Purpose Bioptic telescopic spectacles (BTS) consist of a small telescope (or telescopes) mounted high in a pair of spectacle lenses. More than 40 states allow for some form of bioptic driving licensure for people with decreased central vision. The purpose of this study was to determine significant associations among previous driving experience, vision, and motor vehicle collisions (MVCs) for bioptic drivers in Ohio. Methods We conducted a retrospective study of patients who received a vision examination and subsequently obtained bioptic licensure. We obtained driving records from the Ohio Bureau of Motor Vehicles in order to determine MVC involvement. Relationships among vision measures, age, sex, previous experience, and MVCs were investigated using time-to-event analysis and the Cox proportional hazards regression model. Results We identified 237 bioptic drivers (65% male). Age at initial exam ranged from 16 to 81 years, and mean visual acuity was approximately 20/120. The number of MVCs per driver ranged from 0 to 11, with 124 (52%) drivers having had at least one MVC. Visual acuity and contrast sensitivity were not significant predictors of MVC. Drivers without previous driving experience were significantly more likely to have been involved in an MVC (P < 0.001), and this association remained significant after adjusting for age and sex (P = 0.01). The rate of MVC per year decreased steadily over a 10-year period for drivers without previous experience. Conclusions Previous nonbioptic driving experience, but not visual acuity or contrast sensitivity, was associated with yearly MVC rate in bioptic drivers. PMID:26436885

  14. Car driver casualty rates in Great Britain by type of car.

    PubMed

    Broughton, Jeremy

    2008-07-01

    Since 1989, the British STATS19 national road accident reporting system has included the Vehicle Registration Mark (VRM). This allows the basic vehicle record to be augmented with details such as the date of first registration and codes that specify the vehicle's make and model. In order to examine the influence of car type upon the driver casualty rate, this paper groups car models into six types, ranging from 'Minis and Superminis' to '4x4s and people carriers (pc)'. Exploratory analyses of data from accidents that occurred between 2001 and 2005 show that the driver casualty rate falls markedly with size of car. In car-car collisions, the rate also rises markedly with the size of the other car. The car's year of first registration also influences the casualty rate, and represents the influence of changes in the characteristics of new cars. Statistical models are fitted to identify the separate influences on a driver's risk of injury in a car-car collision of the type and registration year of the driver's car and the type and registration year of the other car in the collision. The analysis is extended to include collisions with other vehicles such as lorries and buses.

  15. Wind energy development: methods to assess bird and bat fatality rates post-construction

    USGS Publications Warehouse

    Huso, Manuela; Dalthorp, Daniel; Miller, T J; Bruns, Dawn

    2016-01-01

    Monitoring fatalities at wind energy facilities after they have been constructed can provide valuable information regarding impacts of wind power development on wildlife. The objective of this monitoring is to estimate abundance of a super-population of carcasses that entered the area within a designated period of time. By definition, the population is not closed and carcasses can enter as they are killed through collision with turbines, and leave as they are removed by scavengers or decompose to a point where they are not recognizable. In addition, the population is not inherently mobile, but can only change location through some external force. A focus on number of animal carcasses comprising the super-population, combined with peculiar traits that resist classic assumptions, distinguish fatality estimation at wind-power facilities from more classic abundance estimates that can be addressed through mark-recapture techniques or other well-known abundance estimators. We review the available methods to estimate the super-population of carcasses at wind power facilities. We discuss the role of these estimates in determining appropriate levels of minimization and mitigation of impacts to individual species of concern. We discuss the potential to extrapolate these measurements to reflect the cumulative effect of the industry on individual species. Finally, we suggest avenues of research needed to strengthen our understanding of the effect wind power development has, and might have in the future, on wildlife on this continent and worldwide.

  16. [The determinants of the low case fatality rate of the cholera epidemic in the Littoral department of Benin in 2008].

    PubMed

    Gbary, Akpa Raphaël; Sossou, Roch Aristide; Dossou, Jean-Paul; Mongbo, Virginie; Massougbodji, Achille

    2011-01-01

    The 2008 cholera outbreak in Benin was characterized by a low case fatality rate (0.39 p.100) in the Littoral department, where 502 cases were recorded between July and December. The aim of this study was to identify the key factors associated with the low case fatality rate within the department. The cross-sectional, descriptive and analytical study conducted as part of this research used 404 patient records, focus group discussions with ten former patients, in-depth interviews with 8 health authorities involved in the response and structured face-to-face interviews with 12 health personnel involved in the treatment of patients. The data were analyzed using qualitative and quantitative content analysis based on EPIINFO 3.3.2 and EXCEL 2007 software. The results from several sources were cross-checked through triangulation. The mean age of patients was 23.72 ± 14.8 years. 39.35% patients were admitted with severe dehydration. Oral rehydration, intravenous rehydration and antibiotic therapy were given to 99.5%, 85% and 97.77% of patients, respectively. Only one hospital death was noted. The low case fatality rate was mainly due to the following factors: the high quality of care provided in a center with qualified personnel and available and free of charge treatment kits, protocols based on massive rehydration and appropriate hygiene measures, and patient compliance with the treatment plan. The response was also characterized by good coordination, wide mass and local health promotion, and selective antibiotic prophylaxis, which contributed significantly to reducing the spread of the infection.

  17. Effect of recall on estimation of non-fatal injury rates: a community based study in Tanzania

    PubMed Central

    Moshiro, C; Heuch, I; Astrom, A; Setel, P; Kvale, G

    2005-01-01

    Study objective: To investigate the effect of recall on estimation of non-fatal injury rates in Tanzania. Design: Retrospective population based survey. Setting: Eight branches in an urban area and six villages in a relatively prosperous rural area in Tanzania. Subjects: Individuals of all ages living in households selected by cluster sampling. Main outcome measures: Estimated non-fatal injury rates calculated at each of the 12 recall periods (one to 12 months before the interview). Results: Out of a population of 15 223 persons, 509 individuals reported 516 injuries during the preceding year. Of these 313 (61.5%) were males and 196 (38.5%) females. The data showed notable declining incidence rates from 72 per 1000 person-years when based on a one month recall period to 32.7 per 1000 person-years for a 12 month recall period (55% decline). The decline was found for injuries resulting in fewer than 30 days of disability whereas rates for severe injuries (disability of 30 days or more) did not show a consistent variation with recall period. Decline in injury rates by recall period was higher in rural than in urban areas. Age, sex, and education did not notably affect recall. Conclusions: Longer recall periods underestimate injury rates compared with shorter recall periods. For severe injuries, a recall period of up to 12 months does not affect the rate estimates. It is essential that a recall period of less than three months be used to calculate injury rates for less severe injuries. PMID:15691990

  18. Biomass is the main driver of changes in ecosystem process rates during tropical forest succession.

    PubMed

    Lohbeck, Madelon; Poorter, Lourens; Martínez-Ramos, Miguel; Bongers, Frans

    2015-05-01

    Over half of the world's forests are disturbed, and the rate at which ecosystem processes recover after disturbance is important for the services these forests can provide. We analyze the drivers' underlying changes in rates of key ecosystem processes (biomass productivity, litter productivity, actual litter decomposition, and potential litter decomposition) during secondary succession after shifting cultivation in wet tropical forest of Mexico. We test the importance of three alternative drivers of ecosystem processes: vegetation biomass (vegetation quantity hypothesis), community-weighted trait mean (mass ratio hypothesis), and functional diversity (niche complementarity hypothesis) using structural equation modeling. This allows us to infer the relative importance of different mechanisms underlying ecosystem process recovery. Ecosystem process rates changed during succession, and the strongest driver was aboveground biomass for each of the processes. Productivity of aboveground stem biomass and leaf litter as well as actual litter decomposition increased with initial standing vegetation biomass, whereas potential litter decomposition decreased with standing biomass. Additionally, biomass productivity was positively affected by community-weighted mean of specific leaf area, and potential decomposition was positively affected by functional divergence, and negatively by community-weighted mean of leaf dry matter content. Our empirical results show that functional diversity and community-weighted means are of secondary importance for explaining changes in ecosystem process rates during tropical forest succession. Instead, simply, the amount of vegetation in a site is the major driver of changes, perhaps because there is a steep biomass buildup during succession that overrides more subtle effects of community functional properties on ecosystem processes. We recommend future studies in the field of biodiversity and ecosystem functioning to separate the effects of

  19. Studies of a Linac Driver for a High Repetition Rate X-Ray FEL

    SciTech Connect

    Venturini, M.; Corlett, J.; Doolittle, L.; Filippetto, D.; Papadopoulos, C.; Penn, G.; Prosnitz, D.; Qiang, J.; Reinsch, M.; Ryne, R.; Sannibale, F.; Staples, J.; Wells, R.; Wurtele, J.; Zolotorev, M.; Zholents, A.

    2011-06-01

    We report on on-going studies of a superconducting CW linac driver intended to support a high repetition rate FEL operating in the soft x-rays spectrum. We present a pointdesign for a 1.8 GeV machine tuned for 300 pC bunches and delivering low-emittance, low-energy spread beams as needed for the SASE and seeded beamlines.

  20. Trends of hospitalizations, fatality rate and costs for acute myocardial infarction among Spanish diabetic adults, 2001-2006

    PubMed Central

    2010-01-01

    Background Acute myocardial infarction (AMI) is one of the more frequent reasons diabetic patients are admitted to hospital, and there are reports that the long-term prognosis after an AMI is much worse in these patients than in non-diabetic patients. This study aims to compare hospital admissions and costs in Spanish diabetic and non-diabetic subjects due to AMI during the period 2001-2006. Methods We conducted a retrospective study of 6 years of national hospitalization data associated with diabetes using the Minimum Basic Data Set. National hospitalization rates were calculated for AMI among diabetic and non-diabetic adults. Fatality rates, mean hospital stay and direct medical costs related to hospitalization were analyzed. Costs were calculated using Diagnosis-Related Groups for AMI in diabetics and non-diabetics patients. Results During the study period, a total of 307,099 patients with AMI were admitted to Spanish hospitals. Diabetic patients made up 29.6% of the total. The estimated incidence due to AMI in diabetics increased from 54.7 cases per 100,000 in 2001 to 64.1 in 2006. Diabetic patients had significantly higher mortality than nondiabetic patients after adjusting for age, gender, and year (OR 1.11 [95% CI, 1.08-1.14]). The cost among diabetic patients increased by 21.3% from 2001 to 2006. Conclusions Diabetic patients have higher rates of hospital admission and fatality rates during the hospitalization after an AMI than nondiabetic patients. Diabetic adults who have suffered an AMI have a greater than expected increase in direct hospital costs over the period 2001-2006. PMID:20205960

  1. Validity of Police-Reported Alcohol Involvement In Fatal Motor Carrier Crashes in the United States Between 1982 and 2005

    PubMed Central

    McCarthy, Melissa L.; Sheng, Peilin; Baker, Susan P.; Rebok, George W.; Li, Guohua

    2009-01-01

    Objective To examine the validity of police-reported alcohol data for drivers involved in fatal motor carrier crashes. Material and Methods We determined the availability of blood alcohol concentration (BAC) and police-reported alcohol data on 157,702 drivers involved in fatal motor carrier crashes between 1982 – 2005 using Fatality Analysis and Reporting System (FARS) data. Drivers were categorized as motor carrier drivers if they operated a vehicle with a gross vehicle weight rating of greater than 26,000 pounds. Otherwise, they were classified as non motor carrier drivers. The sensitivity and specificity of police-reported alcohol involvement were estimated for both driver types. Results Of the 157,702 drivers, 18% had no alcohol information, 15% had BAC results, 42% had police-reported alcohol data, and 25% had both. Alcohol information varied significantly by driver, crash, and vehicle characteristics. For example, motor carrier drivers were significantly more likely (51%) to have BAC testing results compared to non motor carrier drivers (31%) (p < 0.001). The sensitivity of police-reported alcohol involvement for a BAC level ≥ 0.08 was 83% (95% CI 79%, 86%) for motor carrier drivers and 90% (95% CI 89%, 90%) for non motor carrier drivers. The specificity rates were 96% (95% CI 95%, 96%) and 91% (95% CI 90%, 91%), respectively. Conclusions The sensitivity and specificity of police-reported alcohol involvement are reasonably high for drivers involved in fatal motor carrier crashes. Further research is needed to determine the extent to which the accuracy of police-reported alcohol involvement may be overestimated because of verification bias. PMID:19527818

  2. The influence of seam height on lost-time injury and fatality rates at small underground bituminous coal mines.

    PubMed

    Peters, R H; Fotta, B; Mallett, L G

    2001-11-01

    Due to variations in the thickness of U.S. coal seams, there is great variability in the height of the roof where underground miners work. Restrictions imposed by low seam heights have important safety consequences. As the height of their workplace decreases, miners must stoop, duck walk, or crawl, and their vision, posture, and mobility become increasingly restricted. Low seam height also places important restrictions on the design of mobile equipment and other mining machinery. Using the employment and injury data reported to the Mine Safety and Health Administration (MSHA) from 1990 to 1996, small underground bituminous coal mines with less than 50 employees were stratified by average coal seam height according to the following categories: low (< or =42"), medium (43"-60"), and high (> or =61"). Injury rates for both nonfatal days lost and fatality cases were examined by seam height and leading type of injury incidents. The leading types of incidents associated with fatalities were roof falls and powered haulage equipment. In comparison to high-seam mines, miners working in low or medium seams are at higher risk of being killed by powered haulage equipment, roof bolting machines, and falls of unsupported roof. The leading types of incidents associated with nonfatal injuries were handling materials and powered haulage. As mining height decreases, miners are at increasingly higher risk of having a nonfatal injury from incidents involving roof bolting machines, load-haul-dump equipment, personnel carriers, and powered haulage conveyors. As mining height increases, miners are at increasingly higher risk of having a nonfatal injury from slips and falls and incidents involving shuttle cars and roof and rib falls. Knee injuries are a particularly severe problem in low-seam mines. The rate of injuries to miners while crawling or kneeling is 10 times higher in low seams than in high seams.

  3. Measurement and dimension of road fatality in Brunei.

    PubMed

    Haque, Mohammed Ohidul

    2011-03-01

    In this article, we have investigated the pattern of road fatality in Brunei. It is seen from this analysis that road fatality in Brunei was one of the highest in the world in the early 1990s, but has been significantly reduced over the years, and is now one of the lowest in the world. Preliminary investigation shows that young male drivers are responsible for most road fatalities in Brunei. We have also fitted a linear regression model and found that road fatality is significantly positively related to people aged 18-24 years and new registered vehicles, both of which are expected to grow with the growth of population and economic development. Hence, road fatality in Brunei is also expected to grow unless additional effective road safety countermeasures are introduced and implemented to reduce road toll. Negative coefficient is observed for trend variable, indicating the reduction of road fatality due to the combined effects of improvements of vehicle safety, road design, medical facilities and road safety awareness among road user groups. However, short-term road fatality analysis based on monthly data indicates that the coefficient of the trend variable is positive, implying that in recent months road fatalities are increasing in Brunei, which is supported by media reports. We have compared Brunei's road fatality data with Australia, Singapore and Malaysia and found that Brunei's road fatality rate is lower than Singapore and Malaysia, but higher than Australia. This indicates that there are still opportunities to reduce road fatalities in Brunei if additional effective road safety strategies are implemented like in Australia without interfering in the economic and social development of Brunei.

  4. Disabling and fatal occupational claim rates, risks, and costs in the Oregon construction industry 1990-1997.

    PubMed

    Horwitz, Irwin B; McCall, Brian P

    2004-10-01

    This study estimated injury and illness rates, risk factors, and costs associated with construction work in Oregon from 1990-1997 using all accepted workers' compensation claims by Oregon construction employees (N = 20,680). Claim rates and risk estimates were estimated using a baseline calculated from Current Population Survey data of the Oregon workforce. The average annual rate of lost-time claims was 3.5 per 100 workers. More than 50% of claims were by workers under 35 years and with less than 1 year of tenure. The majority of claimants (96.1%) were male. There were 52 total fatalities reported over the period examined, representing an average annual death rate of 8.5 per 100,000 construction workers. Average claim cost was $10,084 and mean indemnity time was 57.3 days. Structural metal workers had the highest average days of indemnity of all workers (72. 1), highest average costs per claim ($16,472), and highest odds ratio of injury of all occupations examined. Sprains were the most frequently reported injury type, constituting 46.4% of all claims. The greatest accident risk occurred during the third hour of work. Training interventions should be extensively utilized for inexperienced workers, and prework exercises could potentially reduce injury frequency and severity.

  5. Case fatality rate and associated factors in patients with 22q11 microdeletion syndrome: a retrospective cohort study

    PubMed Central

    Repetto, Gabriela M; Guzmán, M Luisa; Delgado, Iris; Loyola, Hugo; Palomares, Mirta; Lay-Son, Guillermo; Vial, Cecilia; Benavides, Felipe; Espinoza, Karena; Alvarez, Patricia

    2014-01-01

    Objective Chromosome 22q11.2 deletion is the most commonly occurring known microdeletion syndrome. Deaths related to the syndrome have been reported, but the magnitude of death has not been quantified. This study evaluated the deletion's impact on survival and its clinical manifestations in a large cohort of Chilean patients. Design Demographic and clinical data of individuals with 22q11 deletions diagnosed between 1998 and 2013 were collected from medical records and death certificates. Case fatality rate was calculated and compared with national vital statistics. OR with 95% CI analysis was used to assess the association between clinical manifestations and death. Setting Genetic services in tertiary care centres in Chile, following patients with 22q11.2 deletion. Outcomes Fatality rate and associated factors. Results 59 of 419 patients (14.1%) died during the study period at a median of 3.4 months (range 0 to 32 years of age). Factors associated with death included congenital heart disease (OR 5.27; 95% CI 2.06 to 13.99; p<0.0001), hypocalcaemia (OR 4.27; 95% CI 1.67 to 11.15; p<0.002) and airway malacia (OR 13.37; 95% CI 1.19 to 110.51; p<0.002). Patients with deletions and defects such as tetralogy of Fallot with or without pulmonary atraesia, truncus arteriosus or ventricular septal defect, had a 2.6-fold to 4.6-fold higher death rate compared with nationwide reports for the same types of defects. Conclusions In this cohort, we observed a death rate of 14.1%, implying that one in seven patients with 22q11 deletion died during the study period. Significant associations with cardiac defects, hypocalcaemia and airway malacia were observed. Furthermore, the death risk in patients with 22q11 deletion and cardiac defects exceeded the global figures observed in Chile for infants with structurally similar but apparently isolated anomalies. These observations indicate a need to identify patients who may require specific perioperative management to improve survival

  6. Driver drowsiness detection using multimodal sensor fusion

    NASA Astrophysics Data System (ADS)

    Andreeva, Elena O.; Aarabi, Parham; Philiastides, Marios G.; Mohajer, Keyvan; Emami, Majid

    2004-04-01

    This paper proposes a multi-modal sensor fusion algorithm for the estimation of driver drowsiness. Driver sleepiness is believed to be responsible for more than 30% of passenger car accidents and for 4% of all accident fatalities. In commercial vehicles, drowsiness is blamed for 58% of single truck accidents and 31% of commercial truck driver fatalities. This work proposes an innovative automatic sleep-onset detection system. Using multiple sensors, the driver"s body is studied as a mechanical structure of springs and dampeners. The sleep-detection system consists of highly sensitive triple-axial accelerometers to monitor the driver"s upper body in 3-D. The subject is modeled as a linear time-variant (LTV) system. An LMS adaptive filter estimation algorithm generates the transfer function (i.e. weight coefficients) for this LTV system. Separate coefficients are generated for the awake and asleep states of the subject. These coefficients are then used to train a neural network. Once trained, the neural network classifies the condition of the driver as either awake or asleep. The system has been tested on a total of 8 subjects. The tests were conducted on sleep-deprived individuals for the sleep state and on fully awake individuals for the awake state. When trained and tested on the same subject, the system detected sleep and awake states of the driver with a success rate of 95%. When the system was trained on three subjects and then retested on a fourth "unseen" subject, the classification rate dropped to 90%. Furthermore, it was attempted to correlate driver posture and sleepiness by observing how car vibrations propagate through a person"s body. Eight additional subjects were studied for this purpose. The results obtained in this experiment proved inconclusive which was attributed to significant differences in the individual habitual postures.

  7. Improving safety behaviour and accident rates of professional drivers: the Dead Sea project.

    PubMed

    Calé, Michael H

    2012-01-01

    It was the aim of the Dead Sea project to change and improve traffic safety behaviour and lower the accident rates of professional drivers by applying principles and techniques known from social and traffic psychology. All interventions were based on a sample of 48 workers from one company. Extensive changes in attitudes were obtained by manipulating the workers' behaviour and causing them to publicly represent positive safety attitudes and values. The results show significant improvements in safety behaviour and reductions of accident rates. In spite of the fact that only a small minority of the workers in this plant directly participated in the programme, many others were influenced and improved their safety behaviour on the road. Therefore, the employed method seems to be not only effective but also very cost efficient.

  8. Insights from interviews regarding high fatality rate caused by the 2011 Tohoku-Oki earthquake

    NASA Astrophysics Data System (ADS)

    Ando, M.; Ishida, M.

    2012-12-01

    The 11 March 2011 Tohoku-Oki earthquake (Mw9.0) caused approximately 19,000 casualties including missing persons along the entire coast of the Tohoku region. Three historical tsunamis occurred in the past 115 years preceding this tsunami. Since these tsunamis, numerous countermeasures against future tsunamis such as breakwaters, early tsunami warning systems and tsunami evacuation drills were implemented. Despite the preparedness, a number of deaths and missing persons occurred. Although this death rate is approximately 4 % of the population in severely inundated areas; 96 % safely evacuated or managed to survive the tsunami. To understand why some people evacuated immediately while others delayed; survivors were interviewed in the northern part of the Tohoku region. Our interviews revealed that many residents obtained no appropriate warnings and many chose to remain in dangerous locations partly because they obtained the wrong idea of the risks. In addition, our interviews also indicated that the resultant high casualties were due to current technology malfunction, underestimated earthquake size and tsunami heights, and failure of warning systems. Furthermore, the existing breakwaters provided the local community a false sense of security. The advanced technology did not work properly, especially at the time of the severe disaster. If residents had taken an immediate action after the major shaking stopped, most local residents might have survived considering that safer highlands are within 5 to 20 minute walking distance from the interviewed areas. However, the elderly and physically disabled people would still be in a much more difficult situation to walk such distance into safety. Nevertheless, even if these problems occur in future earthquakes, better knowledge regarding earthquakes and tsunami hazards could save more lives. People must take immediate action without waiting for official warning or help. To avoid similar high tsunami death ratios in the future

  9. Fatalities in Swedish skydiving.

    PubMed

    Westman, Anton; Björnstig, Ulf

    2005-11-01

    Exact risk patterns in skydiving fatalities are not well known, but incomplete world injury data indicate that many are preventable. A comprehensive national material for Sweden of 37 skydiving fatalities 1964-2003 were reviewed to identify risk factors. In relation to jump volume, the period 1994-2003 had a fatality rate 11 times lower than 1964-1973. Student skydivers had the highest risk of fatal outcome, often caused by instability in freefall leading to unstable parachute activation with subsequent line entanglement, or parachute activation failure. Unintentional water landings also contributed to student fatality, with life jacket malfunctions, neglect to use life jackets, and automatic reserve parachute activation devices activated by water as aggravating factors. One-third of all fatalities had an inflated and operational parachute at some point prior to injury. A drastic worldwide increase in fatal landing incidents with fast wing parachutes during the 1990s did not occur in Sweden. Every fourth fatality caused by rapid deceleration against ground or water survived impact and died during transports or in hospitals. Rescue units and health care providers can improve management of skydiving incidents from knowledge about the incident and injury mechanisms we have described, and the skydiving community can target risk factors in preventive safety work.

  10. Ventilation and Heart Rate Monitoring in Drivers using a Contactless Electrical Bioimpedance System

    NASA Astrophysics Data System (ADS)

    Macías, R.; García, M. A.; Ramos, J.; Bragós, R.; Fernández, M.

    2013-04-01

    Nowadays, the road safety is one of the most important priorities in the automotive industry. Many times, this safety is jeopardized because of driving under inappropriate states, e.g. drowsiness, drugs and/or alcohol. Therefore several systems for monitoring the behavior of subjects during driving are researched. In this paper, a device based on a contactless electrical bioimpedance system is shown. Using the four-wire technique, this system is capable of obtaining the heart rate and the ventilation of the driver through multiple textile electrodes. These textile electrodes are placed on the car seat and the steering wheel. Moreover, it is also reported several measurements done in a controlled environment, i.e. a test room where there are no artifacts due to the car vibrations or the road state. In the mentioned measurements, the system response can be observed depending on several parameters such as the placement of the electrodes or the number of clothing layers worn by the driver.

  11. The influence of car registration year on driver casualty rates in Great Britain.

    PubMed

    Broughton, Jeremy

    2012-03-01

    A previous paper analysed data from the British national road accident reporting system to investigate the influence upon car driver casualty rates of the general type of car being driven and its year of first registration. A statistical model was fitted to accident data from 2001 to 2005, and this paper updates the principal results using accident data from 2003 to 2007. Attention focuses upon the role of year of first registration since this allows the influence of developments in car design upon occupant casualty numbers to be evaluated. Three additional topics are also examined with these accident data. Changes over time in frontal and side impacts are compared. Changes in the combined risk for the two drivers involved in a car-car collision are investigated, being the net result of changes in secondary safety and aggressivity. Finally, the results of the new model relating to occupant protection are related to an index that had been developed previously to analyse changes over time in the secondary safety of the car fleet.

  12. Teen Driver Safety: Additional Research Could Help States Strengthen Graduated Driver Licensing Systems. Report to the Committee on Transportation and Infrastructure and Its Subcommittee on Highways and Transit, House of Representatives. GAO-10-544

    ERIC Educational Resources Information Center

    Fleming, Susan A.

    2010-01-01

    Teen drivers ages 16 to 20 have the highest fatality rate of any age group in the United States. As a result, states have increasingly adopted laws to limit teen driving exposure, such as Graduated Driver Licensing (GDL) systems, which consist of three stages: a learner's permit allowing driving only under supervision; intermediate licensure…

  13. FATAL EPISTAXIS

    PubMed Central

    Quinn, Francis Berchmans

    1961-01-01

    The instances in which nosebleed is potentially fatal are those in which there is a history of recent head injury, severe arteriosclerotic cardiovascular disease or an underlying vascular tumor in the nasal chambers. Fatal nasal bleeding has not been reported in children. An awareness on the part of the physician of the potentially fatal significance of his patient's nosebleed is the very best insurance against such an event. Intelligent history-taking, careful physical and x-ray examination, generous sedation, precise local cauterization and packing, estimation of hemoglobin mass and a search for bleeding and clotting disorders are the best weapons of the physician called to treat epistaxis. These procedures, coupled with adequate blood replacement and an informed attitude toward surgical interruption of the blood supply to the bleeding region should forestall death from fatal nosebleed. PMID:13738727

  14. Temporal separation and self-rating of alertness as indicators of driver fatigue in commercial motor vehicle operators.

    PubMed

    Belz, Steven M; Robinson, Gary S; Casali, John G

    2004-01-01

    This on-road field investigation employed, for the first time, a completely automated trigger-based data collection system capable of evaluating driver performance in an extended-duration real-world commercial motor vehicle environment. The study examined the use of self-assessment of fatigue (Karolinska Sleepiness Scale) and temporal separation (minimum time to collision, minimum headway, and mean headway) as indicators of driver fatigue. Without exception, the correlation analyses for both the self-rating of alertness and temporal separation yielded models low in associative ability; neither metric was found to be a valid indicator of driver fatigue. In addition, based upon the data collected for this research, preliminary evidence suggests that driver fatigue onset within a real-world driving environment does not appear to follow the standard progression of events associated with the onset of fatigue within a simulated driving environment. Application of this research includes the development of an on-board driver performance/fatigue monitoring system that could potentially assist drivers in identifying the onset of fatigue.

  15. Novel driver method to improve ordinary CCD frame rate for high-speed imaging diagnosis

    NASA Astrophysics Data System (ADS)

    Luo, Tong-Ding; Li, Bin-Kang; Yang, Shao-Hua; Guo, Ming-An; Yan, Ming

    2016-06-01

    The use of ordinary Charge-coupled-Device (CCD) imagers for the analysis of fast physical phenomenon is restricted because of the low-speed performance resulting from their long output times. Even though the form of Intensified-CCD (ICCD), coupled with a gated image intensifier, has extended their use for high speed imaging, the deficiency remains to be solved that ICDD could record only one image in a single shot. This paper presents a novel driver method designed to significantly improve the ordinary interline CCD burst frame rate for high-speed photography. This method is based on the use of vertical registers as storage, so that a small number of additional frames comprised of reduced-spatial-resolution images obtained via a specific sampling operation can be buffered. Hence, the interval time of the received series of images is related to the exposure and vertical transfer times only and, thus, the burst frame rate can be increased significantly. A prototype camera based on this method is designed as part of this study, exhibiting a burst rate of up to 250,000 frames per second (fps) and a capacity to record three continuous images. This device exhibits a speed enhancement of approximately 16,000 times compared with the conventional speed, with a spatial resolution reduction of only 1/4.

  16. Fatal occupational injuries of women, Texas 1975-84.

    PubMed

    Davis, H; Honchar, P A; Suarez, L

    1987-12-01

    A review of Texas death certificates for 1975-84 identified 348 cases of fatal occupational injuries of civilian females. Homicides accounted for 53 per cent and motor vehicle-related injuries accounted for 26 per cent of the deaths. Injuries from firearms caused 70 per cent of the homicides. One hundred thirty-three deaths occurred to women employed in the retail trade industry; of these, 77 per cent resulted from homicide. Women workers in gasoline service stations, food-bakery-and-dairy stores, and eating-and-drinking places had especially high risks of homicide. Texas female heavy-truck drivers had the highest fatal-injury rate, with motor-vehicle-related injuries causing 89 per cent of their deaths. These results indicate that effective strategies to prevent fatal occupational injuries of Texas women will need to address the problems of workplace violence and the hazards posed by motor vehicles.

  17. Rates and drivers of mangrove deforestation in Southeast Asia, 2000-2012.

    PubMed

    Richards, Daniel R; Friess, Daniel A

    2016-01-12

    The mangrove forests of Southeast Asia are highly biodiverse and provide multiple ecosystem services upon which millions of people depend. Mangroves enhance fisheries and coastal protection, and store among the highest densities of carbon of any ecosystem globally. Mangrove forests have experienced extensive deforestation owing to global demand for commodities, and previous studies have identified the expansion of aquaculture as largely responsible. The proportional conversion of mangroves to different land use types has not been systematically quantified across Southeast Asia, however, particularly in recent years. In this study we apply a combined geographic information system and remote sensing method to quantify the key proximate drivers (i.e., replacement land uses) of mangrove deforestation in Southeast Asia between 2000 and 2012. Mangrove forests were lost at an average rate of 0.18% per year, which is lower than previously published estimates. In total, more than 100,000 ha of mangroves were removed during the study period, with aquaculture accounting for 30% of this total forest change. The rapid expansion of rice agriculture in Myanmar, and the sustained conversion of mangroves to oil palm plantations in Malaysia and Indonesia, are identified as additional increasing and under-recognized threats to mangrove ecosystems. Our study highlights frontiers of mangrove deforestation in the border states of Myanmar, on Borneo, and in Indonesian Papua. To implement policies that conserve mangrove forests across Southeast Asia, it is essential to consider the national and subnational variation in the land uses that follow deforestation.

  18. Rates and drivers of mangrove deforestation in Southeast Asia, 2000–2012

    PubMed Central

    Richards, Daniel R.; Friess, Daniel A.

    2016-01-01

    The mangrove forests of Southeast Asia are highly biodiverse and provide multiple ecosystem services upon which millions of people depend. Mangroves enhance fisheries and coastal protection, and store among the highest densities of carbon of any ecosystem globally. Mangrove forests have experienced extensive deforestation owing to global demand for commodities, and previous studies have identified the expansion of aquaculture as largely responsible. The proportional conversion of mangroves to different land use types has not been systematically quantified across Southeast Asia, however, particularly in recent years. In this study we apply a combined geographic information system and remote sensing method to quantify the key proximate drivers (i.e., replacement land uses) of mangrove deforestation in Southeast Asia between 2000 and 2012. Mangrove forests were lost at an average rate of 0.18% per year, which is lower than previously published estimates. In total, more than 100,000 ha of mangroves were removed during the study period, with aquaculture accounting for 30% of this total forest change. The rapid expansion of rice agriculture in Myanmar, and the sustained conversion of mangroves to oil palm plantations in Malaysia and Indonesia, are identified as additional increasing and under-recognized threats to mangrove ecosystems. Our study highlights frontiers of mangrove deforestation in the border states of Myanmar, on Borneo, and in Indonesian Papua. To implement policies that conserve mangrove forests across Southeast Asia, it is essential to consider the national and subnational variation in the land uses that follow deforestation. PMID:26712025

  19. BEAM DYNAMICS STUDIES OF A HIGH-REPETITION RATE LINAC-DRIVER FOR A 4TH GENERATION LIGHT SOURCE

    SciTech Connect

    Ventturini, M.; Corlett, J.; Emma, P.; Papadopoulos, C.; Penn, G.; Placidi, M.; Qiang, J.; Reinsch, M.; Sannibale, F.; Steier, C.; Sun, C.; Wells, R.

    2012-05-18

    We present recent progress toward the design of a super-conducting linac driver for a high-repetition rate FEL-based soft x-ray light source. The machine is designed to accept beams generated by the APEX photo-cathode gun operating with MHz-range repetition rate and deliver them to an array of SASE and seeded FEL beamlines. We review the current baseline design and report results of beam dynamics studies.

  20. Anticipatory Heart Rate Responses of Motor Vehicle Drivers Riding as Passengers

    DTIC Science & Technology

    1988-05-01

    This difference was used as a basis for a comparison of changes in autonomic measures and reaction- time over driving time. The results showed...statistically significant effects of experience on both types of measure . The reaction time data pointed to inexperienced drivers being more, vulnerable to...autonomic measures , but careful note was made of the requirement for more thorough study of the relation between behavioural and physiological measures

  1. Highway crash rates and age-related driver limitations: Literature review and evaluation of data bases

    SciTech Connect

    Hu, P.S.; Young, J.R.; Lu, An

    1993-08-01

    American society is undergoing a major demographic transformation that is resulting in a larger proportion of older individuals in the population. Moreover, recent travel surveys show that an increasing number of older individuals are licensed to drive and that they drive more than their same age cohort a decade ago. However, they continue to take shorter trips than younger drivers and they avoid driving during congested hours. This recent demographic transformation in our society, the graying of America, coupled with the increasing mobility of the older population impose a serious highway safety issue that cannot be overlooked. Some of the major concerns are the identification of ``high-risk`` older drivers and the establishment of licensing guidelines and procedures that are based on conclusive scientific evidence. Oak Ridge National Laboratory`s (ORNL) objectives in this project can be characterized by the following tasks: Review and evaluate the 1980 American Association of Motor Vehicle Administrators (AAMVA) and National Highway Traffic Safety Administration (NHTSA) licensing guidelines. Determine whether the license restriction recommended in the 1980 AAMVA and NHTSA guidelines was based on scientific evidence or on judgement of medical advisors. Identify in the scientific literature any medical conditions which are found to be highly associated with highway crashes, and which are not mentioned in the 1980 guidelines. Summarize States` current licensing practices for drivers with age-related physical and mental limitations. Identify potential data sources to establish conclusive evidence on age-related functional impairments and highway crashes.

  2. Contrasting roles of rivers and wells as sources of drinking water on attack and fatality rates in a hepatitis E epidemic in Somalia.

    PubMed

    Bile, K; Isse, A; Mohamud, O; Allebeck, P; Nilsson, L; Norder, H; Mushahwar, I K; Magnius, L O

    1994-10-01

    In early 1988, an increased incidence of acute hepatitis was observed in villages along the Shebeli River in the Lower Shebeli region of Somalia. This was followed by a large epidemic that lasted until late 1989. In a survey of 142 villages with a population of 245,312 individuals, 11,413 icteric cases were recorded, of which 346 died, corresponding to an attack rate and a case fatality rate of 4.6% and 3.0%, respectively. The etiologic role of hepatitis E virus (HEV) in this epidemic was proven by demonstrating anti-HEV in 128 of 145 sampled cases as a sign of recent infection with HEV. In three villages, where a special study protocol was implemented, the attack rate was found to increase significantly with age from 5% in the group 1-4 years of age to 13% in the group 5-15 years of age and to 20% for persons older than 15 years of age. Among cases 20-39 years of age, the female-to-male ratio was 1.5:1, which was a significant predominance of females. As in other hepatitis E outbreaks, there was a high fatality rate in pregnant females, estimated to be 13.8%. The epidemic peaked with the rise in the level of the river during rainfall, suggesting that the disease was waterborne. The attack rate was higher (6.0%) in villages supplied with river water, while fewer cases were recorded in those relying on wells or ponds for their water supply, 1.7% and 1.2%, respectively.(ABSTRACT TRUNCATED AT 250 WORDS)

  3. Global earthquake fatalities and population

    USGS Publications Warehouse

    Holzer, Thomas L.; Savage, James C.

    2013-01-01

    Modern global earthquake fatalities can be separated into two components: (1) fatalities from an approximately constant annual background rate that is independent of world population growth and (2) fatalities caused by earthquakes with large human death tolls, the frequency of which is dependent on world population. Earthquakes with death tolls greater than 100,000 (and 50,000) have increased with world population and obey a nonstationary Poisson distribution with rate proportional to population. We predict that the number of earthquakes with death tolls greater than 100,000 (50,000) will increase in the 21st century to 8.7±3.3 (20.5±4.3) from 4 (7) observed in the 20th century if world population reaches 10.1 billion in 2100. Combining fatalities caused by the background rate with fatalities caused by catastrophic earthquakes (>100,000 fatalities) indicates global fatalities in the 21st century will be 2.57±0.64 million if the average post-1900 death toll for catastrophic earthquakes (193,000) is assumed.

  4. [Epidemiological surveillance of leptospirosis on Reunion Island in 2004-2008: possible impact of Chikungunya infection on the case fatality rate of leptospirosis].

    PubMed

    Renault, P; Boidin, E; D'Ortenzio, E; Balleydier, E; Daniel, B; Filleul, L

    2011-05-01

    In 2006, increased mortality due to leptospirosis in Reunion Island had alerted the authorities and justified the conduct of this study in order to update knowledge on the epidemiology of leptospirosis, whereas the latest epidemiological data published on the disease dated back to 2003. This study followed the scheme of a descriptive retrospective survey based on data from reporting and investigation of hospitalized cases of leptospirosis that occurred in Reunion between the 1st January 2004 and 31st December 2008. Data from the National Reference Center (NRC) have also been used. The annual number of reported cases (40 to 50) was stable over the period, which contrasted with the historical decreasing trend of incidence reported by the NRC. The circumstances of exposure were those usually associated with the disease on the island: about 80% of cases were infected between January and June, during the wet season; the main exposure factor identified was the practice of agriculture, declared or not; Leptospira icterohaemorrhagiae remained the most frequently isolated serovar, although regressing. Finally, our study has shown that excess mortality observed in 2006 did not result from an increased incidence but from a rise in the case fatality rate. This could be linked to the outbreak of chikungunya, which peaked in February 2006. In endemic areas of leptospirosis, health professionals should remain aware of the risk of occurrence of fatal cases during arbovirosis outbreaks.

  5. Road traffic crash injuries and fatalities in the city of Kerman, Iran.

    PubMed

    Mohammadi, Ghorbanali

    2013-01-01

    The objective of this study was to investigate road traffic crash injuries and fatalities. Cases of 3902 road traffic injuries (1709 drivers, 891 passengers, 376 pedestrians and 926 motorcyclists) and 1564 road traffic fatalities (RTFs; 1222 males and 342 females) were collected from 2005 to 2008 using the database of the police forces and Department of Forensic Medicine in Kerman, respectively. Results showed that 66% of the injuries were related to car occupants (drivers and passengers) and men/women ratio was 5:1. The highest men/women ratio was (12.2:1) for drivers, while the lowest ratio (1.8:1) was for pedestrians. Most of the injuries had taken place at 16:01-20:00 h followed by 08:01-12:00 h. Highest numbers of injuries were found in male with the age groups of 18-24 years. The highest fatality rate of 79 per 100,000 population occurred in 2007-2008. Fatality ratio indicated higher male ratio, four times higher than females. The victims were 39% male between 30 and 55 years of age. Head injuries were present in 69% of the cases. In our series of forensic autopsy cases, head injuries were more frequent in motor vehicle occupants, pedestrians and motorcyclists. On average, two people died per day in RTFs in Kerman.

  6. 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.

  7. A regionalised strategy for improving motor vehicle-related highway driver deaths using a weighted averages method

    PubMed Central

    Kim, Tad; Rivara, Frederick P; Mozingo, David W; Lottenberg, Lawrence; Harris, Zachary B; Casella, George; Liu, Huazhi; Moldawer, Lyle L; Efron, Philip A; Ang, Darwin N

    2015-01-01

    Objective The state of Florida has some of the most dangerous highways in the USA. In 2006, Florida averaged 1.65 fatalities per 100 million vehicle miles travelled (VMT) compared with the national average of 1.42. A study was undertaken to find a method of identifying counties that contributed to the most driver fatalities after a motor vehicle collision (MVC). By regionalising interventions unique to this subset of counties, the use of resources would have the greatest potential of improving statewide driver death. Methods The Florida Highway Safety Motor Vehicle database 2000–2006 was used to calculate driver VMT-weighted deaths by county. A total of 3 468 326 motor vehicle crashes were evaluated. Counties that had driver death rates higher than the state average were sorted by a weighted averages method. Multivariate regression was used to calculate the likelihood of death for various risk factors. Results VMT-weighted death rates identified 12 out of 67 counties that contributed up to 50% of overall driver fatalities. These counties were primarily clustered in central and south Florida. The strongest independent risk factors for driver death attributable to MVC in these high-risk counties were alcohol/drug use, rural roads, speed limit ≥45 mph, adverse weather conditions, divided highways, vehicle type, vehicle defects and roadway location. Conclusions Using the weighted averages method, a small subset of counties contributing to the majority of statewide driver fatalities was identified. Regionalised interventions on specific risk factors in these counties may have the greatest impact on reducing driver-related MVC fatalities. PMID:21685144

  8. Estimation of MERS-Coronavirus Reproductive Number and Case Fatality Rate for the Spring 2014 Saudi Arabia Outbreak: Insights from Publicly Available Data

    PubMed Central

    Majumder, Maimuna S.; Rivers, Caitlin; Lofgren, Eric; Fisman, David

    2014-01-01

    Background: The Middle East Respiratory Syndrome Coronavirus (MERS-CoV) was initially recognized as a source of severe respiratory illness and renal failure in 2012. Prior to 2014, MERS-CoV was mostly associated with sporadic cases of human illness, of presumed zoonotic origin, though chains of person-to-person transmission in the healthcare setting were reported. In spring 2014, large healthcare-associated outbreaks of MERS-CoV infection occurred in Jeddah and Riyadh, Kingdom of Saudi Arabia. To date the epidemiological information published by public health investigators in affected jurisdictions has been relatively limited. However, it is important that the global public health community have access to information on the basic epidemiological features of the outbreak to date, including the basic reproduction number (R0) and best estimates of case-fatality rates (CFR). We sought to address these gaps using a publicly available line listing of MERS-CoV cases. Methods: R0 was estimated using the incidence decay with exponential adjustment (“IDEA”) method, while period-specific case fatality rates that incorporated non-attributed death data were estimated using Monte Carlo simulation. Results: 707 cases were available for evaluation. 52% of cases were identified as primary, with the rest being secondary. IDEA model fits suggested a higher R0 in Jeddah (3.5-6.7) than in Riyadh (2.0-2.8); control parameters suggested more rapid reduction in transmission in the former city than the latter. The model accurately projected final size and end date of the Riyadh outbreak based on information available prior to the outbreak peak; for Jeddah, these projections were possible once the outbreak peaked. Overall case-fatality was 40%; depending on the timing of 171 deaths unlinked to case data, outbreak CFR could be higher, lower, or equivalent to pre-outbreak CFR. Conclusions: Notwithstanding imperfect data, inferences about MERS-CoV epidemiology important for public health

  9. Detection of Driver Drowsiness Using Wavelet Analysis of Heart Rate Variability and a Support Vector Machine Classifier

    PubMed Central

    Li, Gang; Chung, Wan-Young

    2013-01-01

    Driving while fatigued is just as dangerous as drunk driving and may result in car accidents. Heart rate variability (HRV) analysis has been studied recently for the detection of driver drowsiness. However, the detection reliability has been lower than anticipated, because the HRV signals of drivers were always regarded as stationary signals. The wavelet transform method is a method for analyzing non-stationary signals. The aim of this study is to classify alert and drowsy driving events using the wavelet transform of HRV signals over short time periods and to compare the classification performance of this method with the conventional method that uses fast Fourier transform (FFT)-based features. Based on the standard shortest duration for FFT-based short-term HRV evaluation, the wavelet decomposition is performed on 2-min HRV samples, as well as 1-min and 3-min samples for reference purposes. A receiver operation curve (ROC) analysis and a support vector machine (SVM) classifier are used for feature selection and classification, respectively. The ROC analysis results show that the wavelet-based method performs better than the FFT-based method regardless of the duration of the HRV sample that is used. Finally, based on the real-time requirements for driver drowsiness detection, the SVM classifier is trained using eighty FFT and wavelet-based features that are extracted from 1-min HRV signals from four subjects. The averaged leave-one-out (LOO) classification performance using wavelet-based feature is 95% accuracy, 95% sensitivity, and 95% specificity. This is better than the FFT-based results that have 68.8% accuracy, 62.5% sensitivity, and 75% specificity. In addition, the proposed hardware platform is inexpensive and easy-to-use. PMID:24316564

  10. Work-related maritime fatalities.

    PubMed

    O'Connor, Peter J; O'Connor, Nina

    2006-07-01

    All maritime fatalities investigated by Coroners that occurred in Australia from 1992 to 1998 inclusive have been collated, coded and recorded in the Australian Boating Injury Database: Fatal Injury (ABID:FI). This article focuses on the work-related maritime fatalities recorded in the database. Over the period 1992-1998 there were 74 fatalities involving people who were working for income at the time of the incident: 46 commercial fishermen, 12 seamen involved in the transport of cargo and 16 miscellaneous workers. The fatality rate of commercial fishermen has declined substantially in Australia over recent years. The main contributing factors were: hazardous conditions; an error of judgement; unsafe work practices; and failure to wear a personal flotation device (PFD) in circumstances where, in the opinion of the Coroners, it would have saved life. Hazardous conditions were much more of a factor in fishermen deaths than in other maritime deaths. Most vessels involved had an insufficient number of PFDs for the number of crew on board. The Australian fatal injury database should be updated with the details of recent fatalities in order to further monitor safety performance, causal factors and prevention measures in the maritime industry in Australia. Attention should be focused on reducing alcohol use and increasing PFD availability and usage. In order to continue to improve safety, it is essential that a constructive dialogue is maintained with industry sources, informed by independent research and up-to-date information.

  11. A season of snakebite envenomation: presentation patterns, timing of care, anti-venom use, and case fatality rates from a hospital of southcentral Nepal

    PubMed Central

    Pandey, Deb P; Vohra, Rais; Stalcup, Philip; Shrestha, Bhola R

    2016-01-01

    Snakebite envenomation affects thousands of people annually in Nepal. Published hospital-based studies of snakebite treatment in Nepal are scarce. Here we present the results of the first prospective, cross-sectional study of hospitalized envenomed snakebite cases in southcentral Nepal, a region characterized by poor pre-hospital care of snakebites, limited supply and excessive use of antivenom, and a high case/fatality ratio. We seek to identify clinical management problems and suggest potential interventions to improve treatment of snakebites. Out of the 342 patients presented with snakebites to an urban emergency department in the Terai region of Nepal between April and September of 2007, 39 patients were enrolled based on development of ptosis or swelling of bitten body parts. We collected patient demographic information and documented circumstances of snakebite, prehospital care, hospital care, and development of complications. Among 39 envenomated patients admitted to Bharatpur Hospital enrolled in the study 34 (92%) exhibited features of clinically significant neurotoxicity and were treated with antivenom. Antivenom use ranged from 4 to 98 vials of Polyspecific Indian Antivenom per patient. Each of victims (n=34) received antivenom an average of 4.3 (median) ±0.73 (standard error of mean) hours after receiving the snakebite. The overall case fatality rate was 21%. Neurotoxicity developed up to 25.8hr after suspected elapid snakebites. This was not observed for viperid snake bites. No enrolled patients received any of the currently recommended first aid for snake bite. The prevalence of nocturnal elapid snake bites, the practice of inappropriate first aid measures and highly variable administration of antivenom were identified as major challenges to appropriate care in this study. To address these issues we suggest development of a comprehensive checklist for identification of snake species, management of envenomation, and an educational program which

  12. Development of a flow rate monitoring method for the wearable ventricular assist device driver.

    PubMed

    Ohnuma, Kentaro; Homma, Akihiko; Sumikura, Hirohito; Tsukiya, Tomonori; Takewa, Yoshiaki; Mizuno, Toshihide; Mukaibayashi, Hiroshi; Kojima, Koichi; Katano, Kazuo; Taenaka, Yoshiyuki; Tatsumi, Eisuke

    2015-06-01

    Our research institute has been working on the development of a compact wearable drive unit for an extracorporeal ventricular assist device (VAD) with a pneumatically driven pump. A method for checking the pump blood flow on the side of the drive unit without modifying the existing blood pump and impairing the portability of it will be useful. In this study, to calculate the pump flow rate indirectly from measuring the flow rate of the driving air of the VAD air chamber, we conducted experiments using a mock circuit to investigate the correlation between the air flow rate and the pump flow rate as well as its accuracy and error factors. The pump flow rate was measured using an ultrasonic flow meter at the inflow and outflow tube, and the air flow was measured using a thermal mass flow meter at the driveline. Similarity in the instantaneous waveform was confirmed between the air flow rate in the driveline and the pump flow rate. Some limitations of this technique were indicated by consideration of the error factors. A significant correlation was found between the average pump flow rate in the ejecting direction and the average air flow rate in the ejecting direction (R2 = 0.704-0.856), and the air flow rate in the filling direction (R2 = 0.947-0.971). It was demonstrated that the average pump flow rate was estimated exactly in a wide range of drive conditions using the air flow of the filling phase.

  13. A chief safety officer as the driver and guardian of a great safety rating.

    PubMed

    Steck, Oliver; Zenker, Daniel; Beatty, Tom

    2013-02-01

    If the Pharmaceutical Industry were to align to broad metrics that objectively state each product's "Safety Rating" two things would happen. First, Life Sciences companies would refocus dramatically on safety (followed by outcomes). Second, companies that have the highest aggregate "Safety Rating" would enjoy a significant competitive advantage. To achieve and maintain a high safety rating, the role of Safety officer needs to be elevated to the C-Suite.

  14. Incidence and case fatality rates of stroke subtypes in a multiethnic population: the South London Stroke Register

    PubMed Central

    Wolfe, C; Rudd, A; Howard, R; Coshall, C; Stewart, J; Lawrence, E; Hajat, C; Hillen, T

    2002-01-01

    Objective: To identify sociodemographic differences in the incidence of the subtypes of first ever stroke in a multiethnic population. Methods: A prospective community stroke register (1995–8) was developed using multiple notification sources and pathological and clinical classifications of stroke. Standardisation of rates was to European and World populations and adjusted for age, sex and socioeconomic status in multivariate analyses. A multiethnic population of 234 533 in south London, of whom 21% are black was studied. Results: A total of 1254 cases were registered. The average age of stroke was 71.7 years with black patients being 11.3 years younger than white patients (p<0.0001). The incidence rate/1000 population was 1.33 (crude) (95% CI 1.26 to 1.41), 1.28 (European adjusted) (95% CI 1.2 to 1.35) with a 2.18 (95% CI 1.86 to 2.56) (p<0.0001) age and sex adjusted incidence rate ratio in the black population. Radiological diagnosis was confirmatory in 1107 (88.3%) with 862 (68.7%) infarction, 168 (13.4%) primary intracerebral haemorrhage, and 77 (6.2%) subarachnoid haemorrhage. Of the cerebral infarction cases 189 (21.9%) were total anterior circulatory, 250 (29%) partial anterior, 141 (16.4%) posterior (POCI) and 282 (32.7%) lacunar infarcts. The black group had a significantly higher incidence of all subtypes of stroke except for POCI and unclassified strokes. The incidence rate ratio (IRR) for men compared with women was 1.34 (95% confidence interval (95% CI) 1.19 to 1.50; p<0.001). The IRR for manual versus non-manual occupations in those aged 35–64 years was 1.64 (95%CI 1.22 to 2.23; p<0.0001). There was a borderline significant increase in adjusted survival at 6 months in the black group 95% (CI 0.61 to 1.03, p=0.078) with a hazard ratio of 0.79 after adjustment and stratification. Conclusions: Although the black population is at increased risk of stroke and most subtypes of stroke, this is not translated into significant differences in survival

  15. Cross-cultural differences in drivers' speed choice.

    PubMed

    Wallén Warner, Henriette; Ozkan, Türker; Lajunen, Timo

    2009-07-01

    The aim of the present study was to examine if there are any cross-cultural differences between Swedish and Turkish drivers' rating of the variables in the theory of planned behaviour (TPB) with regard to complying with the speed limit. A sample of 219 Swedish and 252 Turkish drivers completed a questionnaire including questions based on the theory of planned behaviour (i.e. regarding attitude, subjective norm, perceived behavioural control, intention and behaviour). The results show that country differences in drivers' intention to comply with the speed limit as well as their self-reported compliance could be explained by differences found in their attitude, subjective norm and perceived behavioural control. Furthermore, drivers who live in a country with fewer road traffic fatalities (i.e. Sweden), compared with drivers who live in a country with more road traffic fatalities (i.e. Turkey), reported a more positive attitude towards complying with the speed limit, a more positive subjective norm, a higher perceived behavioural control, a higher intention and a larger proportion of the time spent complying.

  16. Patterns of Drug Use in Fatal Crashes

    PubMed Central

    Romano, Eduardo; Pollini, Robin A.

    2013-01-01

    Aims 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. Design Descriptive and logistic mixed-model regression analyses of Fatality Analysis Reporting System data. Setting U.S. states with drug test results for >80% of fatally injured drivers, 1998-2010. Participants Drivers killed in single-vehicle crashes on public roads who died at the scene of the crash (N=16,942). Measurements Drug test results, blood alcohol concentration (BAC), gender, age, and day and time of crash. Findings 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<.01). The odds of testing positive for drugs varied depending upon drug class, driver characteristics, time of day, and the presence of alcohol. Conclusions 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. PMID:23600629

  17. Do drivers of small cars take less risk in everyday driving

    SciTech Connect

    Wasielewski, P.; Evans, L.

    1985-03-01

    Previously reported observed data on risky everyday driving are brought together and reanalyzed in order to focus on the relation between risky driving and the size of the car being driven, as indicated by car mass. The measures of risky driving include separation between vehicles in heavy freeway traffic and speed on a two lane road. Observed seat belt use provides a third measure of driver risk. Confounding effects arising from the observed association between car mass and driver age are taken into account by segmenting the data into three driver age groups. Driver risk taking is found to increase with increasing car mass for each of these three aspects of everyday driving. The implications of these results with respect to driver fatality rates are discussed in terms of a simple model relating observed risky driving to the likelihood of involvement in a severe crash.

  18. Higher Crash and Near-Crash Rates in Teenaged Drivers With Lower Cortisol Response

    PubMed Central

    Ouimet, Marie Claude; Brown, Thomas G.; Guo, Feng; Klauer, Sheila G.; Simons-Morton, Bruce G.; Fang, Youjia; Lee, Suzanne E.; Gianoulakis, Christina; Dingus, Thomas A.

    2014-01-01

    IMPORTANCE Road traffic crashes are one of the leading causes of injury and death among teenagers worldwide. Better understanding of the individual pathways to driving risk may lead to better-targeted intervention in this vulnerable group. OBJECTIVE To examine the relationship between cortisol, a neurobiological marker of stress regulation linked to risky behavior, and driving risk. DESIGN, SETTING, AND PARTICIPANTS The Naturalistic Teenage Driving Study was designed to continuously monitor the driving behavior of teenagers by instrumenting vehicles with kinematic sensors, cameras, and a global positioning system. During 2006–2008, a community sample of 42 newly licensed 16-year-old volunteer participants in the United States was recruited and driving behavior monitored. It was hypothesized in teenagers that higher cortisol response to stress is associated with (1) lower crash and near-crash (CNC) rates during their first 18 months of licensure and (2) faster reduction in CNC rates over time. MAIN OUTCOMES AND MEASURES Participants’ cortisol response during a stress-inducing task was assessed at baseline, followed by measurement of their involvement in CNCs and driving exposure during their first 18 months of licensure. Mixed-effect Poisson longitudinal regression models were used to examine the association between baseline cortisol response and CNC rates during the follow-up period. RESULTS Participants with a higher baseline cortisol response had lower CNC rates during the follow-up period (exponential of the regression coefficient, 0.93; 95%CI, 0.88–0.98) and faster decrease in CNC rates over time (exponential of the regression coefficient, 0.98; 95%, CI, 0.96–0.99). CONCLUSIONS AND RELEVANCE Cortisol is a neurobiological marker associated with teenaged-driving risk. As in other problem-behavior fields, identification of an objective marker of teenaged-driving risk promises the development of more personalized intervention approaches. PMID:24710522

  19. 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.

  20. Single switch as a driver of two-repetition-rate lasers

    NASA Astrophysics Data System (ADS)

    Biswas, D. J.; Nilaya, J. P.; Chatterjee, U. K.

    1997-02-01

    Generation of two synchronized high-voltage discharges at a 200-Hz repetition rate by rotating a suitably configured circular dielectric plate between two pairs of spark gap electrodes is reported. The delay between the discharges could be varied from less than a microsecond to more than a millisecond by locating the electrodes of the spark gaps judiciously with respect to the passing holes of the dielectric plate. The performance of the device has been tested by switching a total of 2.5 kW power on two identical dummy loads resembling a typical TE laser in terms of resistance. Operation of the switch in the triggered mode has been achieved by use of an optical sensor. The test on a real TEA CO2 laser load was limited to a 50-Hz repetition rate. Inadequate cooling of the laser gas mixture and the accumulation of discharge products led to arcing beyond this pulse repetition frequency.

  1. Modeling driver stop/run behavior at the onset of a yellow indication considering driver run tendency and roadway surface conditions.

    PubMed

    Elhenawy, Mohammed; Jahangiri, Arash; Rakha, Hesham A; El-Shawarby, Ihab

    2015-10-01

    The ability to model driver stop/run behavior at signalized intersections considering the roadway surface condition is critical in the design of advanced driver assistance systems. Such systems can reduce intersection crashes and fatalities by predicting driver stop/run behavior. The research presented in this paper uses data collected from two controlled field experiments on the Smart Road at the Virginia Tech Transportation Institute (VTTI) to model driver stop/run behavior at the onset of a yellow indication for different roadway surface conditions. The paper offers two contributions. First, it introduces a new predictor related to driver aggressiveness and demonstrates that this measure enhances the modeling of driver stop/run behavior. Second, it applies well-known artificial intelligence techniques including: adaptive boosting (AdaBoost), random forest, and support vector machine (SVM) algorithms as well as traditional logistic regression techniques on the data in order to develop a model that can be used by traffic signal controllers to predict driver stop/run decisions in a connected vehicle environment. The research demonstrates that by adding the proposed driver aggressiveness predictor to the model, there is a statistically significant increase in the model accuracy. Moreover the false alarm rate is significantly reduced but this reduction is not statistically significant. The study demonstrates that, for the subject data, the SVM machine learning algorithm performs the best in terms of optimum classification accuracy and false positive rates. However, the SVM model produces the best performance in terms of the classification accuracy only.

  2. Drivers 65 Plus

    MedlinePlus

    ... Online Roadwise RX FAQ Research Driven Useful Links Traffic Safety News Cars are getting smarter: Here's why ... says states with medical marijuana laws have lower traffic fatality rates - Commerce Journal Drowsy driving: The other ...

  3. A Systematic Review of the Incidence, Risk Factors and Case Fatality Rates of Invasive Nontyphoidal Salmonella (iNTS) Disease in Africa (1966 to 2014)

    PubMed Central

    Uche, Ifeanyi Valentine; MacLennan, Calman A.

    2017-01-01

    This study systematically reviews the literature on the occurrence, incidence and case fatality rate (CFR) of invasive nontyphoidal Salmonella (iNTS) disease in Africa from 1966 to 2014. Data on the burden of iNTS disease in Africa are sparse and generally have not been aggregated, making it difficult to describe the epidemiology that is needed to inform the development and implementation of effective prevention and control policies. This study involved a comprehensive search of PubMed and Embase databases. It documents the geographical spread of iNTS disease over time in Africa, and describes its reported incidence, risk factors and CFR. We found that Nontyphoidal Salmonella (NTS) have been reported as a cause of bacteraemia in 33 out of 54 African countries, spanning the five geographical regions of Africa, and especially in sub-Saharan Africa since 1966. Our review indicates that NTS have been responsible for up to 39% of community acquired blood stream infections in sub-Saharan Africa with an average CFR of 19%. Salmonella Typhimurium and Enteritidis are the major serovars implicated and together have been responsible for 91%% of the cases of iNTS disease, (where serotype was determined), reported in Africa. The study confirms that iNTS disease is more prevalent amongst Human Immunodeficiency Virus (HIV)-infected individuals, infants, and young children with malaria, anaemia and malnutrition. In conclusion, iNTS disease is a substantial cause of community-acquired bacteraemia in Africa. Given the high morbidity and mortality of iNTS disease in Africa, it is important to develop effective prevention and control strategies including vaccination. PMID:28056035

  4. Characteristics of recessional moraines at a temperate glacier in SE Iceland: Insights into patterns, rates and drivers of glacier retreat

    NASA Astrophysics Data System (ADS)

    Chandler, Benjamin M. P.; Evans, David J. A.; Roberts, David H.

    2016-03-01

    Icelandic glaciers are sensitive to climate variability on short-term timescales owing to their North Atlantic maritime setting, and have been undergoing ice-marginal retreat since the mid-1990s. Recent patterns, rates and drivers of ice-frontal retreat at Skálafellsjökull, SE Iceland, are examined using small-scale recessional moraines as a geomorphological proxy. These small-scale recessional moraines exhibit distinctive sawtooth planform geometries, and are constructed by a range of genetic processes associated with minor ice-margin re-advance, including (i) combined push/squeeze mechanisms, (ii) bulldozing of pre-existing proglacial material, and (iii) submarginal freeze-on. Remote-sensing investigations and lichenometric dating highlight sequences of annually-formed recessional moraines on the northern and central parts of the foreland. Conversely, moraines are forming on a sub-annual timescale at the southeastern Skálafellsjökull margin. Using annual moraine spacing as a proxy for annual ice-margin retreat rates (IMRRs), we demonstrate that prominent periods of glacier retreat at Skálafellsjökull are coincident with those at other Icelandic outlet glaciers, as well as those identified at Greenlandic outlet glaciers. Analysis of IMRRs and climate data suggests summer air temperature, sea surface temperature and the North Atlantic Oscillation have an influence on IMRRs at Skálafellsjökull, with the glacier appearing to be most sensitive to summer air temperature. On the basis of further climate data analyses, we hypothesise that sea surface temperature may drive air temperature changes in the North Atlantic region, which in turn forces IMRRs. The increase in sea surface temperature over recent decades may link to atmospheric-driven variations in North Atlantic subpolar gyre dynamics.

  5. Daily nest survival rates of Gunnison Sage-Grouse (Centrocercus minimus): assessing local- and landscape-scale drivers

    USGS Publications Warehouse

    Stanley, Thomas R.; Cameron Aldridge,; Joanne Saher,; Theresa Childers,

    2015-01-01

    The Gunnison Sage-Grouse (Centrocercus minimus) is a species of conservation concern and is a candidate for listing under the U.S. Endangered Species Act because of substantial declines in populations from historic levels. It is thought that loss, fragmentation, and deterioration of sagebrush (Artemisia spp.) habitat have contributed to the decline and isolation of this species into seven geographically distinct subpopulations. Nest survival is known to be a primary driver of demography of Greater Sage-Grouse (C. urophasianus), but no unbiased estimates of daily nest survival rates (hereafter nest survival) exist for Gunnison Sage-Grouse or published studies identifying factors that influence nest survival. We estimated nest survival of Gunnison Sage-Grouse for the western portion of Colorado's Gunnison Basin subpopulation, and assessed the effects and relative importance of local- and landscape-scale habitat characteristics on nest survival. Our top performing model was one that allowed variation in nest survival among areas, suggesting a larger landscape-area effect. Overall nest success during a 38-day nesting period (egg-laying plus incubation) was 50% (daily survival rate; SE  =  0.982 [0.003]), which is higher than previous estimates for Gunnison Sage-Grouse and generally higher than published for the closely related Greater Sage-Grouse. We did not find strong evidence that local-scale habitat variables were better predictors of nest survival than landscape-scale predictors, nor did we find strong evidence that any of the habitat variables we measured were good predictors of nest survival. Nest success of Gunnison Sage-Grouse in the western portion of the Gunnison Basin was higher than previously believed.

  6. Evaluation of farm tractor-related fatalities.

    PubMed

    Dogan, Kamil H; Demirci, Serafettin; Sunam, Guven S; Deniz, Idris; Gunaydin, Gursel

    2010-03-01

    Farm tractors are the major cause of occupational fatalities in agricultural regions. Fatalities typically result from being run over or crushed by the tractor, becoming entangled in the moving parts of the tractor, accidents on roadways, and tractor rollovers, which involve the tractor tipping sideways or backwards and crushing the operator. In this study, tractor-related fatalities in the Konya province of Turkey are retrospectively evaluated. Out of the 3940 cases on which a death examination and/or autopsy was performed between the years 2000 and 2007 at The Konya Branch of Forensic Medicine Council, 86 (2.2%) of the death cases were caused by tractor accidents and are included in this study. The ages of the victims varied between 3 and 80 years old with a mean age of 31.7 + or - 22.3. Sixty-eight (79.1%) of the cases involved males, while 18 (20.9%) of the cases involved females. In 32 (37.2%) of the cases, the deaths due to tractor accidents occurred when the tractor overturned. In 37 (43.0%) of the cases, the tractor-related fatalities involved the passengers and the drivers were involved in 34 (39.5%) of the cases. In conclusion, tractor accidents are preventable and deaths from tractor accidents can be significantly reduced if drivers are required to wear safety belts and helmets and frequent checks are implemented to enforce the ban on carrying passengers.

  7. Vehicle travel speeds and the incidence of fatal pedestrian crashes.

    PubMed

    Anderson, R W; McLean, A J; Farmer, M J; Lee, B H; Brooks, C G

    1997-09-01

    The aim of this study was to estimate the likely effect of reduced travel speeds on the incidence of pedestrian fatalities in Adelaide, Australia. The study was based on the results of detailed investigations of 176 fatal pedestrian crashes in the Adelaide area between 1983 and 1991. The method developed to estimate the effect of reduced travelling speed is described and supported by references to the published literature. A reduction in the speed limit from 60 to 50 km/h was one of four speed reduction scenarios considered. The smallest estimated reduction in fatal pedestrian collisions in the selection presented was 13%, for a scenario in which all drivers obeyed the existing speed limit. The largest estimated reduction was 48% for a scenario in which all drivers were travelling 10 km/h slower. The estimated reductions in fatalities obtained in this study are compared with those observed in places where the urban area speed limit has been lowered.

  8. Static stability as a predictor of overturn in fatal motor vehicle crashes.

    PubMed

    Robertson, L S; Kelley, A B

    1989-03-01

    Fatal Accident Reporting System (FARS) files for the years 1981-1984 were examined for rollover crash involvement of 15 utility and passenger vehicle make-models for which static stability values (1/2 track width divided by height of center of gravity) were published. The values ranged from highs of 1.57-1.62 for the pre-1979 Ford LTD, the pre-1979 Chevrolet Nova, and the pre-1982 Pontiac Firebird to lows of 1.01-1.07 for the Jeep CJ-5 and CJ-7 and the pre-1978 Ford Bronco. Rollover as the first harmful event and as the most harmful event per 100,000 vehicles registered was strongly predicted by stability. Stability was unrelated to nonrollover crashes. The low-stability vehicles were much more likely to roll over on the road rather than after leaving the road. Other road, driver, and environmental risk factors recorded in the FARS files were not correlated to stability in such a way as to explain the high rollover of low-stability vehicles. Using Federal Highway Administration vehicle mileage estimates, calculations were made of the mileages under various conditions which the vehicles with low stability values would have to have been driven if mileage or hazardous-condition differences rather than stability differences accounted for their substantially higher fatal rollover fatal crash rates. This analysis indicates that fatal rollover rates of low-stability vehicles could not have occurred at reasonable mileage.

  9. Older Drivers

    MedlinePlus

    ... Affects Driving Tips for Safe Driving Making Your Vehicle Safe Regulations Affecting Older Drivers When Driving Skills ... Like drivers of any age, they use their vehicles to go shopping, do errands, and visit the ...

  10. Killer crashes: fatal road traffic accidents in the UK.

    PubMed

    Clarke, David D; Ward, Patrick; Bartle, Craig; Truman, Wendy

    2010-03-01

    Road traffic accidents are responsible for over 3000 deaths per year in the UK, according to Department for Transport (2004a) figures. Although progress is being made in a number of areas, vehicle occupant fatalities have not been falling in line with casualty reduction targets for the year 2010. A sample of 1185 fatal vehicle occupant cases was considered, from ten UK police forces, from the years 1994-2005 inclusive. The main findings were: (1) over 65% of the accidents examined involved driving at excessive speed, a driver in excess of the legal alcohol limit, or the failure to wear a seat belt by a fatality, or some combination of these. (2) Young drivers have the great majority of their accidents by losing control on bends or curves, typically at night in rural areas and/or while driving for 'leisure' purposes. These accidents show high levels of speeding, alcohol involvement and recklessness. (3) Older drivers had fewer accidents, but those fatalities they were involved in tended to involve misjudgement and perceptual errors in 'right of way' collisions, typically in the daytime on rural rather than urban roads. Blameworthy right of way errors were notably high for drivers aged over 65 years, as a proportion of total fatal accidents in that age group.

  11. Fatal falls among Hispanic construction workers.

    PubMed

    Dong, Xiuwen Sue; Fujimoto, Alissa; Ringen, Knut; Men, Yurong

    2009-09-01

    This study evaluated occupational deaths resulting from fall injuries among Hispanic construction workers using data from the Census of Fatal Occupational Injuries and the Current Population Survey. The demographics and characteristics of fatal falls among Hispanic workers were examined and compared with that of their white, non-Hispanic counterparts. The results show that fatal injuries among Hispanic construction workers were more likely to be caused by a fall than their white, non-Hispanic counterparts (OR=1.48, 95% CI: 1.05-2.10) after controlling for possible confounders. The rate of fatal falls for foreign-born Hispanic construction workers was 5.5 per 100,000 FTE, which is significantly higher than 4.1 per 100,000 FTE for Hispanic workers who were born in the U.S. (OR=1.36, 95% CI: 1.08-1.67). The disparities in fatal injuries from falls were found in age groups, job tenure, occupations, and types of construction projects. This study also found that about every two of three fatal falls in construction occurred in establishments with 10 or fewer employees. More prevention, intervention, and training measures must be applied to Hispanic workers, especially those who are new immigrants. OSHA enforcements should target small construction establishments in order to lower overall fatality rates, costs, and unnecessary losses of life.

  12. Road traffic crashes with fatal and non-fatal injuries in Arkhangelsk, Russia in 2005-2010.

    PubMed

    Kudryavtsev, Alexander V; Nilssen, Odd; Lund, Johan; Grjibovski, Andrej M; Ytterstad, Børge

    2013-01-01

    The study investigated trends in traffic crashes with fatal and non-fatal injuries in Arkhangelsk, Russia in 2005-2010. Data were obtained from the road police. Negative binomial regression with time regressor was used to investigate trends in monthly incidence rates (IRs) of crashes, fatalities, and non-fatal injuries. During the six-year period, the police registered 4955 crashes with fatal and non-fatal injuries, which resulted in 217 fatalities and 5964 non-fatal injury cases. The IR of crashes with fatal and non-fatal injuries per total population showed no evident change, while the IR per increasing total number of motor vehicles decreased on average by 0.6% per month. Pedestrian crashes constituted 51.8% of studied crashes, and pedestrians constituted 54.6% of fatalities and 44.5% of non-fatal injuries. The IRs of pedestrian crashes and non-fatal pedestrian injuries per total population decreased on average by 0.3% per month, and these were the major trends in the data.

  13. Drug and Alcohol Involvement in Four Types of Fatal Crashes*

    PubMed Central

    Romano, Eduardo; Voas, Robert B.

    2011-01-01

    Objective: The aim of this study was to explore the relationship of drunk and drugged driving to the occurrence of fatal crashes associated with speeding, failure to obey/yield, inattention, and seat belt nonuse. Method: We examined data for fatally injured drivers involved in single-vehicle crashes killed in states in which more than 79% of the drivers were tested for drugs other than alcohol and had a known result. Results: About 25% of the drivers tested positive for drugs, a figure almost double that estimated by the 2007 National Roadside Survey. Cannabinoids and stimulants each contributed to about 23% of the drug-positive results (6% among all fatally injured single-vehicle drivers). Stimulants more than cannabinoids were found to be associated with the four types of crashes under study. Some drugs showed a protective effect over the four crash types under study. Significant interactions between drugs and alcohol were observed. Stimulants contributed to the different types of fatal crashes irrespective of the levels of alcohol consumed by the drivers. Conclusions: This study provides further evidence of a link between drug consumption and fatal crashes. It also opens the door to some interesting and sometimes unexpected questions regarding the way drugs contribute to crashes, which we found varies depending on the type of crash considered, the class of drug, and the presence of alcohol. Research is also needed on drugs that could have a protective effect on the occurrence of fatal crashes. These findings could be highly relevant to the design of drug-related traffic laws and programs targeted at curbing drugged driving. PMID:21683038

  14. The effectiveness of alcohol control policies on alcohol-related traffic fatalities in the United States.

    PubMed

    Chang, Koyin; Wu, Chin-Chih; Ying, Yung-Hsiang

    2012-03-01

    Multiple alcohol control policies have been enacted since the early 1980s to keep drunk drivers off the roads and to prevent more alcohol-related traffic fatalities. In this paper, we analyze nine traffic policies to determine the extent to which each policy contributes to effective alcohol-related fatality prevention. Compared with the existing literature, this paper addresses a more comprehensive set of traffic policies. In addition, we used a panel GLS model that holds regional effects and state-specific time effects constant to analyze their impact on alcohol-related fatalities with two distinct rates: alcohol-related traffic deaths per capita and alcohol-related traffic deaths per total traffic deaths. While per capita alcohol-related traffic deaths is used more often in other studies, alcohol-related traffic deaths per total traffic deaths better reflects the impact of policies on deterring drunk driving. In addition, regional analyses were conducted to determine the policies that are more effective in certain regions. The findings of this study suggest that zero tolerance laws and increased beer taxes are the most effective policies in reducing alcohol-related fatalities in all regions.

  15. Mortality among professional drivers.

    PubMed

    Rafnsson, V; Gunnarsdóttir, H

    1991-10-01

    The mortality of truck drivers and taxi drivers was studied in Reykjavík. The national mortality rate was used for comparison, and the follow-up lasted until 1 December 1988. The 868 truck drivers (28,788.0 person-years) had an excess of lung cancer deaths [24 observed, 11.2 expected, standardized mortality ratio (SMR) 2.14], but fewer deaths than expected from respiratory diseases (15 observed versus 30.1 expected). The SMR from lung cancer did not steadily increase as the duration of employment increased, nor did it change with the length of follow-up. The SMR values did not deviate substantially from unity for the taxi drivers. Since the high mortality from lung cancer among the truck drivers did not seem to be due to their smoking habits, it might have been caused by one or more occupational factors, especially in light of this group's exposure to engine exhaust gases.

  16. Fatalities of Pedestrians, Bicycle Riders, and Motorists Due to Distracted Driving Motor Vehicle Crashes in the U.S., 2005–2010

    PubMed Central

    Wilson, Fernando A.; Muelleman, Robert L.

    2013-01-01

    Objective Distracted driving is an increasingly deadly threat to road safety. This study documents trends in and characteristics of pedestrian, bicycle rider, and other victim deaths caused by distracted drivers on U.S. public roads. Methods We obtained data from the Fatality Analysis Reporting System database from 2005 to 2010 on every crash that resulted in at least one fatality within 30 days occurring on public roads in the U.S. Following the definition used by the National Highway Traffic Safety Administration, we identified distracted driving based on whether police investigators determined that a driver had been using a technological device, including a cell phone, onboard navigation system, computer, fax machine, two-way radio, or head-up display, or had been engaged in inattentive or careless activities. Results The rate of fatalities per 10 billion vehicle miles traveled increased from 116.1 in 2005 to 168.6 in 2010 for pedestrians and from 18.7 in 2005 to 24.6 in 2010 for bicyclists. Pedestrian victims of distracted driving crashes were disproportionately male, 25–64 years of age, and non-Hispanic white. They were also more likely to die at nighttime, be struck by a distracted driver outside of a marked crosswalk, and be in a metro location. Bicycling victims of distracted crashes were disproportionately male, non-Hispanic white, and struck by a distracted driver outside of a crosswalk. Compared with pedestrians, bicyclists were less likely to be hit in early morning. Conclusions Distracted drivers are the cause of an increasing share of fatalities found among pedestrians and bicycle riders. Policies are needed to protect pedestrians and bicycle riders as they cross intersections or travel on roadways. PMID:24179255

  17. Fatal big cat attacks.

    PubMed

    Cohle, S D; Harlan, C W; Harlan, G

    1990-09-01

    Two cases of fatal attacks by large cats are presented. In the first case, a 30-year-old female zoo worker was attacked by a jaguar that had escaped its cage. In the second case, a 2-year-old girl was fatally injured by her father's pet leopard. The pattern of injuries in these cases is nearly identical to those of these cats' prey in the wild.

  18. A call to improve sampling methodology and reporting in young novice driver research.

    PubMed

    Scott-Parker, B; Senserrick, T

    2017-02-01

    Young drivers continue to be over-represented in road crash fatalities despite a multitude of research, communication and intervention. Evidence-based improvement depends to a great extent upon research methodology quality and its reporting, with known limitations in the peer-review process. The aim of the current research was to review the scope of research methodologies applied in 'young driver' and 'teen driver' research and their reporting in four peer-review journals in the field between January 2006 and December 2013. In total, 806 articles were identified and assessed. Reporting omissions included participant gender (11% of papers), response rates (49%), retention rates (39%) and information regarding incentives (44%). Greater breadth and specific improvements in study designs and reporting are thereby identified as a means to further advance the field.

  19. Lightning fatalities and injuries in Turkey

    NASA Astrophysics Data System (ADS)

    Tilev-Tanriover, Ş.; Kahraman, A.; Kadioğlu, M.; Schultz, D. M.

    2015-08-01

    A database of lightning-related fatalities and injuries in Turkey was constructed by collecting data from the Turkish State Meteorological Service, newspaper archives, European Severe Weather Database, and the internet. The database covers January 1930 to June 2014. In total, 742 lightning incidents causing human fatalities and injuries were found. Within these 742 incidents, there were 895 fatalities, 149 serious injuries, and 535 other injuries. Most of the incidents (89 %) occurred during April through September, with a peak in May and June (26 and 28 %) followed by July (14 %). Lightning-related fatalities and injuries were most frequent in the afternoon. Most of the incidents (86 %) occurred in rural areas, with only 14 % in the urban areas. Approximately, two thirds of the victims with known gender were male. Because of the unrepresentativeness of the historical data, determining an average mortality rate over a long period is not possible. Nevertheless, there were 31 fatalities (0.42 per million) in 2012, 26 fatalities (0.35 per million) in 2013, and 25 fatalities (0.34 per million) in 2014 (as of June). There were 36 injuries (0.49 per million) in each of 2012 and 2013, and 62 injuries (0.84 per million) in 2014 (as of June).

  20. Lightning fatalities and injuries in Turkey

    NASA Astrophysics Data System (ADS)

    Tilev-Tanriover, Ş.; Kahraman, A.; Kadioğlu, M.; Schultz, D. M.

    2015-03-01

    A database of lightning-related fatalities and injuries in Turkey was constructed by collecting data from the Turkish State Meteorological Service, newspaper archives, European Severe Weather Database, and the internet. The database covers January 1930 to June 2014. In total, 742 lightning incidents causing human fatalities and injuries were found. Within these 742 incidents, there were 895 fatalities, 149 serious injuries, and 535 other injuries. Most of the incidents (89%) occurred during April through September, with a peak in May and June (26 and 28 %) followed by July (14%). Lightning-related fatalities and injuries were most frequent in the afternoon. Most of the incidents (86%) occurred in the rural areas, with only 14% in the urban areas. Approximately, two thirds of the victims with known gender were male. Because of the unrepresentativeness of the historical data, determining an average mortality rate over a long period is not possible. Nevertheless, there were 31 fatalities (0.42 per million) in 2012, 26 fatalities (0.35 per million) in 2013, and 25 fatalities (0.34 per million) in 2014 (as of June). There were 36 injuries (0.49 per million) in each of 2012 and 2013, and 62 injuries (0.84 per million) in 2014 (as of June).

  1. Impact of texting laws on motor vehicular fatalities in the United States.

    PubMed

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

    2014-08-01

    Using a panel study design, we examined the effects of different types of texting bans on motor vehicular fatalities. We used the Fatality Analysis Reporting System and a difference-in-differences approach to examine the incidence of fatal crashes in 2000 through 2010 in 48 US states with and without texting bans. Age cohorts were constructed to examine the impact of these bans on age-specific traffic fatalities. Primarily enforced laws banning all drivers from texting were significantly associated with a 3% reduction in traffic fatalities in all age groups, and those banning only young drivers from texting had the greatest impact on reducing deaths among those aged 15 to 21 years. Secondarily enforced restrictions were not associated with traffic fatality reductions in any of our analyses.

  2. Impact of Texting Laws on Motor Vehicular Fatalities in the United States

    PubMed Central

    Ferdinand, Alva O.; Blackburn, Justin L.; Morrisey, Michael; Nelson, Leonard

    2014-01-01

    Using a panel study design, we examined the effects of different types of texting bans on motor vehicular fatalities. We used the Fatality Analysis Reporting System and a difference-in-differences approach to examine the incidence of fatal crashes in 2000 through 2010 in 48 US states with and without texting bans. Age cohorts were constructed to examine the impact of these bans on age-specific traffic fatalities. Primarily enforced laws banning all drivers from texting were significantly associated with a 3% reduction in traffic fatalities in all age groups, and those banning only young drivers from texting had the greatest impact on reducing deaths among those aged 15 to 21 years. Secondarily enforced restrictions were not associated with traffic fatality reductions in any of our analyses. PMID:24922151

  3. Risk Factors for Fatal and Nonfatal Road Crashes in Iran

    PubMed Central

    Mehmandar, Mohammadreza; Soori, Hamid; Amiri, Mosa; Norouzirad, Reza; Khabzkhoob, Mehdi

    2014-01-01

    Background: Road traffic injuries are among the leading causes of death in the world and Iran. Objectives: The aim of this study was to assess the role of age, sex, education, and time of accident on human casualties and mortalities of road crashes in Iran. Materials and Methods: This study was based on data gathered by Iranian Police Department from the records of road crashes from April 4, 2008 through April 4, 2009. Road crashes are categorized into three types: with no human casualties, with injuries, and with human mortalities. Results: The largest rate of human causalities was observed in people aged between 25 to 34 years (P < 0.001). Illiterate people had 81% smaller odds of causality in road crashes (P < 0.001) in comparison with those with a kind of academic education. Overall, 73.4% of crashes had happened during the last ten days of a month were with human casualties (P < 0.001) and human casualties rate was slightly higher in crashes happened between 1 AM to 5 AM Fatality rate was slightly higher in the females (OR = 2.6, P = 0.068). The smallest odds of fatality were found in the people aged between 18 to 24 years and the highest odds were seen in people ≥ 55 years of age (P < 0.001). In people with a university education, 61.9% of crashes were with fatality (P = 0.026). In addition, 82.8% of crashes during winter, 60.2% of crashes during autumn, and 35.8% of crashes during summer were with mortalities. Overall, 78.3% of crashes with human casualties that had happened during 1 AM to 5 AM led to mortalities. There was also a significant association between injury and its intensity with fastening seatbelts. Conclusions: Older age, university degrees, female sex, wintertime, and the time of accident seem to be the most important risk factors in road crashes that lead to fatalities in Iran. Drivers in Iran should be informed and trained regarding these risk factors, which have direct effect on casualties and mortalities in road crashes. PMID:25389468

  4. Trends in Fatalities From Distracted Driving in the United States, 1999 to 2008

    PubMed Central

    Stimpson, Jim P.

    2010-01-01

    Objectives. We examined trends in distracted driving fatalities and their relation to cell phone use and texting volume. Methods. The Fatality Analysis Reporting System (FARS) records data on all road fatalities that occurred on public roads in the United States from 1999 to 2008. We studied trends in distracted driving fatalities, driver and crash characteristics, and trends in cell phone use and texting volume. We used multivariate regression analysis to estimate the relation between state-level distracted driving fatalities and texting volumes. Results. After declining from 1999 to 2005, fatalities from distracted driving increased 28% after 2005, rising from 4572 fatalities to 5870 in 2008. Crashes increasingly involved male drivers driving alone in collisions with roadside obstructions in urban areas. By use of multivariate analyses, we predicted that increasing texting volumes resulted in more than 16 000 additional road fatalities from 2001 to 2007. Conclusions. Distracted driving is a growing public safety hazard. Specifically, the dramatic rise in texting volume since 2005 appeared to be contributing to an alarming rise in distracted driving fatalities. Legislation enacting texting bans should be paired with effective enforcement to deter drivers from using cell phones while driving. PMID:20864709

  5. Spatial-Temporal Variation and Primary Ecological Drivers of Anopheles sinensis Human Biting Rates in Malaria Epidemic-Prone Regions of China

    PubMed Central

    Ren, Zhoupeng; Wang, Duoquan; Hwang, Jimee; Bennett, Adam; Sturrock, Hugh J. W.; Ma, Aimin; Huang, Jixia; Xia, Zhigui; Feng, Xinyu; Wang, Jinfeng

    2015-01-01

    Background Robust malaria vector surveillance is essential for optimally selecting and targeting vector control measures. Sixty-two vector surveillance sites were established between 2005 and 2008 by the national malaria surveillance program in China to measure Anopheles sinensis human biting rates. Using these data to determine the primary ecological drivers of malaria vector human biting rates in malaria epidemic-prone regions of China will allow better targeting of vector control resources in space and time as the country aims to eliminate malaria. Methods We analyzed data from 62 malaria surveillance sentinel sites from 2005 to 2008. Linear mixed effects models were used to identify the primary ecological drivers for Anopheles sinensis human biting rates as well as to explore the spatial-temporal variation of relevant factors at surveillance sites throughout China. Results Minimum semimonthly temperature (β = 2.99; 95% confidence interval (CI) 2.07- 3.92), enhanced vegetation index (β =1.07; 95% CI 0.11–2.03), and paddy index (the percentage of rice paddy field in the total cultivated land area of each site) (β = 0.86; 95% CI 0.17–1.56) were associated with greater An. Sinensis human biting rates, while increasing distance to the nearest river was associated with lower An. Sinensis human biting rates (β = −1.47; 95% CI −2.88, −0.06). The temporal variation (σt02=1.35) in biting rates was much larger than the spatial variation (σs02=0.83), with 19.3% of temporal variation attributable to differences in minimum temperature and enhanced vegetation index and 16.9% of spatial variance due to distance to the nearest river and the paddy index. Discussion Substantial spatial-temporal variation in An. Sinensis human biting rates exists in malaria epidemic-prone regions of China, with minimum temperature and enhanced vegetation index accounting for the greatest proportion of temporal variation and distance to nearest river and paddy index accounting for

  6. Pedestrian worker fatalities in workplace locations, Australia, 2000-2010.

    PubMed

    Kitching, Fiona; Jones, Christopher B; Ibrahim, Joseph E; Ozanne-Smith, Joan

    2014-01-01

    Pedestrian deaths of workers in Australian workplaces (1 July 2000-31 December 2010) are described using coronial and safety authority fatality databases. One hundred and fifteen deaths were identified, with the majority male (93%) and aged over 50 years (59%). Four industries predominated (85% of deaths): Agriculture, Forestry and Fishing (31%), Construction (29%), Transport, Postal and Warehousing (16%) and Manufacturing (10%). Similarly, three occupations dominated: Farmers (28%), Labourers (27%) and Machinery Operators and Drivers (25%). Common circumstantial factors (reversing machines or vehicles, driver also the pedestrian, driver's vision impeded and working accompanied) occurred in the Construction, Transport and Manufacturing industries, providing collaborative opportunities for prevention. Deaths occurring in the Agriculture industry showed different circumstantial factors, likely needing different solutions. While some effective countermeasures are known, workplace pedestrian fatalities continue to occur. Prevention strategies are needed to share known information across industries and to produce data enhancements and new knowledge.

  7. Drinking-driving fatalities and consumption of beer, wine and spirits.

    PubMed

    Mann, Robert E; Zalcman, Rosely Flam; Asbridge, Mark; Suurvali, Helen; Giesbrecht, Norman

    2006-07-01

    Drinking-driving is a leading cause of preventable morbidity and mortality in Canada. The purpose of this paper was to examine factors that influenced drinking driver deaths in Ontario. We examined the impact of per capita consumption of total alcohol, and of beer, wine and spirits separately, on drinking-driving deaths in Ontario from 1962 to 1996, as well as the impact of the introduction of Canada's per se law and the founding of People to Reduce Impaired Driving Everywhere - Mothers Against Drunk Driving (PRIDE - MADD) Canada. We utilised time-series analyses with autoregressive integrated moving average (ARIMA) modelling. As total alcohol consumption increased, drinking driving fatalities increased. The introduction of Canada's per se law, and of PRIDE-MADD Canada, acted to reduce drinking driving death rates. Among the specific beverage types, only consumption of beer had a significant impact on drinking driver deaths. Several factors were identified that acted to increase and decrease drinking driver death rates. Of particular interest was the observation of the impact of beer consumption on these death rates. In North America, beer is taxed at a lower rate than other alcoholic beverages. The role of taxation policies as determinants of drinking-driving deaths is discussed.

  8. Understanding Fatal Child Abuse.

    ERIC Educational Resources Information Center

    Hicks, Ralph A.; Gaughan, Daniel C.

    1995-01-01

    Medical, social service, and coroner reports were reviewed for 14 cases of fatal child abuse and neglect identified at a children's hospital from 1988 to 1992. Median age was 6.5 months. Six families had prior protective service involvement (though four of these had involved a sibling). The cause of death in all cases was blunt impact head injury.…

  9. Surveillance of Traumatic Firefighter Fatalities: An Assessment of Four Systems

    PubMed Central

    Estes, Chris R.; Marsh, Suzanne M.; Castillo, Dawn N.

    2011-01-01

    Objectives Firefighters regularly respond to hazardous situations that put them at risk for fatal occupational injuries. Traumatic occupational fatality surveillance is a foundation for understanding the problem and developing prevention strategies. We assessed four surveillance systems for their utility in characterizing firefighter fatalities and informing prevention measures. Methods We examined three population-based systems (the Bureau of Labor Statistics' Census of Fatal Occupational Injuries and systems maintained by the United States Fire Administration and the National Fire Protection Association) and one case-based system (data collected through the National Institute for Occupational Safety and Health Fire Fighter Fatality Investigation and Prevention Program). From each system, we selected traumatic fatalities among firefighters for 2003–2006. Then we compared case definitions, methods for case ascertainment, variables collected, and rate calculation methods. Results Overall magnitude of fatalities differed among systems. The population-based systems were effective in characterizing the circumstances of traumatic firefighter fatalities. The case-based surveillance system was effective in formulating detailed prevention recommendations, which could not be made based on the population-based data alone. Methods for estimating risk were disparate and limited fatality rate comparisons between firefighters and other workers. Conclusions The systems included in this study contribute toward a greater understanding of firefighter fatalities. Areas of improvement for these systems should continue to be identified as they are used to direct research and prevention efforts. PMID:21800748

  10. Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008-2012.

    PubMed

    McCartt, Anne T; Teoh, Eric R

    2015-04-01

    Given teenagers' elevated crash rates, it is especially important that their vehicles have key safety features and good crash protection. A profile of vehicles driven by teenagers killed in crashes was developed. Data on vehicles of drivers ages 15-17 and ages 35-50 who died in crashes during 2008-2012 were obtained from the Fatality Analysis Reporting System. Using vehicle identification numbers, the vehicle make, model and model year were identified. 29% of fatally injured teenagers were driving mini or small cars, 82% were driving vehicles at least 6 years old, and 48% were driving vehicles at least 11 years old. Compared with middle-aged drivers, teenagers' vehicles more often were small or mini cars or older vehicles. Few teenagers' vehicles had electronic stability control or side airbags as standard features. Parents should consider safety when choosing vehicles for their teenagers.

  11. A fatal mongoose bite.

    PubMed

    Tumram, Nilesh Keshav; Bardale, Rajesh Vaijnathrao; Dixit, Pradeep Gangadhar; Deshmukh, Ashutosh Yashwant

    2012-11-19

    Animal bite is a bite wound from a pet, farm or wild animal. Dog bites make up 80-85% of all reported incidents. Cats amount for about 10% of reported bites and other animals such as rodents, rabbits, horses, raccoons, bats and monkeys amount to 5-10%. Bites by mongoose are uncommon. Here, we present a case of fatal mongoose bite to an elderly woman who died as a complication of streptococcal infection at the bite site.

  12. A 0.35 μm sub-ns wake-up time ON-OFF switchable LVDS driver-receiver chip I/O pad pair for rate-dependent power saving in AER bit-serial links.

    PubMed

    Zamarreño-Ramos, Carlos; Serrano-Gotarredona, Teresa; Linares-Barranco, Bernabé

    2012-10-01

    This paper presents a low power switchable current mode driver/receiver I/O pair for high speed serial transmission of asynchronous address event representation (AER) information. The sparse nature of AER packets (also called events) allows driver/receiver bias currents to be switched off to save power. The on/off times must be lower than the bit time to minimize the latency introduced by the switching mechanism. Using this technique, the link power consumption can be scaled down with the event rate without compromising the maximum system throughput. The proposed technique has been implemented on a typical push/pull low voltage differential signaling (LVDS) circuit, but it can easily be extended to other widely used current mode standards, such as current mode logic (CML) or low-voltage positive emitter-coupled logic (LVPECL). A proof of concept prototype has been fabricated in 0.35 μm CMOS incorporating the proposed driver/receiver pair along with a previously reported switchable serializer/deserializer scheme. At a 500 Mbps bit rate, the maximum event rate is 11 Mevent/s for 32-bit events. In this situation, current consumption is 7.5 mA and 9.6 mA for the driver and receiver, respectively, while differential voltage amplitude is ±300 mV. However, if event rate is lower than 20-30 Kevent/s, current consumption has a floor of 270 μA for the driver and 570 μA for the receiver. The measured ON/OFF switching times are in the order of 1 ns. The serial link could be operated at up to 710 Mbps bit rate, resulting in a maximum 32-bit event rate of 15 Mevent/s . This is the same peak event rate as that obtained with the same SerDes circuits and a non-switched driver/receiver pair.

  13. Long-term trends in flood fatalities in the United State

    NASA Astrophysics Data System (ADS)

    Sharif, Hatim; Chaturvedi, Smita

    2015-04-01

    This presentation reviews flood-related fatalities in the United States between 1959 and 2013. Information on flood fatality victims and the flood-causing events was obtained from the National Climatic Data Center. The data collected included the date, time, location, and weather conditions and the gender and age of the flood victims. Long term trends in the numbers of fatalities and fatality rates were analyzed. For most of the states fatalities were largely caused by single catastrophic events. The analysis indicates that the standardized annual flood fatality rates are decreasing significantly for all states. Vehicle related fatalities represent more than 50% of flood fatalities for most of the states and can be as high as 77%. A combination of improved hydrometeorological forecasting, educational programs aimed at enhancing public awareness of flood risk and the seriousness of flood warnings, and timely and appropriate action by local emergency and safety authorities will help further reduce flood fatalities in Texas.

  14. Infection dynamics of endemic malaria in a wild bird population: parasite species-dependent drivers of spatial and temporal variation in transmission rates.

    PubMed

    Lachish, Shelly; Knowles, Sarah C L; Alves, Ricardo; Wood, Matthew J; Sheldon, Ben C

    2011-11-01

    1. Investigating the ecological context in which host-parasite interactions occur and the roles of biotic and abiotic factors in forcing infection dynamics is essential to understanding disease transmission, spread and maintenance. 2. Despite their prominence as model host-pathogen systems, the relative influence of environmental heterogeneity and host characteristics in influencing the infection dynamics of avian blood parasites has rarely been assessed in the wild, particularly at a within-population scale. 3. We used a novel multievent modelling framework (an extension of multistate mark-recapture modelling) that allows for uncertainty in disease state, to estimate transmission parameters and assess variation in the infection dynamics of avian malaria in a large, longitudinally sampled data set of breeding blue tits infected with two divergent species of Plasmodium parasites. 4. We found striking temporal and spatial heterogeneity in the disease incidence rate and the likelihood of recovery within this single population and demonstrate marked differences in the relative influence of environmental and host factors in forcing the infection dynamics of the two Plasmodium species. 5. Proximity to a permanent water source greatly influenced the transmission rates of P. circumflexum, but not of P. relictum, suggesting that these parasites are transmitted by different vectors. 6. Host characteristics (age/sex) were found to influence infection rates but not recovery rates, and their influence on infection rates was also dependent on parasite species: P. relictum infection rates varied with host age, whilst P. circumflexum infection rates varied with host sex. 7. Our analyses reveal that transmission of endemic avian malaria is a result of complex interactions between biotic and abiotic components that can operate on small spatial scales and demonstrate that knowledge of the drivers of spatial and temporal heterogeneity in disease transmission will be

  15. Carbon and sediment accumulation in the Everglades (USA) during the past 4000 years: rates, drivers, and sources of error

    USGS Publications Warehouse

    Glaser, Paul H.; Volin, John C.; Givnish, Thomas J.; Hansen, Barbara C. S.; Stricker, Craig A.

    2012-01-01

    Tropical and sub-tropical wetlands are considered to be globally important sources for greenhouse gases but their capacity to store carbon is presumably limited by warm soil temperatures and high rates of decomposition. Unfortunately, these assumptions can be difficult to test across long timescales because the chronology, cumulative mass, and completeness of a sedimentary profile are often difficult to establish. We therefore made a detailed analysis of a core from the principal drainage outlet of the Everglades of South Florida, to assess these problems and determine the factors that could govern carbon accumulation in this large sub-tropical wetland. Accelerator mass spectroscopy dating provided direct evidence for both hard-water and open-system sources of dating errors, whereas cumulative mass varied depending upon the type of method used. Radiocarbon dates of gastropod shells, nevertheless, seemed to provide a reliable chronology for this core once the hard-water error was quantified and subtracted. Long-term accumulation rates were then calculated to be 12.1 g m-2 yr-1 for carbon, which is less than half the average rate reported for northern and tropical peatlands. Moreover, accumulation rates remained slow and relatively steady for both organic and inorganic strata, and the slow rate of sediment accretion ( 0.2 mm yr-1) tracked the correspondingly slow rise in sea level (0.35 mm yr-1 ) reported for South Florida over the past 4000 years. These results suggest that sea level and the local geologic setting may impose long-term constraints on rates of sediment and carbon accumulation in the Everglades and other wetlands.

  16. Drivers of secondary succession rates across temperate latitudes of the Eastern USA: climate, soils, and species pools.

    PubMed

    Fridley, Jason D; Wright, Justin P

    2012-04-01

    Climate change is widely expected to induce large shifts in the geographic distribution of plant communities, but early successional ecosystems may be less sensitive to broad-scale climatic trends because they are driven by interactions between species that are only indirectly related to temperature and rainfall. Building on a biogeographic analysis of secondary succession rates across the Eastern Deciduous Forest (EDF) of North America, we describe an experimental study designed to quantify the relative extent to which climate, soil properties, and geographic species pools drive variation in woody colonization rates of old fields across the EDF. Using a network of five sites of varying soil fertility spanning a latitudinal gradient from central New York to northern Florida, we added seeds of nine woody pioneer species to recently tilled old fields and monitored first-year growth and survivorship. Results suggest seedlings of southern woody pioneer species are better able to quickly establish in fields after abandonment, regardless of climate regime. Sites of lower soil fertility also exhibited faster rates of seedling growth, likely due to the slower development of the successional herbaceous community. We suggest that climate plays a relatively minor role in community dynamics at the onset of secondary succession, and that site edaphic conditions are a stronger determinant of the rate at which ecosystems develop to a woody-dominated state. More experimental research is necessary to determine the nature of the herbaceous-woody competitive interface and its sensitivity to environmental conditions.

  17. Fatal Spotted Fever Rickettsiosis, Minas Gerais, Brazil

    PubMed Central

    Dumler, J. Stephen; Mafra, Cláudio Lísias; Calic, Simone Berger; Chamone, Chequer Buffe; Filho, Gracco Cesarino; Olano, Juan Pablo; Walker, David H.

    2003-01-01

    The emergence and reemergence of a serious infectious disease are often associated with a high case-fatality rate because of misdiagnosis and inappropriate or delayed treatment. The current reemergence of spotted fever rickettsiosis caused by Rickettsia rickettsii in Brazil has resulted in a high proportion of fatal cases. We describe two familial clusters of Brazilian spotted fever in the state of Minas Gerais, involving six children 9 months to 15 years of age; five died. Immunohistochemical investigation of tissues obtained at necropsy of a child in each location, Novo Cruzeiro and Coronel Fabriciano municipalities, established the diagnosis by demonstration of disseminated endothelial infection with spotted fever group rickettsiae. The diagnosis in the two fatal cases from Coronel Fabriciano and the surviving patient from Novo Cruzeiro was further supported by immunofluorescence serologic tests. PMID:14718082

  18. Driver sleepiness on YouTube: A content analysis.

    PubMed

    Hawkins, A N; Filtness, A J

    2017-02-01

    Driver sleepiness is a major contributor to severe crashes and fatalities on our roads. Many people continue to drive despite being aware of feeling tired. Prevention relies heavily on education campaigns as it is difficult to police driver sleepiness. The video sharing social media site YouTube is extremely popular, particularly with at risk driver demographics. Content and popularity of uploaded videos can provide insight into the quality of publicly accessible driver sleepiness information. The purpose of this research was to answer two questions; firstly, how prevalent are driver sleepiness videos on YouTube? And secondly, what are the general characteristics of driver sleepiness videos in terms of (a) outlook on driver sleepiness, (b) tone, (c) countermeasures to driver sleepiness, and, (d) driver demographics. Using a keywords search, 442 relevant videos were found from a five year period (2nd December 2009-2nd December 2014). Tone, outlook, and countermeasure use were thematically coded. Driver demographic and video popularity data also were recorded. The majority of videos portrayed driver sleepiness as dangerous. However, videos that had an outlook towards driver sleepiness being amusing were viewed more often and had more mean per video comments and likes. Humorous videos regardless of outlook, were most popular. Most information regarding countermeasures to deal with driver sleepiness was accurate. Worryingly, 39.8% of videos with countermeasure information contained some kind of ineffective countermeasure. The use of humour to convey messages about the dangers of driver sleepiness may be a useful approach in educational interventions.

  19. Blood and oil: vehicle characteristics in relation to fatality risk and fuel economy.

    PubMed

    Robertson, Leon S

    2006-11-01

    I examined the potential for a lower risk of death compatible with increased fuel economy among 67 models of 1999-2002 model year cars, vans, and sport-utility vehicles (SUVs) during the calendar years 2000 to 2004. The odds of death for drivers and all persons killed in vehicle collisions were related to vehicle weight, size, stability, and crashworthiness. I calculated that fatality rates would have been 28% lower and fuel use would have been reduced by 16% if vehicle weights had been reduced to the weight of vehicles with the lowest weight per size, where size is measured by the lateral distance needed to perform a 180-degree turn. If, in addition, all vehicles had crashworthiness and stability equal to those of the top-rated vehicles, more than half the deaths involving passenger cars, vans, and SUVs could have been prevented by vehicle modifications.

  20. Can we reduce workplace fatalities by half?

    PubMed

    Koh, David Soo Quee

    2012-06-01

    Singapore, an island republic of over 5 million inhabitants, has 3.1 million workers. Most are employed in the service, finance and tourist/transport industry. Significant numbers work in manufacturing, construction and heavy industry. Following a series of construction and shipyard accidents with multiple deaths in 2004, the government announced its intention to reduce workplace fatalities from 4.9 to 2.5 per 100,000 by 2015. There was strong political will to achieve this target. The strategic approaches were to build workplace safety and health (WSH) capabilities; implement legislative changes with enforcement; promote benefits of WSH and recognize best practices, and enhance partnership with stakeholders. The anticipated outcomes were to reduce workplace fatality and injury rates; have WSH as an integral part of business; and establish a progressive and pervasive WSH culture. With these measures, the workplace fatality rate declined from 4.9/100,000 in 2004, to 2.2/100,000 in 2010. However, other confounding factors could also account for this decline, and have to be considered. The next target, announced by Singapore's Prime Minister in 2008, is to further reduce the workplace fatality rate to 1.8/100,000 by 2018, and to have "one of the best workplace safety records in the world".

  1. Can We Reduce Workplace Fatalities by Half?

    PubMed Central

    2012-01-01

    Singapore, an island republic of over 5 million inhabitants, has 3.1 million workers. Most are employed in the service, finance and tourist/transport industry. Significant numbers work in manufacturing, construction and heavy industry. Following a series of construction and shipyard accidents with multiple deaths in 2004, the government announced its intention to reduce workplace fatalities from 4.9 to 2.5 per 100,000 by 2015. There was strong political will to achieve this target. The strategic approaches were to build workplace safety and health (WSH) capabilities; implement legislative changes with enforcement; promote benefits of WSH and recognize best practices, and enhance partnership with stakeholders. The anticipated outcomes were to reduce workplace fatality and injury rates; have WSH as an integral part of business; and establish a progressive and pervasive WSH culture. With these measures, the workplace fatality rate declined from 4.9/100,000 in 2004, to 2.2/100,000 in 2010. However, other confounding factors could also account for this decline, and have to be considered. The next target, announced by Singapore's Prime Minister in 2008, is to further reduce the workplace fatality rate to 1.8/100,000 by 2018, and to have "one of the best workplace safety records in the world". PMID:22993714

  2. The fatal toll of driving to drink: the effect of minimum legal drinking age evasion on traffic fatalities.

    PubMed

    Lovenheim, Michael F; Slemrod, Joel

    2010-01-01

    There is a sizeable literature on the effect of minimum legal drinking age (MLDA) restrictions on teenage drunk driving. This paper adds to the literature by examining the effect of MLDA evasion across states with different alcohol restrictions. Using state-of-the-art GIS software and micro-data on fatal vehicle accidents from 1977 to 2002, we find that in counties within 25 miles of a lower-MLDA jurisdiction, a legal restriction on drinking does not reduce youth involvement in fatal accidents and, for 18 and 19-year-old drivers, fatal accident involvement actually increases. Farther from such a border, we find results consistent with the previous literature that MLDA restrictions are effective in reducing accident fatalities. The estimates imply that, of the total reduction in teenager-involved fatalities due to the equalization of state MLDAs at 21 in the 1970s and 1980s, for 18-year olds between a quarter and a third and for 19-year olds over 15 percent was due to equalization. Furthermore, the effect of changes in the MLDA is quite heterogeneous with respect to the fraction of a state's population that need not travel far to cross a border to evade its MLDA. Our results imply the effect of lowering the MLDA in select states, such as has been proposed in Vermont, could lead to sizeable increases in teenage involvement in fatal accidents due to evasion of local alcohol restrictions.

  3. Fatal train accidents on Europe's railways: 1980-2009.

    PubMed

    Evans, Andrew W

    2011-01-01

    This paper presents an analysis of fatal train accident rates and trends on Europe's main line railways from 1980 to 2009. The paper uses a new set of data for the European Union together with Norway and Switzerland, assembled partly under the auspices of the European Railway Agency and partly on the author's own account. The estimated overall trend in the number of fatal train collisions and derailments per train-kilometre is -6.3% per year from 1990 to 2009, with a 95% confidence interval of -8.7% to -3.9%. The estimated accident rate in 2009 is 1.35 fatal collisions or derailments per billion train-kilometres, giving an estimated mean number of fatal accidents in 2009 of 6.0. The overall number of fatalities per fatal accident in 1990-2009 is 4.10, with no apparent long term change over time, giving an estimated mean of 24.6 fatalities per year in train collisions and derailments in 2009. There are statistically significant differences in the fatal train accident rates and trends between the different European countries, although the estimates of the rates and trends for many individual countries have wide confidence limits. The distribution of broad causes of accidents appears to have remained unchanged over the long term, so that safety improvements appear to have been across the board, and not focused on any specific cause. The most frequent cause of fatal train collisions and derailments is signals passed at danger. In contrast to fatal train collisions and derailments, the rate per train-kilometre of serious accidents at level crossings remained unchanged in 1990-2009. The immediate causes of most of the serious level crossing accidents are errors or violations by road users.

  4. Behavioral Impact of Graduated Driver Licensing on Teenage Driving Risk and Exposure1

    PubMed Central

    Karaca-Mandic, Pinar; Ridgeway, Greg

    2009-01-01

    Graduated Driver Licensing (GDL) is a critical policy tool for potentially improving teenage driving while reducing teen accident exposure. While previous studies demonstrated that GDL reduces teenage involvement in fatal crashes, much remains unanswered. We explore the mechanisms through which GDL influences accident rates as well as its long term effectiveness on teen driving. In particular, we investigate; 1) whether GDL policies improve teenage driving behavior, or simply reduce teenage prevalence on the roads; 2) whether GDL exposed teens become better drivers in later years. We employ a unique data source, the State Data System, which contains all police reported accidents (fatal and non-fatal) during 1990–2005 for twelve states. We estimate a structural model that separately identifies GDL s effect on relative teenage prevalence and relative teenage riskiness. Identification of the model is driven by the relative numbers of crashes between two teenagers, two adults, or a teenager and an adult. We find that the GDL policies reduce the number of 15–17 year-old accidents by limiting the amount of teenage driving rather than by improving teenage driving. This prevalence reduction primarily occurs at night and stricter GDL policies, especially those with nighttime driving restrictions, are the most effective. Finally, we find that teen driving quality does not improve ex-post GDL exposure. PMID:19942310

  5. Fatal crocodile attack.

    PubMed

    Chattopadhyay, Saurabh; Shee, Biplab; Sukul, Biswajit

    2013-11-01

    Attacks on human beings by various animals leading to varied types of injuries and even death in some cases are not uncommon. Crocodile attacks on humans have been reported from a number of countries across the globe. Deaths in such attacks are mostly due to mechanical injuries or drowning. Bites by the crocodiles often cause the limbs to be separated from the body. The present case refers to an incident of a fatal attack by a crocodile on a 35 years old female where only the mutilated head of the female was recovered. Multiple lacerated wounds over the face and scalp along with fracture of the cranial bones was detected on autopsy. Two distinct bite marks in the form of punched in holes were noted over the parietal and frontal bones. Injuries on the head with its traumatic amputation from the body were sufficient to cause death. However, the presence of other fatal injuries on the unrecovered body parts could not be ruled out.

  6. Air weapon fatalities.

    PubMed Central

    Milroy, C M; Clark, J C; Carter, N; Rutty, G; Rooney, N

    1998-01-01

    AIMS: To describe characteristics of a series of people accidentally and deliberately killed by air powered weapons. METHODS: Five cases of fatal airgun injury were identified by forensic pathologists and histopathologists. The circumstances surrounding the case, radiological examination, and pathological findings are described. The weapon characteristics are also reported. RESULTS: Three of the victims were adult men, one was a 16 year old boy, and one an eight year old child. Four of the airguns were .22 air rifles, the other a .177 air rifle. Two committed suicide, one person shooting himself in the head, the other in the chest. In both cases the guns were fired at contact range. Three of the cases were classified as accidents: in two the pellet penetrated into the head and in one the chest. CONCLUSIONS: One person each year dies from an air powered weapon injury in the United Kingdom. In addition there is considerable morbidity from airgun injuries. Fatalities and injuries are most commonly accidents, but deliberately inflicted injuries occur. Airguns are dangerous weapons when inappropriately handled and should not be considered as toys. Children should not play with airguns unsupervised. Images PMID:9797730

  7. [An unusual case of fatal airbag injury].

    PubMed

    Usumoto, Yosuke; Hikiji, Wakako; Kudo, Keiko; Tsuji, Akiko; Ikeda, Noriaki

    2008-11-01

    We report an unusual case of fatal airbag injury. A woman in her forties was driving a light car when it was involved in an accident. When the car was found, the left front wheel had dropped into the gutter, the front bumper was dented and the airbag had deployed. Forensic autopsy revealed that the right subclavian artery and the left vertebral artery were ruptured and 1,570 ml and 360 ml of blood with clots were observed in the left and the right thoracic cavity, respectively. It was considered that the unusual collision produced by deployment of the airbag had caused these ruptures and massive hemorrhaging. Although an airbag is an effective tool for ensuring the safety of a driver and the passengers, it may injure and occasionally kill the occupants if they do not remain in the appropriate and restrained seating position.

  8. Work-related fatalities in the People's Republic of China.

    PubMed

    Jin, Kezhi; Courtney, Theodore K

    2009-07-01

    Over the past several decades, work-related fatal incident reporting in China has become faster, more publicly accessible and, hence, a potentially more valuable process in support of the decision-making and enforcement actions of the government and safety professionals. A study was conducted to examine the characteristics of work-related fatalities in the People's Republic of China (PRC) available from the State Work Accident Briefing (SWAB) system. Injury incident records related to industries other than coal mining were downloaded from the SWAB system (April 2001 to March 2003). The findings were compared with a previously published regional work fatality study in China, data from the U.S. Census of Fatal Occupational Injuries, and estimates from the International Labor Organization (ILO). During the 2-year period, 1538 work-related events (7046 worker fatalities) were recorded. Collisions (25.6%), drownings (14.6%), and structural collapses (12.5%) were the most frequently reported fatal events. Collisions (24.5%) and falls (14.5%) were the most frequent causes of cited fatal events. Transportation (105.87 per 100 000); mining industries other than coal mining and quarrying (73.28); and electricity, gas, and water supply (14.88) were the industries with the highest estimated fatality rates. Generally, regions with lower economic activity reported more fatalities. The fatal injury rate estimated from the SWAB system was 4.80 per 100,000 (U.S. rate 4.00). ILO estimates for 1994 and 2002 were substantially higher than the estimates derived from the SWAB system. SWAB system differences with other data sources analyzed herein indicate that there remains room for system refinement.

  9. A fatal leopard attack.

    PubMed

    Hejna, Petr

    2010-05-01

    A rare case of a big cat fatal attack is presented. A male leopard that had escaped from its unlocked cage attacked a 26-year-old male zoo worker. The man sustained penetrating injuries to the neck with consequent external bleeding. The man died while being transported to the hospital as a result of the injuries sustained. The wounds discovered on the victim's body corresponded with the known methods of leopard attacks and with findings on the carcasses of animals killed by leopards in the wild. The conclusion of the medicolegal investigation was that the underlying cause of death was a bite wound to the neck which lacerated the left internal jugular vein, the two main branches of the left external carotid artery, and the cervical spine. The cause of death was massive external bleeding. Special attention is paid to the general pattern of injuries sustained from big cat attacks.

  10. A prospective study of acute cerebrovascular disease in the community: the Oxfordshire Community Stroke Project--1981-86. 2. Incidence, case fatality rates and overall outcome at one year of cerebral infarction, primary intracerebral and subarachnoid haemorrhage.

    PubMed Central

    Bamford, J; Sandercock, P; Dennis, M; Burn, J; Warlow, C

    1990-01-01

    The age and sex specific incidence rates for cerebral infarction, primary intracerebral haemorrhage and subarachnoid haemorrhage in a population of approximately 105,000 are presented. Over four years 675 patients with a first-ever stroke were registered with the Oxfordshire Community Stroke Project. The pathological diagnosis was confirmed by computerised tomography (CT) scan, necropsy or lumbar puncture (cases of subarachnoid haemorrhage only) in 78% of cases and a further 17% were diagnosed according to the Guy's Hospital Stroke Diagnostic Score. The proportion of all first-ever strokes by pathological type was: cerebral infarction 81% (95% confidence interval 78-84), primary intracerebral haemorrhage 10% (8-12), subarachnoid haemorrhage 5% (3-7) and uncertain type 5% (3-7). These proportions are similar to other community-based studies. The overall 30 day case fatality rate was 19% (16-22), that for cerebral infarction being 10% (7-13), primary intracerebral haemorrhage 50% (38-62) and subarachnoid haemorrhage 46% (29-63). One year post stroke 23% (19-27) with cerebral infarction were dead and 65% (60-70) of survivors were functionally independent. The figures for primary intracerebral haemorrhage were 62% (43-81) dead and 68% (50-86) of survivors functionally independent and for subarachnoid haemorrhage were 48% (24-72) dead and 76% (56-96) of survivors functionally independent. There are important differences between these rates and those from other sources possibly due to more complete case ascertainment in our study. Nevertheless, the generally more optimistic early prognosis in our study, particularly for cases of cerebral infarction, has important implications for the planning of clinical trials and for the expected impact that any treatment might have on the general population. PMID:2303826

  11. Nothing good ever happens after midnight: observed exposure and alcohol use during weekend nights among young male drivers carrying passengers in a late licensing country.

    PubMed

    Houwing, Sjoerd; Twisk, Divera

    2015-02-01

    Similar to other countries, also in the Netherlands young male drivers (ages between 18 and 24 years) are overrepresented in crashes during weekend nights, thereby fatally injuring one or more of their passengers. This overrepresentation may be due to two contributing factors: (a) a higher exposure-to-risk because of dangerous trip condition, and (b) a higher tendency to take risks. Studies on these factors, mostly carried out in jurisdictions where youngsters are licensed at an earlier age than in Europe, suggest a strong -often negative- influence from peer-aged passengers. Given that in adolescence susceptibility to peer pressure reduces with age, these findings may not be applicable to late licensing countries, such as in Europe. In the Netherlands -a late licensing country- youngsters are licensed after the age of 18 years, followed by a 5 year probation period with a legal alcohol limit of 0.2g/L. Further, designated driver schemes are in place since 2001, alcohol limits are enforced by random breath testing schemes, and no passenger and night time restrictions are in force. Against this background, we examined the incidence of dangerous trip conditions and risk taking among young male drivers and compared those with a reference group with a low passenger fatality rate. To that end, data on trip conditions and risk behavior were obtained from a data base on 18,608 randomly selected drivers during weekend nights in 2010, between 22:00 and 06:00. This data base held information for each randomly selected on breath alcohol concentration (BAC), license status, driver characteristics (age and gender), number of passengers, time of night, and level of urbanization. Binary logistic regression analysis confirmed the overrepresentation of young male drivers in traffic, carrying more frequently passengers than the reference group, especially after midnight. Urbanization level was not a modifying factor, but 'time of night' was, with riskier conditions after midnight in

  12. Fatal wrong-way collisions on New Mexico's interstate highways, 1990-2004.

    PubMed

    Lathrop, Sarah L; Dick, Travis B; Nolte, Kurt B

    2010-03-01

    Medical examiner files from 1990 through 2004 were reviewed to identify fatalities caused by drivers traveling the wrong direction on interstate highways and identify risk factors and prevention strategies. Other fatal nonpedestrian interstate motor vehicle crashes served as a comparison group. Data abstracted included decedent demographics, driver/passenger status, seatbelt use, blood alcohol concentration, weather and light at time of occurrence and types of vehicles involved. Of 1171, 79 (6.7%) interstate motor vehicle fatalities were because of drivers traveling against the posted direction in 49 crashes, with one to five fatalities per crash. Wrong-way collisions were significantly more likely to occur during darkness (p < 0.0001) and involve legally intoxicated drivers (p < 0.0001). In 29/49 (60%) wrong-way crashes, alcohol was a factor. Prevention strategies aimed at reducing the incidence of driving while intoxicated, as well as improved lighting and signage at ramps, could help reduce the occurrence of fatal wrong-way collisions on interstates.

  13. Non-Fatal Suicidal Behaviors in Adolescents

    PubMed Central

    Jena, S.; Sidhartha, T.

    2004-01-01

    In the USA, suicide ranked as the third leading cause of death for adolescents in 1999. Non-fatal suicidal behaviours are suicidal thought, specific suicidal plan and suicide attempt. Prospective studies have emphasized the high subsequent suicide rates in clinically presenting suicide attempters. This study was planned to critically review the existing international literature on this area, and compare, if possible, with the Indian data. Both electronic and manual search for published and unpublished works was done for the review of this area. Both international and Indian studies on prevalence, risk factors, management, and prevention of non-fatal suicidal behaviours in adolescents were collected, analysed and reviewed. The study concludes that professionals, like general practitioners, paediatricians, school teachers, school counselors, need to be trained in identifying non-fatal suicidal behaviours in adolescents, and know when to refer them to a mental health professional or mental health service for thorough assessment and effective management. Timely and efficient management of non-fatal suicidal behaviors can prevent future suicidal attempts and completed suicide in most of this highly vulnerable population. Indian studies are very few and without robust study design. Systematic studies in India on this important topic are required. PMID:21206789

  14. Fatal Rocky Mountain spotted fever.

    PubMed

    Hattwick, M A; Retailliau, H; O'Brien, R J; Slutzker, M; Fontaine, R E; Hanson, B

    1978-09-29

    Forty-four fatal cases of Rocky Mountain spotted fever (RMSF) occurring in 1974 were compared with 50 nonfatal cases of similar age, sex, date of onset, and place of occurrence. Diagnosis and initiation of treatment in fatal cases were substantially delayed compared with nonfatal cases. Several reasons for this delay were identified: (1) the rash appeared later in the course of illness in the fatal cases, often not until the patient was terminal, (2) a history of tick bite was less often obtained during life or obtained late in the clinical course in fatal cases, and (3) initial nonspecific symptoms or unexpected symptoms led to an initial diagnosis of more common diseases. Only two fatal cases were treated with either tetracycline or chloramphenicol before the sixth day of illness. Presumptive diagnosis of RMSF and initiation of tetracycline therapy before onset of rash may be necessary to reduce mortality.

  15. Measurement as a Performance Driver: The Case for a National Measurement System to Improve Patient Safety.

    PubMed

    Krause, Thomas R; Bell, Kristen J; Pronovost, Peter; Etchegaray, Jason M

    2017-04-04

    Safety metrics in healthcare settings stand apart from those in all other industries. Despite improvements in the measurement and prevention of adverse health outcomes following the 1999 Institute of Medicine report, no fully operational national-level program for monitoring patient harm exists. Here, we review the annual rate of fatal adverse events in healthcare settings in the United States on the basis of previous research, assess the current state of measurements of patient harm, propose a national standard to both quantify harm and act as a performance driver for improved safety, and discuss additional considerations such as accountability and implications for tort reform under this standard. On the basis of experiences in other sectors, we propose a federally mandated, nonpunitive national system that relies on accurate measurement as a driver of performance.

  16. Alcohol-control public service announcements (PSAs) and drunk-driving fatal accidents in the United States, 1996-2010.

    PubMed

    Niederdeppe, Jeff; Avery, Rosemary; Miller, Emily N

    2017-03-18

    Widespread concern regarding the detrimental effects of excessive alcohol consumption (especially by minors) and associated social problems (particularly drunk driving) continues to exist among policymakers, law enforcement officers, and the general public. Alcohol consumption is a leading contributor to death from injuries, which itself is one of the main causes of death for people under 21years of age in the United States. This study examines the relationship between the volume and timing of alcohol-control public service announcements (PSAs) and rates of drunk-driving fatal accidents in the U.S. We estimate ordinary least squares (OLS) regression models to predict rates of drunk-driving fatal accidents by state and month as a function of the volume of alcohol-control PSAs aired during the previous 8months. Models include controls for state anti-drunk-driving laws and regulations, state demographic characteristics, state taxes on alcohol, calendar year, and seasonality. Results indicate that higher volumes of anti-drunk driving PSAs airing in the preceding 2 to 3months are associated, albeit modest in magnitude, with reduced rates of drunk-driving fatal accidents. The regression coefficients are largest for adults (relative to underage drunk drivers) and when the PSAs air during prime time (relative to daytime or nighttime). We conclude that PSAs could play an important contributing role in reducing drunk-driving fatal accidents, although levels of exposure and potential effects likely remain modest due to reliance on donated air time. Well-funded anti-drunk driving campaigns could achieve higher levels of exposure and have a larger impact.

  17. More fatal all-terrain vehicle crashes occur on the roadway than off: increased risk-taking characterises roadway fatalities

    PubMed Central

    Denning, Gerene M; Harland, Karisa K; Ellis, David G; Jennissen, Charles A

    2013-01-01

    Background All-terrain vehicles (ATVs) have steadily increased in popularity, size and speed, characteristics that likely contribute to the alarming rise in ATV-related fatalities. One potentially high-risk activity is riding on the road. Objectives To compare fatal ATV crashes that occur on the roadway and off, to more fully understand factors that contribute to fatalities at each location. Methods Fatality data from the US Consumer Product Safety Commission (CPSC) were used for descriptive and comparative analyses. Multivariate logistic regression analysis was performed to determine relative risk. Results Over 60% of all fatalities (1985–2009) resulted from roadway crashes. After 1998, roadway fatalities increased at over twice the rate of off-road fatalities. Roadway crashes were more likely than off-road crashes to involve multiple fatalities, carrying passengers, alcohol use, collisions and head injuries. Roadway victims were less likely to be helmeted than off-road victims. Passengers and operators with passengers were also less likely to be helmeted than operators riding alone. Helmeted victims were half as likely to suffer a head injury. Conclusions Fatal roadway crashes were more likely than off-road crashes to involve risk-taking behaviours (eg, carrying passengers) that could exacerbate the inherent difficulty of operating ATVs on roadway surfaces. Higher crash forces from greater speed, and lower use of protective equipment, may also have contributed to higher roadway mortality rates. Eliminating non-essential ATV road use may be an effective way to reduce ATV-related fatalities. This will likely require a substantial investment in rider education and better enforcement of ATV road use restriction laws. PMID:23257569

  18. Fatal intoxication with methoxetamine.

    PubMed

    Adamowicz, Piotr; Zuba, Dariusz

    2015-01-01

    Methoxetamine (MXE) is a new synthetic drug of abuse structurally related to ketamine and phencyclidine. A case of a 29-year-old male with acute toxicity related to the analytically confirmed use of MXE is reported. The man was found dead at his residence. Biological material was analyzed using liquid chromatography-tandem mass spectrometry. The concentration of MXE in urine of the deceased was 85 μg/mL. Despite the vial containing the blood sample being destroyed during transportation and the blood leaking out into the cardboard packaging, the blood level of MXE was estimated. After determination of the cardboard grammage (approx. 400 g/m(3) ) and the mean mass of the blood obtained after drying (0.1785 ± 0.0173 g per 1 mL), the estimated blood concentration of MXE was found to be 5.8 μg/mL. The high concentration of MXE in blood and urine and the circumstances of the case indicate an unintentional, fatal intoxication with this substance.

  19. [Fatal electrocution in prison].

    PubMed

    Grellner, Wolfgang

    2008-01-01

    The clarification of deaths from electric current can be difficult when electric skin marks are missing or overlooked. In the following, the fatal electric accident of a 21-year-old man in prison is reported with a scene which primarily seemed to be inconspicuous. The autopsy disclosed typical electric marks in the skin of the left thumb and the corresponding part of the left index finger. A second inspection of the jail room, which was large enough for three men, but occupied by the deceased alone, led to the finding of widely spread utensils (two forks with signs of corrosion and deformation of the prongs, radio cable with socket, water container) for the self-construction of a kind of "immersion heater" for the heating of water. The man must have suffered electrocution when touching the prongs of the forks. Death supposedly occurred due to disturbances of the cardiac rhythm after a longer interval of maintained ability to act. The case again proves the difficulties in the detection and examination of possible electric deaths in which unusual sources of electricity must be considered.

  20. [Fatal rat bites].

    PubMed

    Yanai, O; Goldin, L; Hiss, J

    1999-04-15

    We present a rare case of infant death due to blood loss resulting from multiple rat bites. Domestic dogs and cats cause most animal bites. Bites of a house rat usually cause bacterial infection, successfully treated with antibiotics. There is little information about death due to house rat bites. Since the wounds they cause tend to occur post-mortem, they are usually wedged, clean and without subcutaneous bleeding. An 11-week-old, malnourished infant girl was bitten to death while sleeping in her mother's bed in a rat-infested home. The infant's clothing was covered with blood, parts of her face were missing and marks of gnawing were present on her neck and extremities. There was subcutaneous bleeding around the wounds indicating that they were inflicted while the child was alive. Autopsy findings revealed profound blood loss. We conclude that a combination of low socio-economic status, severe failure to thrive, and poor hygiene in a rat-infested environment contributed to the fatal outcome in this attack.

  1. A 1.5 ns OFF/ON switching-time voltage-mode LVDS driver/receiver pair for asynchronous AER bit-serial chip grid links with up to 40 times event-rate dependent power savings.

    PubMed

    Zamarreno-Ramos, Carlos; Kulkarni, Raghavendra; Silva-Martinez, Jose; Serrano-Gotarredona, Teresa; Linares-Barranco, Bernabe

    2013-10-01

    This paper presents a low power fast ON/OFF switchable voltage mode implementation of a driver/receiver pair intended to be used in high speed bit-serial Low Voltage Differential Signaling (LVDS) Address Event Representation (AER) chip grids, where short (like 32-bit) sparse data packages are transmitted. Voltage-Mode drivers require intrinsically half the power of their Current-Mode counterparts and do not require Common-Mode Voltage Control. However, for fast ON/OFF switching a special high-speed voltage regulator is required which needs to be kept ON during data pauses, and hence its power consumption must be minimized, resulting in tight design constraints. A proof-of-concept chip test prototype has been designed and fabricated in low-cost standard 0.35 μ m CMOS. At ± 500 mV voltage swing with 500 Mbps serial bit rate and 32 bit events, current consumption scales from 15.9 mA (7.7 mA for the driver and 8.2 mA for the receiver) at 10 Mevent/s rate to 406 μ A ( 343 μ A for the driver and 62.5 μA for the receiver) for an event rate below 10 Kevent/s, therefore achieving a rate dependent power saving of up to 40 times, while keeping switching times at 1.5 ns. Maximum achievable event rate was 13.7 Meps at 638 Mbps serial bit rate. Additionally, differential voltage swing is tunable, thus allowing further power reductions.

  2. Urban Sprawl as a Risk Factor in Motor Vehicle Occupant and Pedestrian Fatalities

    PubMed Central

    Ewing, Reid; Schieber, Richard A.; Zegeer, Charles V.

    2003-01-01

    Objectives. We sought to determine the association between urban sprawl and traffic fatalities. Methods. We created a sprawl index by applying principal components analysis to data for 448 US counties in the largest 101 metropolitan areas. Regression analysis was used to determine associations between the index and traffic fatalities. Results. For every 1% increase in the index (i.e., more compact, less sprawl), all-mode traffic fatality rates fell by 1.49% (P < .001) and pedestrian fatality rates fell by 1.47% to 3.56%, after adjustment for pedestrian exposure (P < .001). Conclusions. Urban sprawl was directly related to traffic fatalities and pedestrian fatalities. Subsequent studies should investigate relationships at a finer geographic scale and should strive to improve on the measure of exposure used to adjust pedestrian fatality rates. PMID:12948977

  3. Estimating transport fatality risk from past accident data.

    PubMed

    Evans, Andrew W

    2003-07-01

    This paper examines the statistical properties of estimates of fatal accident rates, mean fatalities per accident, and fatality rates when these estimates are based on past accident data. The statistical properties are illustrated by two long-term transport fatal accident datasets from Great Britain, the principal one for railways and the other for roads, chosen to provide a statistical contrast. In both modes, the accident rates have fallen substantially over the long term. Two statistical estimates of current accident and fatality rates are presented for each dataset, one based only on recent data and the other based on estimates of long-term trends. The trend-based estimate is preferred for train accidents because this makes maximum use of the limited and variable data; the recent data are preferred for road accidents because this avoids unnecessary dependence on modelling the trends. For train accidents, the estimated fatality rate based on past accidents is compared with an estimate produced by the railway industry using a risk model. The statistical estimate is less than half the industry's estimate, and the paper concludes that the statistical estimate is to be preferred.

  4. The roads ahead: collision risks, trends, and safety of drivers.

    PubMed

    Straus, Sandy Helene; Gu, Xiaojun

    2009-06-01

    The propensity of fatal traffic collisions transcends driver age and reinforces the need to evaluate, among other factors, the impact of roadway lighting and other features of driver vision, perception, and performance. Collisions may result from a driver's inability to notice delineation, recognize warnings, and other possible road safety controls during various lighting conditions. Hence we compare the relative accident involvement ratio (RAIR) of collisions of millions of drivers from two U.S. States over an 11-year period, 1991-2001. We associate collision trends through RAIR with bathtub curves that are commonly identified with product failure and reliability engineering. Hence we observe the need for improved and automated driver's license testing techniques and applications, especially as these relate to the visual and cognitive abilities of drivers of all ages. Our findings may ultimately improve motorist safety, save lives, and benefit numerous other states, countries, and agencies, including, but not limited to, aviation, commercial vehicles, maritime, and rail sectors, among others.

  5. The Association between Regional Environmental Factors and Road Trauma Rates: A Geospatial Analysis of 10 Years of Road Traffic Crashes in British Columbia, Canada

    PubMed Central

    Brubacher, Jeffrey R.; Chan, Herbert; Erdelyi, Shannon; Schuurman, Nadine; Amram, Ofer

    2016-01-01

    collisions. Regions with dedicated traffic officers had fewer fatal crashes and fewer fatal speed related crashes but more rear end crashes and more crashes involving cyclists or pedestrians. The number of traffic citations per 1000 drivers was positively associated with total crashes, fatal crashes, total fatalities, fatal speeding crashes, injury crashes, single vehicle night-time crashes, and heavy vehicle crashes. Possible explanations for these associations are discussed. Conclusions There is wide variation in per capita rates of motor vehicle crashes across BC police patrols. Some variation is explained by factors such as climate, road type, remoteness, socioeconomic variables, and enforcement intensity. The ability of explanatory factors to predict crash rates would be improved if considered with local traffic volume by all travel modes. PMID:27099930

  6. Novice drivers' individual trajectories of driver behavior over the first three years of driving.

    PubMed

    Roman, Gabriela D; Poulter, Damian; Barker, Edward; McKenna, Frank P; Rowe, Richard

    2015-09-01

    Identifying the changes in driving behavior that underlie the decrease in crash risk over the first few months of driving is key to efforts to reduce injury and fatality risk in novice drivers. This study represented a secondary data analysis of 1148 drivers who participated in the UK Cohort II study. The Driver Behavior Questionnaire was completed at 6 months and 1, 2 and 3 years after licensure. Linear latent growth models indicated significant increases across development in all four dimensions of aberrant driving behavior under scrutiny: aggressive violations, ordinary violations, errors and slips. Unconditional and conditional latent growth class analyses showed that the observed heterogeneity in individual trajectories was explained by the presence of multiple homogeneous groups of drivers, each exhibiting specific trajectories of aberrant driver behavior. Initial levels of aberrant driver behavior were important in identifying sub-groups of drivers. All classes showed positive slopes; there was no evidence of a group of drivers whose aberrant behavior decreased over time that might explain the decrease in crash involvement observed over this period. Male gender and younger age predicted membership of trajectories with higher levels of aberrant behavior. These findings highlight the importance of early intervention for improving road safety. We discuss the implications of our findings for understanding the behavioral underpinnings of the decrease in crash involvement observed in the early months of driving.

  7. Fatal and near-fatal animal bite injuries.

    PubMed

    Clark, M A; Sandusky, G E; Hawley, D A; Pless, J E; Fardal, P M; Tate, L R

    1991-07-01

    Fatal and near-fatal maulings of humans by pit bulls have recently become a topic of major public concern, resulting in the passage of laws in some jurisdictions that make the owner of a pit bull criminally liable for manslaughter if his or her pet causes a human death. The authors recently investigated two cases in which children were fatally injured by pet dogs. In the first case, a 17-day-old girl suffered fatal abdominal injuries when attacked by a pregnant Siberian husky. A 2-year-old girl expired from neck wounds inflicted by a pit bull or a rottweiler or both. Because no expert would testify as to which dog caused the fatal injury, the owner of the animals was not charged under a statute which specified criminality only if a pit bull caused the fatal injury. We also examined a 12-year-old boy who attempted to pet a circus tiger; the animal grabbed his arm with its claws and bit off the arm at the shoulder. The arm could not be reattached, but the child survived. These cases and the differentiation of animal bites from other injuries will be presented.

  8. An empirical model for global earthquake fatality estimation

    USGS Publications Warehouse

    Jaiswal, Kishor; Wald, David

    2010-01-01

    We analyzed mortality rates of earthquakes worldwide and developed a country/region-specific empirical model for earthquake fatality estimation within the U. S. Geological Survey's Prompt Assessment of Global Earthquakes for Response (PAGER) system. The earthquake fatality rate is defined as total killed divided by total population exposed at specific shaking intensity level. The total fatalities for a given earthquake are estimated by multiplying the number of people exposed at each shaking intensity level by the fatality rates for that level and then summing them at all relevant shaking intensities. The fatality rate is expressed in terms of a two-parameter lognormal cumulative distribution function of shaking intensity. The parameters are obtained for each country or a region by minimizing the residual error in hindcasting the total shaking-related deaths from earthquakes recorded between 1973 and 2007. A new global regionalization scheme is used to combine the fatality data across different countries with similar vulnerability traits. [DOI: 10.1193/1.3480331

  9. The Effect of State Regulations on Truck-Crash Fatalities

    PubMed Central

    Richardson, Lilliard E.

    2009-01-01

    To improve traffic safety, states limit truck length and weight, and some set lower speed limits for trucks than for other vehicles. We examined the impact of truck-specific restrictions and general traffic-safety policies on fatality rates from crashes involving large trucks. We used state-level data from 1991 to 2005 with a cross-sectional time-series model that controlled for several policy measures. We found that higher speed limits for cars and trucks contributed to higher fatality rates, but differential speed limits by vehicle type had no significant impact. Truck-length limitations reduced fatalities in crashes involving large trucks. Our model estimates suggested that if all states had adopted a speed limit of 55 miles per hour for all vehicles in 2005, an additional 561 fatalities would have been averted. PMID:19150907

  10. Earning a driver's license.

    PubMed Central

    Williams, A F

    1997-01-01

    Teenage drivers in the United States have greatly elevated crash rates, primarily a result of qualities associated with immaturity and lack of driving experience. State licensing systems vary substantially, but most have allowed quick and easy access to driving with full privileges at a young age, contributing to the crash problem. Formal driver education has not been an effective crash prevention measure. Following the introduction of graduated licensing in New Zealand, Australia, and Canada, this system has been considered in many states and has been implemented in some. Graduated systems phase in full privilege driving, requiring initial experience to be gained under conditions of lower risk. The author describes the first five multistage graduated systems enacted in the United States in 1996 and 1997. Factors that will influence the acceptability and effectiveness of these new licensing systems are discussed. Images p[452]-a p454-a p456-a p457-a p460-a PMID:10822470

  11. Fatal occupational injuries among electric power company workers.

    PubMed

    Loomis, D; Dufort, V; Kleckner, R C; Savitz, D A

    1999-03-01

    Surveillance data suggest high rates of electrocutions and fatal falls among workers in electric utility companies, who may be exposed to electric current, heights, flammable agents, and frequent motor vehicle travel. To characterize the occurrence of fatal injuries among electric utility workers, we studied workers in five electric power companies in the United States. A cohort of 127,129 men hired between 1950 and 1986 was followed through 1988. Injuries at work were identified through manual review of death certificates. The occurrence of occupational injuries was analyzed with directly adjusted rates and Poisson regression. The overall rate of fatal occupational injuries was 13.20 per 100,000 person-years (n = 192), with 76% due to electric current, homicide, and falls from heights. Deaths were concentrated in a few groups with elevated injury rates, notably linemen (rate ratio (RR) 3.33), electricians (RR 2.79), and painters (RR 3.27). Occupations requiring daily work on elevations or frequent, direct contact with energized electrical equipment experienced markedly higher rates of fatal injury from falls and electrocutions with rate ratios of 21.8 (95% confidence interval (CI) 11.4-41.5) and 16.7 (95% CI 6.6-42.6), respectively, independent of worker age and seniority. Although fatal injury rates in this industry have declined in recent decades, significant numbers of deaths still occur. Based on the premise that all injuries are preventable, a need for continued vigilance and efforts at prevention is indicated.

  12. Teaching Driver Education Technology to Novice Drivers.

    ERIC Educational Resources Information Center

    Young, Anthony

    A cybernetic unit in driver education was developed to help grade 10 students develop the skills needed to acquire and process driver education information and prepare for the driving phase of driver education in grade 11. Students used a simulator to engage in a series of scenarios designed to promote development of social, behavioral, and mental…

  13. Chernobyl Accident Fatalities and Causes

    DTIC Science & Technology

    1990-06-01

    TI FLE CY N Defense Nuclear Agency Alexandria, VA 22310-3398 SWES% Ot DNA-TR-89-45 Chernobyl Accident Fatalities and Causes A. Laupa G. H. Anno...0104 Chernobyl Accident Fatalities and Causes PE - 62715H PR - RM 6 AUTHOR(S) TA -RH A. Laupa: G. H. Anno WU - DH026130 7 PERFORMING ORGANIZATION NAME(S...vi 1 INTRODUCTION .......................................... 1I DATA SOURCES ON CHERNOBYL VICTIMS ............... 3 CHERNOBYL

  14. A fatal case of peripartum cardiomyopathy.

    PubMed

    Cohen, Ronny; Mallet, Thierry; Mirrer, Brooks; Loarte, Pablo; Gale, Michael; Kastell, Paul

    2014-06-01

    Peripartum cardiomyopathy is a life-threatening cardiac condition affecting pregnant women either late in pregnancy or early in the post-partum period. The latest studies show a dramatic improvement in the mortality rates of women affected with this disorder, which has been correlated with advances in medical therapy for heart failure. However, patients continue to die of this condition. The following case report describes a typical patient with peripartum cardiomyopathy diagnosed on clinical grounds, along with echocardiogram findings of severe systolic dysfunction and global hypokinesis consistent with dilated cardiomyopathy. Emergency cesarean delivery had to be performed for fetal distress. There was significant improvement of the patient's condition with standard pharmacological management for heart failure at the time of discharge. However, five weeks after discharge, fatal cardiac arrest occurred. It is hoped that this article will raise awareness about this rare but potentially fatal condition and promote understanding of its main clinical features, diagnostic criteria, and conventional pharmacological management.

  15. Denitrifier abundance has a greater influence on denitrification rates at larger landscape scales but is a lesser driver than environmental variables

    Technology Transfer Automated Retrieval System (TEKTRAN)

    Nitrous oxide is a potent greenhouse gas that is mediated by the soil microbial processes of denitrification and nitrification. A thorough understanding of denitrification drivers is necessary to accurately predict and manage nitrous oxide emissions. However, studies disagree on the utility of quant...

  16. Car size or car mass: which has greater influence on fatality risk?

    PubMed Central

    Evans, L; Frick, M C

    1992-01-01

    OBJECTIVES. Proposed increases in corporate average fuel economy standards would probably lead to lighter cars. Well-established relationships between occupant risk and car mass predict consequent additional casualties. However, if size, not mass, is the causative factor in these relationships, then decreasing car mass need not increase risk. This study examines whether mass or size is the causative factor. METHODS. Data from the Fatal Accident Reporting System are used to explore relationships between car mass, car size (as represented by wheelbase), and driver fatality risk in two-car crashes. RESULTS. When cars of identical (or similar) wheelbase but different mass crash into each other, driver fatality risk depends strongly on mass; the relationship is quantitatively similar to that found in studies that ignore wheelbase. On the other hand, when cars of similar mass but different wheelbase crash into each other, the data reveal no dependence of driver fatality risk on wheelbase. CONCLUSIONS. Mass is the dominant causative factor in relationships between driver risk and car size in two-car crashes, with size, as such, playing at most a secondary role. Reducing car mass increases occupant risk. PMID:1636830

  17. Critical factors in fatal collisions of adult cyclists with automobiles.

    PubMed

    Bíl, Michal; Bílová, Martina; Müller, Ivo

    2010-11-01

    This article evaluates, by means of multivariate regression, critical factors influencing the collisions of motor vehicles with adult (over 17 years) cyclists that result in fatal injury of cyclists. The analysis is based on the database of the Traffic Police of Czech Republic from the time period 1995-2007. The results suggest that the most consequential categories of factors under study are: inappropriate driving speed of automobile; the head-on crash; and night-time traffic in places without streetlights. The cyclists' faults are of most serious consequence on crossroads when cyclists deny the right of way. Males are more likely to suffer a fatal injury due to a collision with a car than females. The most vulnerable age group are cyclists above 65 years. A fatal injury of a cyclist is more often driver's fault than cyclist's (598 vs. 370). In order to reduce the fatal risk, it is recommended to separate the road traffic of motor vehicles from bicyclists in critical road-sections; or, at least, to reduce speed limits there.

  18. Jurisdictional spillover effects of sprawl on injuries and fatalities.

    PubMed

    Mohamed, Rayman; Vom Hofe, Rainer; Mazumder, Sangida

    2014-11-01

    There is a considerable literature on the relationship between sprawl and accidents. However, these studies do not account for the spatially correlated effects of sprawl on accidents. In our analysis of 122 jurisdictions in Southeast Michigan, we use a Bayesian spatial autoregressive model to estimate how injuries and fatalities in one jurisdiction are associated with sprawl in that jurisdiction and sprawl in neighboring jurisdictions; we also correct for heteroskedasticity in the data. Using principal component analysis, we create a sprawl index from five underlying land use characteristics. Our results show that the number of injuries and fatalities in a jurisdiction increases with the magnitude of sprawl in neighboring jurisdictions. We believe that this is because more drivers per capita in sprawled jurisdictions traverse similarly sprawled neighboring jurisdictions for daily activities. Furthermore, driving habits attuned to less defensive driving in sprawled jurisdiction are transferred to similarly designed neighboring jurisdictions, contributing to accidents in the latter.

  19. Young Drivers and Their Passengers: A Systematic Review of Epidemiological Studies on Crash Risk

    PubMed Central

    Ouimet, Marie Claude; Pradhan, Anuj K.; Brooks-Russell, Ashley; Ehsani, Johnathon P.; Berbiche, Djamal; Simons-Morton, Bruce G.

    2015-01-01

    A systematic review of the literature was conducted to appraise the evidence from epidemiological studies of crash risk in young drivers accompanied by passengers, compared with solo driving. Databases searched included the Cochrane Library, Embase, Scopus, Transportation Research Information Services, and Web of Science for studies published between January 1, 1989 and August 1, 2013. Epidemiological studies were selected for review if they focused on crashes of young drivers (≤24 years old) and included both a no-passenger comparison group and some measure of exposure to enable calculation of risk estimates. Fifteen articles (17 studies) were selected; seven studies reported on fatal crashes and 10 on nonfatal or combined fatal/nonfatal crashes. Studies on fatal crashes showed increased risk, compared with solo driving, for young drivers with at least one passenger (significant risk estimates ranging from 1.24 to 1.89) and two or more passengers versus solo driving (1.70–2.92). Increased risk was also found for fatal crashes and for combined or nonfatal crashes with male versus female passengers (1.53–2.66) and for younger versus older drivers (1.42–3.14). Results more clearly indicate increased risk for passenger presence in fatal crashes than that in nonfatal or combined fatal/nonfatal crashes. Findings of this review, based on correlational studies, support licensing policies that limit the presence and number of young passengers for young drivers. PMID:26112735

  20. Driver Education Saves Gas.

    ERIC Educational Resources Information Center

    American Automobile Association, Falls Church, VA. Traffic Engineering and Safety Dept.

    The argument that driver education should be dropped because driver education cars use gas is shortsighted. High school driver education is an excellent vehicle for teaching concepts of energy conservation. A small investment in fuel now can result in major savings of gasoline over a student's lifetime. In addition good driver education courses…

  1. Efficacy of side air bags in reducing driver deaths in driver-side collisions.

    PubMed

    Braver, Elisa R; Kyrychenko, Sergey Y

    2004-03-15

    Side air bags, a relatively new technology designed to protect the head and/or torso in side-impact collisions, are becoming increasingly common in automobiles. Their efficacy in preventing US driver deaths among cars struck on the near (driver's) side was examined using data from the Fatality Analysis Reporting System and the General Estimates System. Risk ratios for driver death per nearside collision during 1999-2001 were computed for head/torso and torso-only side air bags in cars from model years 1997-2002, relative to cars without side air bags. Confounding was addressed by adjusting nearside risk ratios for front- and rear-impact mortality, which is unaffected by side air bags. Risk ratios were 0.55 (95% confidence interval: 0.43, 0.71) for head/torso air bags and 0.89 (95% confidence interval: 0.79, 1.01) for torso-only air bags. Risk was reduced when cars with head/torso air bags were struck by cars/minivans (significant) or pickup trucks/sport utility vehicles (nonsignificant). Risk was reduced in two-vehicle collisions and among male drivers and drivers aged 16-64 years. Protective effects associated with torso-only air bags were observed in single-vehicle crashes and among male and 16- to 64-year-old drivers. Head/torso side air bags appear to be very effective in reducing nearside driver deaths, whereas torso-only air bags appear less protective.

  2. Recent trends in cyclist fatalities in Australia.

    PubMed

    Boufous, Soufiane; Olivier, Jake

    2016-08-01

    The study examines trends in bicycling fatalities reported to the Australian police between 1991 and 2013. Trends were estimated using Poisson regression modelling. Overall, cycling fatalities decreased by 1.9% annually between 1991 and 2013. However, while deaths following multivehicle crashes decreased at a rate of 2.9% per annum (95% CI -4.0% to -1.8%), deaths from single vehicle crashes increased by 5.8% per annum (95% CI 4.1% to 7.5%). Over the study period, the average age of cyclists who died in single vehicle crashes (45.3 years, 95% CI 41.5 to 49.1) was significantly higher than cyclists who died in multivehicle crashes (36.2 years, 95% CI 34.7 to 37.7). The average age of deceased cyclists increased significantly for both types of crashes. The observed increase in single vehicle crashes need to be closely monitored in Australia and internationally. In-depth studies are needed to investigate the circumstances of fatal single bicycle crashes in order to develop appropriate countermeasures.

  3. Motor vehicle crash fatalities by race/ethnicity in Arizona, 1990–96

    PubMed Central

    Campos-Outcalt, D; Bay, C; Dellapena, A; Cota, M

    2003-01-01

    Objective: To compare rates of motor vehicle crash (MVC) fatalities among different race/ethnic groups in urban and rural Arizona. Method: Using the Fatality Analysis Reporting System and the National Center for Health Statistics Multiple Cause of Death file, MVC fatalities in Arizona from 1990–96 inclusive were classified by gender, race/ethnicity, and urban or rural residence. Age adjusted rates of total, occupant, pedestrian, and alcohol related fatalities were calculated. The total MVC fatality rate for each race/ethnic group was then adjusted for proportion of rural residence. Results: Compared with non-Hispanic whites (NHWs), American Indians had raised relative risks for MVC fatality in all gender and residence subgroups. Hispanic females and rural Hispanic males had lower relative risks, as did rural African-American men. Raised relative risks for American Indian men and women included all subgroups: total, occupant, pedestrian, and alcohol related. Hispanic and African-American men both had raised relative risks of pedestrian related fatalities, and Hispanic men had a slightly higher relative risk while Hispanic women had a lower relative risks, for alcohol related fatality. Hispanic men and women and African-American men had lower occupant fatality rates. Close to half (45%) of the excess MVC fatality among American Indians can be attributed to residence in rural areas, where MVC fatality rates are higher. There were 1.85 occupants in crashes involving NHW deaths compared with 2.51 for Hispanics and 2.71 for American Indians (p<0.001). The proportion of occupants not using a seatbelt was higher in Hispanics and American Indians in both urban and rural areas. Conclusion: The major disparity in MVC fatality in Arizona is among American Indians. The higher MVC fatality rates among American Indians occur in all age groups, in both urban and rural areas, and among occupants and pedestrians. Rural residence, lower rates of seatbelt use, higher rates of

  4. Exercise among commercial truck drivers.

    PubMed

    Turner, Lisa M; Reed, Deborah B

    2011-10-01

    This study examines the exercise habits and perceived barriers to exercise of a convenience sample of 300 commercial truck drivers. Participants reported minimal amounts of exercise, with nearly 20% not exercising in the past week. A high prevalence of obesity was found in this sample: 93.3% of study participants had a body mass index (BMI) of 25 or higher. Drivers with BMIs of greater than 30 were significantly more likely to rate the exercise environment as terrible/bad. Drivers who had at least one health condition engaged in significantly less aerobic exercise, used fewer strengthening exercises, did not exercise for 30 minutes continuously, and had a higher BMI. Drivers who spent most of their off-duty time in their truck while their partner drove were also significantly more likely to not exercise regularly. Most drivers cited lack of time and place as the primary barriers to exercising. This study adds to the limited knowledge about exercise behaviors among commercial truck drivers.

  5. Drowsiness detection using heart rate variability.

    PubMed

    Vicente, José; Laguna, Pablo; Bartra, Ariadna; Bailón, Raquel

    2016-06-01

    It is estimated that 10-30 % of road fatalities are related to drowsy driving. Driver's drowsiness detection based on biological and vehicle signals is being studied in preventive car safety. Autonomous nervous system activity, which can be measured noninvasively from the heart rate variability (HRV) signal obtained from surface electrocardiogram, presents alterations during stress, extreme fatigue and drowsiness episodes. We hypothesized that these alterations manifest on HRV and thus could be used to detect driver's drowsiness. We analyzed three driving databases in which drivers presented different sleep-deprivation levels, and in which each driving minute was annotated as drowsy or awake. We developed two different drowsiness detectors based on HRV. While the drowsiness episodes detector assessed each minute of driving as "awake" or "drowsy" with seven HRV derived features (positive predictive value 0.96, sensitivity 0.59, specificity 0.98 on 3475 min of driving), the sleep-deprivation detector discerned if a driver was suitable for driving or not, at driving onset, as function of his sleep-deprivation state. Sleep-deprivation state was estimated from the first three minutes of driving using only one HRV feature (positive predictive value 0.80, sensitivity 0.62, specificity 0.88 on 30 drivers). Incorporating drowsiness assessment based on HRV signal may add significant improvements to existing car safety systems.

  6. 78 FR 64265 - Hours of Service of Drivers: U.S. Department of Defense (DOD); Application for Exemption

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-10-28

    ... INFORMATION CONTACT: Ms. Pearlie Robinson, FMCSA Driver and Carrier Operations Division; Office of Carrier... license plate number, e. Number of individuals suffering physical injury, f. Number of fatalities, g....

  7. Evaluating the Effectiveness of a Road Safety Education Intervention for Pre-Drivers: An Application of the Theory of Planned Behaviour

    ERIC Educational Resources Information Center

    Poulter, Damian R.; McKenna, Frank P.

    2010-01-01

    Background: Young drivers are overrepresented in road traffic fatalities and collisions. Attempts to address this problem with pre-driver education have not met with unambiguous success. However, there is a lack of research on whether pre-driver education can change psychological antecedents to behaviour. Aims: The framework of the theory of…

  8. Diving fatality investigations: recent changes.

    PubMed

    Edmonds, Carl; Caruso, James

    2014-06-01

    Modifications to the investigation procedures in diving fatalities have been incorporated into the data acquisition by diving accident investigators. The most germane proposal for investigators assessing diving fatalities is to delay the drawing of conclusions until all relevant diving information is known. This includes: the accumulation and integration of the pathological data; the access to dive computer information; re-enactments of diving incidents; post-mortem CT scans and the interpretation of intravascular and tissue gas detected. These are all discussed, with reference to the established literature and recent publications.

  9. Fatal occupational injuries in a southern state.

    PubMed

    Loomis, D P; Richardson, D B; Wolf, S H; Runyan, C W; Butts, J D

    1997-06-15

    Fatal occupational injuries were studied using data from medical examiners' reports in North Carolina for the years 1977-1991. Cases were defined as deaths due to accidents or homicide at the workplace, and populations at risk were estimated from the 1980 and 1990 US Censuses. Mortality rate ratios and proportionate mortality ratios were used as measures of association, and the population attributable risk percentage was used as an indicator of the burden of injury. Standard weights for direct age-adjustment of rates were obtained from the total state workforce. There were 2,524 eligible deaths-83 percent from unintentional traumatic injuries, 14 percent from homicide, and the remainder from other causes. This report focuses on unintentional trauma deaths, which were strongly associated with the wood production, fishing, and transportation industries. Elderly, African-American, and self-employed workers had higher fatality rates than members of other groups. Among male workers, motor vehicle crashes were the principal cause of death on the job, followed by falling objects, machinery, and falls. The industries contributing the largest proportions of these deaths were construction, trucking, agriculture, and logging (population attributable risk percentages were 16.8%, 8.8%, 7.9%, and 6.9%, respectively). The fatality patterns of female workers were different: Numbers of deaths from homicide and unintentional trauma were equal, and 27% of the latter deaths occurred in one catastrophic fire. Decentralized and rural industries were the most hazardous, but many deaths were outside the current jurisdiction of occupational safety and health agencies. These patterns suggest that greater scrutiny of such industries, through both research and intervention, is warranted.

  10. Hospital admissions among male drivers in Denmark

    PubMed Central

    Hannerz, H; Tuchsen, F

    2001-01-01

    OBJECTIVES—To facilitate decisions about interventions and to establish baseline values for future evaluation of preventive efforts, the aim of the present study was to elucidate the disease pattern among male professional drivers in Denmark. The study differentiated between drivers of goods vehicles and drivers of passenger transport.
METHODS—Cohorts of all 20-59 year old Danish male professional drivers in the years 1981, 1986, 1991, and 1994 were formed, to calculate age standardised hospital admission ratios (SHRs) and time trends (1981-97) for many diagnostic aggregations.
RESULTS—SHRs for diseases in practically all systems and organs of the body were higher among professional drivers than they were in the male working population at large. Also drivers of passenger transport, compared with drivers of goods vehicles, had significantly high SHRs due to infectious and parasitic diseases, diseases of the circulatory system, and diseases of the respiratory system, and significantly lower rates of injury. For both driver groups, the SHRs for acute myocardial infarction increased with time whereas the SHR for acute gastritis decreased, and for drivers of passenger transport an increasing SHR for chronic obstructive pulmonary disease, was found over time.
CONCLUSION—Drivers of passenger transport and drivers of goods vehicles differ in their disease patterns. The results support the hypothesis that preventive efforts are needed in both groups, but underline that different strategies are required for different categories of drivers.


Keywords: professional drivers; hospital admissions; surveillance system PMID:11245742

  11. Newspaper framing of fatal motor vehicle crashes in four Midwestern cities in the United States, 1999–2000

    PubMed Central

    Connor, S; Wesolowski, K

    2004-01-01

    Objective: To examine the public health messages conveyed by newspaper coverage of fatal motor vehicle crashes and determine the extent to which press coverage accurately reflects real risks and crash trends. Methods: Crash details were extracted from two years of newspaper coverage of fatal crashes in four Midwestern cities in the United States. Details and causal factors identified by reporters were compared to data from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) using odds ratios and two tailed z tests. Results: Papers covered 278 fatal crashes over the two year period, in contrast to 846 fatal crashes documented in FARS. Papers assigned blame in 90% of crashes covered, under-reported restraint use and driver's risk of death, failed to reflect the protective value of restraints, and misrepresented the roles played by alcohol and teen drivers. Conclusion: Newspaper coverage did not accurately reflect real risk. Papers presented fatal crashes as dramas with a victim/villain storyline; in keeping with this narrative strategy, papers were most likely to cover stories where a driver survived to take the blame. By highlighting crashes that diverge from the norm, focusing on the assignment of blame to a single party, and failing to convey the message that preventive practices like seatbelt use increase odds for survival, newspapers removed crashes from a public health context and positioned them as individual issues. Public health practitioners can work with media outlets in their areas to draw attention to misrepresentations and change the way these stories are framed. PMID:15178670

  12. Natural hazard fatalities in Switzerland from 1946 to 2015

    NASA Astrophysics Data System (ADS)

    Badoux, Alexandre; Andres, Norina; Techel, Frank; Hegg, Christoph

    2016-12-01

    that mainly occurred in association with landslides and avalanches. The average age of victims of natural hazards was 35.9 years and, accordingly, the age groups with the largest number of victims were the 20-29 and 30-39 year-old groups, which in combination represented 34 % of all fatalities. It appears that the overall natural hazard mortality rate in Switzerland over the past 70 years has been relatively low in comparison to rates in other countries or rates of other types of fatal accidents in Switzerland. However, a large variability in mortality rates was observed within the country with considerably higher rates in Alpine environments.

  13. The turning point in the number of traffic fatalities: two hypotheses about changes in underlying trends.

    PubMed

    Brüde, Ulf; Elvik, Rune

    2015-01-01

    The number of traffic fatalities reached a peak in many highly motorised countries around 1970. Some previous studies have suggested that the turning point in the number of traffic fatalities was inevitable and did not reflect a change in the underlying trends influencing the number of traffic fatalities. Other studies suggest that trends in traffic growth and fatality rate changed from before to after the turning point. This paper proposes two hypotheses about the turning point in the number of traffic fatalities. One hypothesis is that the long-term trends in traffic growth and fatality rate were the same before and after the turning point. The other hypothesis is that the long-term trends in traffic growth and fatality rate were different before and after the turning point was reached, in particular that the annual percentage decline in fatality rate became greater after the turning point than before. Such a change would suggest that road safety policy became more effective. Analysis of data for six countries (Denmark, Great Britain, Netherlands, Norway, Sweden, United States) lends stronger support to the latter hypothesis than to the former. The lesson for policy makers, in particular in countries where the number of traffic fatalities is still growing, is that they should not expect a turning point to be reached without policy interventions.

  14. Revisiting the concept of the 'problem young driver' within the context of the 'young driver problem': who are they?

    PubMed

    Scott-Parker, B; Watson, B; King, M J; Hyde, M K

    2013-10-01

    For decades there have been two young driver concepts: the 'young driver problem' where the driver cohort represents a key problem for road safety; and the 'problem young driver' where a sub-sample of drivers represents the greatest road safety problem. Given difficulties associated with identifying and then modifying the behaviour of the latter group, broad countermeasures such as graduated driver licensing (GDL) have generally been relied upon to address the young driver problem. GDL evaluations reveal general road safety benefits for young drivers, yet they continue to be overrepresented in fatality and injury statistics. Therefore it is timely for researchers to revisit the 'problem young driver' concept to assess its potential countermeasure implications. This is particularly relevant within the context of broader countermeasures that have been designed to address the 'young driver problem' Personal characteristics, behaviours and attitudes of 378 Queensland novice drivers aged 17-25 years were explored during their pre-, Learner and Provisional 1 (intermediate) licence as part of a larger longitudinal project. Self-reported risky driving was measured by the Behaviour of Young Novice Drivers Scale (BYNDS), and five subscale scores were used to cluster the drivers into three groups (high risk n=49, medium risk n=163, low risk n=166). High risk 'problem young drivers' were characterised by greater self-reported pre-Licence driving, unsupervised Learner driving, and speeding, driving errors, risky driving exposure, crash involvement, and offence detection during the Provisional period. Medium risk drivers were also characterised by more risky road use than the low risk group. Interestingly problem young drivers appear to have some insight into their high-risk driving, since they report significantly greater intentions to bend road rules in future driving. The results suggest that tailored intervention efforts may need to target problem young drivers within the

  15. Mandatory driver training and road safety: the Quebec experience.

    PubMed Central

    Potvin, L; Champagne, F; Laberge-Nadeau, C

    1988-01-01

    In January 1983, the Quebec Government made driver training courses mandatory for any person seeking a first driver's license. Using accident and licensure data over a five-year period, we conducted an evaluation of the impact of the enactment of mandatory driver training on: the risk of accident for newly licensed drivers; the mortality and morbidity of these accidents; the number of new drivers; and the mean age of licensure. Results of our time series analyses show that this legislation had no appreciable effect on the risk of accident or on the mortality/morbidity rate per accident for newly licensed drivers aged 18 and over. However, since 1983, the number of women under 18 years of age getting their first driver's license has increased by 20 per cent, and their mean age has decreased from over 18 to under 18. Mandatory driver training may have increased the numbers and risks of accidents for young, primarily female, drivers. PMID:3407821

  16. Driver Behavior and Motivation.

    ERIC Educational Resources Information Center

    Thomas, Patricia

    School bus driver behavior and motivation are continuing concerns for leaders/administrators in the field of transportation. Motivation begins with selection of a potential new driver. Drivers must like children and be patient, loyal, and punctual. The applicant's background must be verified, in view of the national concern for child safety.…

  17. Patterns of death among avalanche fatalities: a 21-year review

    PubMed Central

    Boyd, Jeff; Haegeli, Pascal; Abu-Laban, Riyad B.; Shuster, Michael; Butt, John C.

    2009-01-01

    Background Avalanches are a significant cause of winter recreational fatalities in mountain regions. The purpose of this study was to determine the relative contributions of trauma and asphyxia to avalanche deaths. Methods We reviewed all avalanche fatalities between 1984 and 2005 that had been investigated by the offices of the British Columbia Coroners Service and the Chief Medical Examiner of Alberta. In addition, we searched the database of the Canadian Avalanche Centre for fatal avalanche details. We calculated injury severity scores for all victims who underwent autopsy. Results There were 204 avalanche fatalities with mortality information over the 21-year study period. Of these, 117 victims underwent autopsy, and 87 underwent forensic external examination. Asphyxia caused 154 (75%) deaths. Trauma caused 48 (24%) deaths, with the rate of death from trauma ranging from 9% (4/44) for snowmobilers to 42% (5/12) for ice climbers. In addition, 13% (12/92) of the asphyxia victims who underwent autopsy had major trauma, defined as an injury severity score of greater than 15. Only 48% (23/48) of victims for whom trauma was the primary cause of death had been completely buried. Interpretation Asphyxia and severe trauma caused most avalanche fatalities in western Canada. The relative rates differed between snowmobilers and those engaged in other mountain activities. Our findings should guide recommendations for safety devices, safety measures and resuscitation. PMID:19213801

  18. Mitragynine concentrations in two fatalities.

    PubMed

    Domingo, Olwen; Roider, Gabriele; Stöver, Andreas; Graw, Matthias; Musshoff, Frank; Sachs, Hans; Bicker, Wolfgang

    2017-02-01

    Two cases of fatalities are reported of which the recreational use of Mitragyna speciosa ("kratom") could be confirmed. One of these cases presents with one of the highest postmortem mitragynine concentrations published to date. Our results show that even extremely high mitragynine blood concentrations following the consumption of kratom do not necessarily have to be the direct cause of death in such fatalities as a result of an acute overdose. The two cases are compared with regard to the differences in mitragynine concentrations detected and the role of mitragynine in the death of the subjects. Irrespective of the big differences in mitragynine concentrations in the postmortem blood samples, mitragynine was not the primary cause of death in either of the two cases reported here. Additionally, by rough estimation, a significant difference in ratio of mitragynine to its diastereomers in the blood and urine samples between the two cases could be seen.

  19. Fire fatalities in elderly people.

    PubMed

    Elder, A T; Squires, T; Busuttil, A

    1996-05-01

    Fatal dwelling-house fires account for 10% of all accidental deaths in the United Kingdom with one-quarter of the deaths being of elderly people. No study had described the characteristics of elderly individuals who die in fires. We report results from a retrospective review of all fatal dwelling-house fires in Scotland from 1980 to 1990. Of 1096 people dying in fires, 243 (23%) were aged over 75. When compared with patients under the age of 75, older patients were significantly less likely to be smokers. Significantly more fires killing elderly people were caused by faulty or misused electrical items in the house, particularly electric blankets. These differences between elderly and younger individuals dying in dwelling-house fires may suggest that preventive strategies for the elderly population require a different emphasis from those for younger people.

  20. Language, income, education, and alcohol-related fatal motor vehicle crashes.

    PubMed

    Romano, Eduardo O; Tippetts, A Scott; Voas, Robert B

    2006-01-01

    This paper investigates the role of race/ethnicity, language skills (a proxy for acculturation among Hispanics in Arizona, California, New Mexico, and Texas), income, and education level on alcohol-related fatal motor vehicle crashes. Using the Fatality Analysis Reporting System (FARS), we confirmed previous state-based studies showing that high income and education levels have a protective influence on alcohol-related fatal motor vehicle crashes. We also confirmed that language proficiency/acculturation tends to increase the vulnerability of Hispanic women to alcohol-related fatalities. Differences in alcohol-related fatality rates across Hispanic subgroups are observed. Future reductions in alcohol-related traffic fatalities may require prevention policies that take into account existent variations in acculturation, income, and education among racial/ethnic groups and subgroups.

  1. Fatal accidents at railway level crossings in Great Britain 1946-2009.

    PubMed

    Evans, Andrew W

    2011-09-01

    This paper investigates fatal accidents and fatalities at level crossings in Great Britain over the 64-year period 1946-2009. The numbers of fatal accidents and fatalities per year fell by about 65% in the first half of that period, but since then have remained more or less constant at about 11 fatal accidents and 12 fatalities per year. At the same time other types of railway fatalities have fallen, so level crossings represent a growing proportion of the total. Nevertheless, Britain's level crossing safety performance remains good by international standards. The paper classifies level crossings into three types: railway-controlled, automatic, and passive. The safety performance of the three types of crossings has been very different. Railway-controlled crossings are the best-performing crossing type, with falling fatal accident rates. Automatic crossings have higher accident rates per crossing than railway controlled or passive crossings, and the accident rates have not decreased. Passive crossings are by far the most numerous, but many have low usage by road users. Their fatal accident rate has remained remarkably constant over the whole period at about 0.9 fatal accidents per 1000 crossings per year. A principal reason why fatal accidents and fatalities have not fallen in the second half of the period as they did in the first half is the increase in the number of automatic crossings, replacing the safer railway controlled crossings on some public roads. However, it does not follow that this replacement was a mistake, because automatic crossings have advantages over controlled crossings in reducing delays to road users and in not needing staff. Based on the trends for each type of crossing and for pedestrian and non-pedestrian accidents separately, in 2009 a mean of about 5% of fatal accidents were at railway controlled crossings, 52% were at automatic crossings, and 43% were at passive crossings. Fatalities had similar proportions. About 60% of fatalities were

  2. Brazilian Road Traffic Fatalities: A Spatial and Environmental Analysis

    PubMed Central

    de Andrade, Luciano; Vissoci, João Ricardo Nickenig; Rodrigues, Clarissa Garcia; Finato, Karen; Carvalho, Elias; Pietrobon, Ricardo; de Souza, Eniuce Menezes; Nihei, Oscar Kenji; Lynch, Catherine; de Barros Carvalho, Maria Dalva

    2014-01-01

    Background Road traffic injuries (RTI) are a major public health epidemic killing thousands of people daily. Low and middle-income countries, such as Brazil, have the highest annual rates of road traffic fatalities. In order to improve road safety, this study mapped road traffic fatalities on a Brazilian highway to determine the main environmental factors affecting road traffic fatalities. Methods and Findings Four techniques were utilized to identify and analyze RTI hotspots. We used spatial analysis by points by applying kernel density estimator, and wavelet analysis to identify the main hot regions. Additionally, built environment analysis, and principal component analysis were conducted to verify patterns contributing to crash occurrence in the hotspots. Between 2007 and 2009, 379 crashes were notified, with 466 fatalities on BR277. Higher incidence of crashes occurred on sections of highway with double lanes (ratio 2∶1). The hotspot analysis demonstrated that both the eastern and western regions had higher incidences of crashes when compared to the central region. Through the built environment analysis, we have identified five different patterns, demonstrating that specific environmental characteristics are associated with different types of fatal crashes. Patterns 2 and 4 are constituted mainly by predominantly urban characteristics and have frequent fatal pedestrian crashes. Patterns 1, 3 and 5 display mainly rural characteristics and have higher prevalence of vehicular collisions. In the built environment analysis, the variables length of road in urban area, limited lighting, double lanes roadways, and less auxiliary lanes were associated with a higher incidence of fatal crashes. Conclusions By combining different techniques of analyses, we have identified numerous hotspots and environmental characteristics, which governmental or regulatory agencies could make use to plan strategies to reduce RTI and support life-saving policies. PMID:24498051

  3. Obstructive Sleep Apnea in North American Commercial Drivers

    PubMed Central

    KALES, Stefanos N.; STRAUBEL, Madeleine G.

    2013-01-01

    The most common medical cause of excessive daytime sleepiness (EDS) is obstructive sleep apnea (OSA). Specifically, among an estimated 14 million US commercial drivers, 17–28% or 2.4 to 3.9 million are expected to have OSA. Based on existing epidemiologic evidence, most of these drivers are undiagnosed and not adequately treated. Untreated OSA increases the risk of vehicular crashes as documented in multiple independent studies and by meta-analysis. Therefore, identifying commercial drivers with OSA and having them effectively treated should decrease crash-related fatalities and injuries. Several strategies are available for screening and identifying drivers with OSA. The simplest and most effective objective strategies use body mass index (BMI) cutoffs for obesity. Functional screens are promising adjuncts to other objective tests. The most effective approach will likely be a combination of a good questionnaire; BMI measures; and a careful physician-obtained history complemented by a functional screen. PMID:24317450

  4. Marginal effect of increasing ageing drivers on injury crashes.

    PubMed

    Tay, Richard

    2008-11-01

    The safety effects of the ageing driving population have been a topic of research interests in health and transportation economics in recent years due to the ageing of the baby boomers. This study adds to the current knowledge by examining the marginal effects of changing the driver mix on injury crashes using data from the Canadian Province of Alberta between 1990 and 2004. Results from a Poisson regression model reveal that increasing the number of young and ageing drivers will result in an increase in the number of injury crashes whereas increasing the number of middle-aged drivers will result in a reduction. These results are in contrast to those obtained in a previous study on the marginal effects of changing the driver mix on fatal crashes in the Australian State of Queensland and some possible explanations for the differing results are provided.

  5. Obstructive sleep apnea in North American commercial drivers.

    PubMed

    Kales, Stefanos N; Straubel, Madeleine G

    2014-01-01

    The most common medical cause of excessive daytime sleepiness (EDS) is obstructive sleep apnea (OSA). Specifically, among an estimated 14 million US commercial drivers, 17-28% or 2.4 to 3.9 million are expected to have OSA. Based on existing epidemiologic evidence, most of these drivers are undiagnosed and not adequately treated. Untreated OSA increases the risk of vehicular crashes as documented in multiple independent studies and by meta-analysis. Therefore, identifying commercial drivers with OSA and having them effectively treated should decrease crash-related fatalities and injuries. Several strategies are available for screening and identifying drivers with OSA. The simplest and most effective objective strategies use body mass index (BMI) cutoffs for obesity. Functional screens are promising adjuncts to other objective tests. The most effective approach will likely be a combination of a good questionnaire; BMI measures; and a careful physician-obtained history complemented by a functional screen.

  6. Differences in Factors Affecting Various Crash Types with High Numbers of Fatalities and Injuries in China

    PubMed Central

    Wang, Kai; He, Jie; Ding, Jianxun; Shi, Qin; Wang, Changjun; Li, Pingfan

    2016-01-01

    Objectives Road traffic crashes that involve very high numbers of fatalities and injuries arouse public concern wherever they occur. In China, there are two categories of such crashes: a crash that results in 10–30 fatalities, 50–100 serious injuries or a total cost of 50–100 million RMB ($US8-16m) is a “serious road traffic crash” (SRTC), while a crash that is even more severe or costly is a “particularly serious road traffic crash” (PSRTC). The aim of this study is to identify the main factors affecting different types of these crashes (single-vehicle, head-on, rear-end and side impact) with the ultimate goal of informing prevention activities and policies. Methods Detailed descriptions of the SRTCs and PSRTCs that occurred from 2007 to 2014 were collected from the database “In-depth Investigation and Analysis System for Major Road Traffic Crashes” (IIASMRTC), which is maintained by the Traffic Management Research Institute of the Ministry of Public Security of China (TMRI). 18 main risk factors, which were categorized into four areas (participant, vehicle, road and environment-related) were chosen as potential independent variables for the multinomial logistic regression analysis. Comparisons were made among the single-vehicle, head-on, rear-end and side impact crashes in terms of factors affecting crash occurrence. Findings Five risk factors were significant for the six multinomial logistic regression models, which were location, vertical alignment, roadside safety rating, driver distraction and overloading of cargo. It was indicated that intersections were more likely to have side impact SRTCs and PSRTCs, especially with poor visibility at night. Overloaded freight vehicles were more likely to be involved in a rear-end crash than other freight vehicles. Driver distraction is an important risk factor for head-on crashes, while vertical alignment and roadside safety rating are positively associated with single-vehicle crashes. Conclusion Based

  7. 75 FR 57696 - Change to FMCSA Policy on Calculating and Publicizing the Driver, Vehicle, and Hazardous...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-09-22

    ... Publicizing the Driver, Vehicle, and Hazardous Materials Out-of-Service Rates and Crash Rates AGENCY: Federal... carrier having a crash rate, or driver, vehicle, or hazardous materials (HM) out-of-service (OOS) rate in... percent of the national average for crash rates, and for driver, vehicle and hazardous materials OOS...

  8. Characterization of Foreign-Born vs. Native-Born Worker Fatalities in Kentucky, 2001-2014.

    PubMed

    Cruz, Yailet; Bunn, Terry Lee; Hanner, Nancy; Slavova, Svetla

    2017-02-15

    Information on foreign-born worker (FBW) and native-born worker (NBW) fatal injuries is scarce. The Kentucky Fatality Assessment and Control Evaluation program analyzed 2001-2014 worker fatality data. The Kentucky FBW fatality rate was double the US FBW and NBW rates, and 50% higher than the Kentucky NBW fatality rate. FBW average age at death was 38 years; NBW age was 47 years. FBW deaths occurred in construction (26%) and services (22%) industries, and transportation [28% (54% due to semi truck crashes)] and construction [26%(48% due to roofing, scaffolding, and ladder-related falls)] occupations; in contrast, NBW deaths occurred in services (22%), and transportation (18%) industries, and transportation (25%) and management (20%) occupations, and were due to exposures to inanimate mechanical forces (38%), and transport accidents (30%). Enhanced FBW cultural competent interventions and policies are needed to prevent FBW occupational injuries, and improve FBW workplace safety and health.

  9. Excess Fatality from Desipramine in Children and Adolescents

    ERIC Educational Resources Information Center

    Amitai, Yona; Frischer, Henri

    2006-01-01

    Objective: To compare the case fatality rate (CFR) from desipramine ingestion in children and adolescents with that of other tricyclic antidepressants. Method: All mentions of desipramine, amitriptyline, imipramine, nortriptyline, and doxepin in children and adolescents recorded in the American Association of Poison Control Centers Toxic Exposure…

  10. Evaluation of reported fatality data associated with workers using respiratory protection in the United States (1990-2012).

    PubMed

    Cowan, Dallas M; Benson, Stacey M; Cheng, Thales J; Hecht, Shelby; Boulos, Nancy M; Henshaw, John

    2016-06-24

    OSHA revised the 1971 respiratory protection standard in 1998 to add guidance for selecting and maintaining respirators. Fatality reports from 1990 to 2012 were used to characterize historical trends in fatalities associated with respirators. Industry- and time-specific trends were evaluated to determine the effect of the revision to the standard on respirator-related fatalities; 174 respirator-related deaths were reported. The majority of fatalities were associated with using an airline respirator (n = 34) or the absence of using a respirator in required spaces (n = 38). Overall, 79% of fatalities were associated with asphyxia. Fatalities were associated with improper employee use or lack of employer compliance. Reductions in fatality rates over time appeared to be associated with the revisions to the respirator standard, although other variables may influence rates (eg, controls). Recommendations for employers and employees regarding maintaining safe use of respirators are provided.

  11. Older driver population and crash involvement trends, 1974-1988.

    PubMed

    Stutts, J C; Martell, C

    1992-08-01

    North Carolina motor vehicle crash data for even-numbered years 1974-1988, inclusive, are analyzed in conjunction with North Carolina population, licensed driver, and mileage data to examine trends in motor vehicle crash involvement by driver age, sex, and race. Crash rates per licensed driver are presented along with crash rates per estimated vehicle miles travelled calculated on the basis of induced exposure. Results focus particularly on older drivers. They show that older drivers' representation in the licensed driver population has increased at a greater rate than their representation in either the census or crash involvement populations. These trends are particularly strong for females and for nonwhites. Furthermore, crash rates have declined more for drivers aged 55 and older than for younger drivers. The greatest declines, both in terms of crashes per licensed driver and crashes per estimated miles travelled, have been experienced by drivers age 65 and older, particularly nonwhites. Males show higher overall crash rates per miles travelled than females, but this effect decreases with age and disappears entirely in the oldest age categories. Results are discussed in light of the changing nature of the overall driving population and the cohort of older drivers in particular.

  12. Unintentional fatal injuries arising from unpaid work at home

    PubMed Central

    Driscoll, T; Mitchell, R; Hendrie, A; Healey, S; Mandryk, J; Hull, B

    2003-01-01

    Objective: Unpaid work in and around the home is a common and potentially high risk activity, yet there is limited information about the circumstances surrounding resulting injuries. This study aimed to describe circumstances surrounding fatal injuries resulting from home duties activities, in order to identify and prioritise areas for prevention. Design and setting: Coroners' reports on all unintentional deaths in Australia from 1989–92 inclusive were inspected to identify deaths of interest. Rates were calculated using population data and incorporating measures of time engaged in particular home duties activities. Results: There were 296 home duties deaths over the four year period. Most (83%) deaths were of males, and males had 10 times the risk of fatal injury compared with females. The most common activities resulting in fatal injuries were home repairs, gardening, and car care. The highest risk activities (deaths per million persons per year per hour of activity) were home repairs (49), car care (20), home improvements (18), and gardening (16). Being hit by inadequately braced vehicles during car maintenance, falls from inadequately braced ladders, contact with fire and flames while cooking, and contact with electricity during maintenance were the most common injury scenarios. Conclusions: Fatal injury of persons engaged in unpaid domestic work activities is a significant cause of death. Use of activity specific denominator data allows appropriate assessment of the degree of risk associated with each activity. The recurrence of similar circumstances surrounding many independent fatal incidents indicates areas where preventative interventions might be usefully targeted. PMID:12642552

  13. Motor vehicle fatalities among oil and gas extraction workers.

    PubMed

    Retzer, Kyla D; Hill, Ryan D; Pratt, Stephanie G

    2013-03-01

    Motor vehicle crashes are the leading cause of work-related fatality in the U.S. as well as in the oil and gas extraction industry. This study describes the characteristics of motor vehicle-related fatalities in the oil and gas extraction industry using data from the U.S. Bureau of Labor Statistics' Census of Fatal Occupational Injuries. It compares the risk of dying in a motor vehicle crash in this industry to other major industries and among different types and sizes of oil and gas extraction companies. There were 202 oil and gas extraction workers who died in a work-related motor vehicle crash from 2003 to 2009. The motor vehicle fatality rate for workers in this industry was 8.5 times that of all private wage and salary workers (7.6 vs. 0.9, p<.0001). Workers from small oil and gas establishments (<20 workers) and workers from well-servicing companies were at greatest risk of dying in a motor vehicle crash. Pick-up trucks were the most frequent type of vehicle occupied by the fatally injured worker (n=104, 51.5%). Safety belt non-use was identified in 38.1% (n=77) of the cases. Increased focus on motor vehicle safety in this industry is needed, in particular among small establishments. Extraction workers who drive light duty vehicles need to be a specific focus.

  14. Fatal Occupational Injuries among Non-governmental Employees in Malaysia

    PubMed Central

    Abas, Adinegara bin Lutfi; Mohd Said, Datuk Abd. Razzak B.; Aziz Mohammed, Mohammed Azman B.; Sathiakumar, Nalini

    2012-01-01

    Background In Malaysia, surveillance of fatal occupational injuries is fragmented. We therefore analyzed an alternative data source from Malaysia’s Social Security organization, the PERKESO. Methods We conducted a secondary data analysis of the PERKESO database comprised of 7 million employees from 2002 to 2006. Results Overall, the average annual incidence was 9.2 fatal occupational injuries per 100,000 workers. During the five-year period, there was a decrease in the absolute number of fatal injuries by 16% and the incidence by 34%. The transportation sector reported the highest incidence of fatal injuries (35.1/100,000), followed by agriculture (30.5/100,000) and construction (19.3/100,000) sectors. Persons of Indian ethnicity were more likely to sustain fatal injuries compared to other ethnic groups. Conclusions Government and industry should develop rigorous strategies to detect hazards in the workplace, especially in sectors that continuously record high injury rates. Targeted interventions emphasizing worker empowerment coupled with systematic monitoring and evaluation is critical to ensure success in prevention and control measures. PMID:22544443

  15. Fatal intersection crashes in Norway: patterns in contributing factors and data collection challenges.

    PubMed

    Ljung Aust, Mikael; Fagerlind, Helen; Sagberg, Fridulv

    2012-03-01

    Fatal motor vehicle intersection crashes occurring in Norway in the years 2005-2007 were analyzed to identify causation patterns among their underlying contributing factors, and also to assess if the data collection and documentation procedures used by the Norwegian in-depth investigation teams produces the information necessary to do causation pattern analysis. 28 fatal accidents were analyzed. Causation charts of contributing factors were first coded for each driver in each crash using the Driving Reliability and Error Analysis Method (DREAM). Next, the charts were aggregated based on a combination of conflict types and whether the driver was going straight or turning. Analysis results indicate that drivers who were performing a turning maneuver in these crashes faced perception difficulties and unexpected behavior from the primary conflict vehicle, while at the same time trying to negotiate a demanding traffic situation. Drivers who were going straight on the other hand had less perception difficulties but largely expect any turning drivers to yield, which led to either slow reaction or no reaction at all. In terms of common contributing factors, those often pointed to in literature as contributing to fatal crashes, e.g. high speed, drugs and/or alcohol and inadequate driver training, contributed in 12 of 28 accidents. This confirms their prevalence, but also shows that most drivers end up in these situations due to combinations of less auspicious contributing factors. In terms of data collection and documentation, there was an asymmetry in terms of reported obstructions to view due to signposts and vegetation. These were frequently reported as contributing for turning drivers, but rarely reported as contributing for their counterparts in the same crashes. This probably reflects an involuntary focus of the analyst on identifying contributing factors for the driver held legally liable, while less attention is paid to the driver judged not at fault. Since who to

  16. The economic value of fatal and non-fatal occupational risks in Mexico City using actuarial- and perceived-risk estimates.

    PubMed

    Hammitt, James K; Ibarrarán, María Eugenia

    2006-12-01

    Compensating wage differentials are used to estimate marginal rates of substitution between income and both fatal and non-fatal occupational-injury risks in the Mexico City metropolitan area. Data are obtained by in-person survey of almost 600 workers and include workers' perceived risks of fatal and non-fatal occupational injury supplemented by actuarial-risk estimates from government statistics. Results using both actuarial- and perceived-risk estimates are reasonably consistent. Estimates of the value per statistical life are between 235,000 US dollars and 325,000 US dollars and estimates of the value per statistical non-fatal injury are between 3500 US dollars and 11,000 US dollars (2002 US dollars). These values are much smaller than corresponding estimates for higher-income countries but are compatible with the small number of prior estimates for lower-income countries.

  17. Fatal and Severe Injury Motor Vehicle Crashes Involving Air Force Personnel 1988-1999

    DTIC Science & Technology

    2001-04-01

    stronger than man. –G. K. Chesterton Motor vehicle accidents are the nation‘s most common and costly serious injury producer, and rob the young in...Public Health. 1998;112(5):289-95. 14 Laapotti S, Keskinen E. —Differences in fatal loss-of-control accidents between young male and female drivers... Accident Analysis and Prevention. 1998;30(4):435-42. 15 Doherty ST, Andrey JC, MacGregor C. —The situational risks of young drivers: the influence

  18. Statistical implications of using moving violations to determine crash responsibility in young driver crashes.

    PubMed

    Curry, Allison E; Pfeiffer, Melissa R; Myers, Rachel K; Durbin, Dennis R; Elliott, Michael R

    2014-04-01

    Traditional methods for determining crash responsibility - most commonly moving violation citations - may not accurately characterize at-fault status among crash-involved drivers given that: (1) issuance may vary by factors that are independent of fault (e.g., driver age, gender), and (2) these methods do not capture driver behaviors that are not illegal but still indicative of fault. We examined the statistical implications of using moving violations to determine crash responsibility in young driver crashes by comparing it with a method based on crash-contributing driver actions. We selected all drivers in police-reported passenger-vehicle crashes (2010-2011) that involved a New Jersey driver <21 years old (79,485 driversdrivers ≥age 21). For each driver, crash responsibility was determined from the crash report using two alternative methods: (1) issuance of a moving violation citation; and (2) presence of a driver action (e.g., failure to yield, inattention). Overall, 18% of crash-involved drivers were issued a moving violation while 50% had a driver action. Only 32.2% of drivers with a driver action were cited for a moving violation. Further, the likelihood of being cited given the presence of a driver action was higher among certain driver subgroups-younger drivers, male drivers, and drivers in single-vehicle and more severe crashes. Specifically among young drivers, those driving at night, carrying peer passengers, and having a suspended or no license were more often cited. Conversely, fatally-injured drivers were almost never cited. We also demonstrated that using citation data may lead to statistical bias in the characterization of at-fault drivers and of quasi-induced exposure measures. Studies seeking to accurately determine crash responsibility should thoughtfully consider the potential sources of bias that may result from using legal culpability methods. For many studies, determining driver responsibility via the identification of

  19. Statistical implications of using moving violations to determine crash responsibility in young driver crashes

    PubMed Central

    Curry, Allison E.; Pfeiffer, Melissa R.; Myers, Rachel K.; Durbin, Dennis R.; Elliott, Michael R.

    2014-01-01

    Traditional methods for determining crash responsibility—most commonly moving violation citations—may not accurately characterize at-fault status among crash-involved drivers given that: (1) issuance may vary by factors that are independent of fault (e.g., driver age, gender), and (2) these methods do not capture driver behaviors that are not illegal but still indicative of fault. We examined the statistical implications of using moving violations to determine crash responsibility in young driver crashes by comparing it with a method based on crash-contributing driver actions. We selected all drivers in police-reported passenger-vehicle crashes (2010–2011) that involved a New Jersey driver <21 years old (79,485 drivers < age 21, 61,355 drivers ≥ age 21.) For each driver, crash responsibility was determined from the crash report using two alternative methods: (1) issuance of a moving violation citation; and (2) presence of a driver action (e.g., failure to yield, inattention). Overall, 18% of crash-involved drivers were issued a moving violation while 50% had a driver action. Only 32.2% of drivers with a driver action were cited for a moving violation. Further, the likelihood of being cited given the presence of a driver action was higher among certain driver subgroups—younger drivers, male drivers, and drivers in single-vehicle and more severe crashes. Specifically among young drivers, those driving at night, carrying peer passengers, and having a suspended or no license were more often cited. Conversely, fatally-injured drivers were almost never cited. We also demonstrated that using citation data may lead to statistical bias in the characterization of at-fault drivers and of quasi-induced exposure measures. Studies seeking to accurately determine crash responsibility should thoughtfully consider the potential sources of bias that may result from using legal culpability methods. For many studies, determining driver responsibility via the identification

  20. Relationship between US Societal Fatality Risk per Vehicle Miles of Travel and Mass, for Individual Vehicle Models over Time (Model Year)

    SciTech Connect

    Wenzel, Tom P.

    2016-07-27

    This report presents a new approach to analyze the relationship between vehicle mass and risk: tracking fatality risk by vehicle model year and mass, for individual vehicle models. This approach is appealing as it greatly minimizes the influence of driver characteristics and behavior, and crash circumstances, on fatality risk. However, only the most popular vehicle models, with the largest number of fatalities, can be analyzed in this manner. While the analysis of all vehicle models of a given type suggests that there is a relationship between increased mass and fatality risk, analysis of the ten most popular four-door car models separately suggests that this relationship is weak: in many cases when the mass of a specific vehicle model is increased societal fatality risk is unchanged or even increases. These results suggest that increasing the mass of an individual vehicle model does not necessarily lead to decreased societal fatality risk.

  1. The Role of Race and Ethnicity on the Effect of Graduated Driver Licensing Laws in the United States

    PubMed Central

    Romano, Eduardo; Fell, James; Voas, Robert

    2011-01-01

    Objective: To determine if graduated driver licensing (GDL) law effects were the same for different racial/ethnic groups of young drivers. Methods: The Fatality Analysis Reporting System (FARS) data files were analyzed using descriptive pre- and post-GDL law analyses and logistic regression. Analyses were conducted on 8,036 drivers aged 15 to 17 killed in single-vehicle crashes from 1999 to 2008. Whites, African-Americans, Asians, Hispanics, and Native Americans/Others were examined. Two analyses were conducted: one of all states, and one of the 23 states that adopted a GDL law between 1999 and 2008. Results: Although GDL laws had varying degrees of success in reducing the likelihood of drinking and driving among young drivers of different racial/ethnic groups, that variation did not occur in fatal crashes where speeding was a factor, except for Hispanics. GDL laws showed similar reductions for White, African-American, and Asian young drivers in single-vehicle fatal crashes; however, young Hispanic drivers were not as affected by GDL as were Whites and African-Americans. Our analysis of states with GDL laws enacted between 2000 and 2007 showed no change for young Hispanic drivers in fatal crashes before and after a GDL law was adopted. Overall, GDL reductions were largest for young White drivers (p<.01), followed by African-Americans (p<.05), Asians (p<.05), and Hispanics (p<.10; not significant). GDL laws had no apparent effect on speeding-related fatal crashes of these novice drivers. Implications: Reasons for these findings are hypothesized and discussed: (1) differences in drinking patterns of the racial/ethnic groups; (2) differences in driving exposure among the groups; and (3) differences in the influence of parents on youthful drivers entering the GDL phases. PMID:22105383

  2. [Fatal exposure to Aconitum napellus].

    PubMed

    German Jørgensen, Jørgen Rahr; Andersen, Anne Elsborg

    2013-06-10

    Fatal exposure to poisonous plants in northern Europe is a rare condition. In this case report we describe an intended poisoning with Aconitum napellus (monkshood), which contains the toxin aconitine. The lethal dose in adults is 3-6 mg. The toxin affects excitable cells such as neurons and myocytes causing degrees of unconsciousness, hypotension and cardiac arrhythmias. There is no antidote and treatment is symptomatic. We describe a patient who had eaten monkshood. She was treated with infusion of lidocaine and survived. After 24 hours of treatment and monitoring she was discharged from the intensive care unit.

  3. [Fatal poisoning due to Indigofera].

    PubMed

    Labib, S; Berdai, M-A; Bendadi, A; Achour, S; Harandou, M

    2012-01-01

    Indigo, also known in Morocco as Nila, is a dye widely used in the coloring of Moroccan handicrafts. It is obtained from fermentation reactions on the leaves and branches of true indigo, Indigofera tinctoria, which is a widespread plant in tropical Africa and Asia. We report a case of fatal poisoning in a 3-year-old child after administration of indigo for therapeutic purposes. Death resulted from multiple organ failure. The toxicity of this compound is little known in the literature and deserves to be explored through toxicokinetic and toxicodynamic studies, in order to better determine the toxic constituents of the dye.

  4. Thermally Activated Driver

    NASA Technical Reports Server (NTRS)

    Kinard, William H.; Murray, Robert C.; Walsh, Robert F.

    1987-01-01

    Space-qualified, precise, large-force, thermally activated driver (TAD) developed for use in space on astro-physics experiment to measure abundance of rare actinide-group elements in cosmic rays. Actinide cosmic rays detected using thermally activated driver as heart of event-thermometer (ET) system. Thermal expansion and contraction of silicone oil activates driver. Potential applications in fluid-control systems where precise valve controls are needed.

  5. 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

  6. Fatal neglect of the elderly.

    PubMed

    Ortmann, C; Fechner, G; Bajanowski, T; Brinkmann, B

    2001-01-01

    Maltreatment of the elderly is a common problem that affects more than 3% of the elderly. We report on two cases of fatal neglect. Risk factors of victims and caregivers were analysed in the context of the social history. In both cases, the victims had a dominant personality and the abusers (the sons) had been strictly controlled and formed by the parent. The victims showed typical risk factors such as living together with the abuser, isolation, dependence on care, income and money administration. Initially, the victims declined help from outside and self-neglect occurred. The unemployed perpetrators lived in social isolation and depended financially and mentally on the victims. In both cases no mental illness was present but there was a decrease of social competence. Legal medicine is predominantly involved in fatal cases in connection with external post-mortem examinations and autopsies. Also in the living, the medico-legal expert can assist in the identification of findings in elderly persons in cases of suspected abuse.

  7. Motor vehicle drivers' injuries in train-motor vehicle crashes.

    PubMed

    Zhao, Shanshan; Khattak, Aemal

    2015-01-01

    The objectives of this research were to: (1) identify a more suitable model for modeling injury severity of motor vehicle drivers involved in train-motor vehicle crashes at highway-rail grade crossings from among three commonly used injury severity models and (2) to investigate factors associated with injury severity levels of motor vehicle drivers involved in train-motor vehicle crashes at such crossings. The 2009-2013 highway-rail grade crossing crash data and the national highway-rail crossing inventory data were combined to produce the analysis dataset. Four-year (2009-2012) data were used for model estimation while 2013 data were used for model validation. The three injury severity levels-fatal, injury and no injury-were based on the reported intensity of motor-vehicle drivers' injuries at highway-rail grade crossings. The three injury severity models evaluated were: ordered probit, multinomial logit and random parameter logit. A comparison of the three models based on different criteria showed that the random parameter logit model and multinomial logit model were more suitable for injury severity analysis of motor vehicle drivers involved in crashes at highway-rail grade crossings. Some of the factors that increased the likelihood of more severe crashes included higher train and vehicle speeds, freight trains, older drivers, and female drivers. Where feasible, reducing train and motor vehicle speeds and nighttime lighting may help reduce injury severities of motor vehicle drivers.

  8. Discriminating the drivers of edge effects on nest predation: forest edges reduce capture rates of ship rats (Rattus rattus), a globally invasive nest predator, by altering vegetation structure.

    PubMed

    Ruffell, Jay; Didham, Raphael K; Barrett, Paul; Gorman, Nic; Pike, Rhonda; Hickey-Elliott, Andrée; Sievwright, Karin; Armstrong, Doug P

    2014-01-01

    Forest edges can strongly affect avian nest success by altering nest predation rates, but this relationship is inconsistent and context dependent. There is a need for researchers to improve the predictability of edge effects on nest predation rates by examining the mechanisms driving their occurrence and variability. In this study, we examined how the capture rates of ship rats, an invasive nest predator responsible for avian declines globally, varied with distance from the forest edge within forest fragments in a pastoral landscape in New Zealand. We hypothesised that forest edges would affect capture rates by altering vegetation structure within fragments, and that the strength of edge effects would depend on whether fragments were grazed by livestock. We measured vegetation structure and rat capture rates at 488 locations ranging from 0-212 m from the forest edge in 15 forest fragments, seven of which were grazed. Contrary to the vast majority of previous studies of edge effects on nest predation, ship rat capture rates increased with increasing distance from the forest edge. For grazed fragments, capture rates were estimated to be 78% lower at the forest edge than 118 m into the forest interior (the farthest distance for grazed fragments). This relationship was similar for ungrazed fragments, with capture rates estimated to be 51% lower at the forest edge than 118 m into the forest interior. A subsequent path analysis suggested that these 'reverse' edge effects were largely or entirely mediated by changes in vegetation structure, implying that edge effects on ship rats can be predicted from the response of vegetation structure to forest edges. We suggest the occurrence, strength, and direction of edge effects on nest predation rates may depend on edge-driven changes in local habitat when the dominant predator is primarily restricted to forest patches.

  9. [Biochemical diagnostics of fatal opium intoxication].

    PubMed

    Papyshev, I P; Astashkina, O G; Tuchik, E S; Nikolaev, B S; Cherniaev, A L

    2013-01-01

    Biochemical diagnostics of fatal opium intoxication remains a topical problem in forensic medical science and practice. We investigated materials obtained in the course of forensic medical expertise of the cases of fatal opium intoxication. The study revealed significant differences between myoglobin levels in blood, urine, myocardium, and skeletal muscles. The proposed approach to biochemical diagnostics of fatal opium intoxication enhances the accuracy and the level of evidence of expert conclusions.

  10. Fatal motorcycle crashes: a growing public health problem in Cambodia.

    PubMed

    Roehler, Douglas R; Ear, Chariya; Parker, Erin M; Sem, Panhavuth; Ballesteros, Michael F

    2015-01-01

    This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007-2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists.

  11. Driving through the Great Recession: Why does motor vehicle fatality decrease when the economy slows down?

    PubMed Central

    He, Monica M.

    2016-01-01

    The relationship between short-term macroeconomic growth and temporary mortality increases remains strongest for motor vehicle (MV) crashes. In this paper, I investigate the mechanisms that explain falling MV fatality rates during the recent Great Recession. Using U.S. state-level panel data from 2003–2013, I first estimate the relationship between unemployment and MV fatality rate and then decompose it into risk and exposure factors for different types of MV crashes. Results reveal a significant 2.9 percent decrease in MV fatality rate for each percentage point increase in unemployment rate. This relationship is almost entirely explained by changes in the risk of driving rather than exposure to the amount of driving and is particularly robust for crashes involving large commercial trucks, multiple vehicles, and speeding cars. These findings provide evidence suggesting traffic patterns directly related to economic activity lead to higher risk of MV fatality rates when the economy improves. PMID:26967529

  12. Heat fatalities in Pima County, Arizona.

    PubMed

    Keim, Samuel M; Mays, Mary Z; Parks, Bruce; Pytlak, Erik; Harris, Robin M; Kent, Michael A

    2007-03-01

    The most common cause of heat fatalities is environmental exposure during heat waves. Deserts of the southwestern USA are known for temperatures that exceed 32 degrees C for 30 days or more; yet, heat-related fatalities are rare among residents of the region. We compiled data from the National Weather Service and the Office of the Medical Examiner in order to determine the relationship between temperature and occurrence of heat fatalities in Pima County, AZ. Logistic regression indicated that for each degree of increase in temperature (degrees C), there was a 35% increase in the odds of a heat fatality occurring (p<0.001).

  13. Fatality estimator user’s guide

    USGS Publications Warehouse

    Huso, Manuela M.; Som, Nicholas; Ladd, Lew

    2012-12-11

    Only carcasses judged to have been killed after the previous search should be included in the fatality data set submitted to this estimator software. This estimator already corrects for carcasses missed in previous searches, so carcasses judged to have been missed at least once should be considered “incidental” and not included in the fatality data set used to estimate fatality. Note: When observed carcass count is <5 (including 0 for species known to be at risk, but not observed), USGS Data Series 881 (http://pubs.usgs.gov/ds/0881/) is recommended for fatality estimation.

  14. A Simple Wave Driver

    ERIC Educational Resources Information Center

    Temiz, Burak Kagan; Yavuz, Ahmet

    2015-01-01

    This study was done to develop a simple and inexpensive wave driver that can be used in experiments on string waves. The wave driver was made using a battery-operated toy car, and the apparatus can be used to produce string waves at a fixed frequency. The working principle of the apparatus is as follows: shortly after the car is turned on, the…

  15. Help Wanted: Drivers.

    ERIC Educational Resources Information Center

    Hoober, Scott

    1999-01-01

    A booming economy and low unemployment make it harder than ever before to lure and retain good school-bus drivers. Lack of money for good wages has prompted some innovative recruitment and retention tactics. Chicago has turned to the rolls of people going off welfare as a source of bus-driver candidates. The Trans Group, headquartered in Chestnut…

  16. Tuberculosis treatment adherence and fatality in Spain

    PubMed Central

    2009-01-01

    Background The adherence to long tuberculosis (TB) treatment is a key factor in TB control programs. Always some patients abandon the treatment or die. The objective of this study is to identify factors associated with defaulting from or dying during antituberculosis treatment. Methods Prospective study of a large cohort of TB cases diagnosed during 2006-2007 by 61 members of the Spanish Society of Pneumology and Thoracic Surgery (SEPAR). Predictive factors of completion outcome (cured plus completed treatment vs. defaulters plus lost to follow-up) and fatality (died vs. the rest of patients) were based on logistic regression, calculating odds ratios (OR) and 95% confidence intervals (CI). Results Of the 1490 patients included, 29.7% were foreign-born. The treatment outcomes were: cured 792 (53.2%), completed treatment 540 (36.2%), failure 2 (0.1%), transfer-out 33 (2.2%), default 27 (1.8%), death 27 (1.8%), lost to follow-up 65 (4.4%), other 4 (0.3%). Completion outcome reached 93.5% and poor adherence was associated with: being an immigrant (OR = 2.03; CI:1.06-3.88), living alone (OR = 2.35; CI:1.05-5.26), residents of confined institutions (OR = 4.79; CI:1.74-13.14), previous treatment (OR = 2.93; CI:1.44-5.98), being an injecting drug user (IDU) (OR = 9.51; CI:2.70-33.47) and treatment comprehension difficulties (OR = 2.93; CI:1.44-5.98). Case fatality was 1.8% and it was associated with the following variables: age 50 or over (OR = 10.88; CI:1.12-105.01), retired (OR = 12.26;CI:1.74-86.04), HIV-infected (OR = 9.93; CI:1.48-66.34), comprehension difficulties (OR = 4.07; CI:1.24-13.29), IDU (OR = 23.59; CI:2.46-225.99) and Directly Observed Therapy (DOT) (OR = 3.54; CI:1.07-11.77). Conclusion Immigrants, those living alone, residents of confined institutions, patients treated previously, those with treatment comprehension difficulties, and IDU patients have poor adherence and should be targeted for DOT. To reduce fatality rates, stricter monitoring is required

  17. Lowering state legal blood alcohol limits to 0.08%: the effect on fatal motor vehicle crashes.

    PubMed Central

    Hingson, R; Heeren, T; Winter, M

    1996-01-01

    OBJECTIVES: This study was undertaken to determine whether reductions in alcohol-related fatal crashes following adoption of 0.08% legal blood alcohol limits were independent of general regional trends. METHODS: The first five states that lowered legal blood alcohol limits to 0.08% were paired with five nearby states that retained a 0.10% legal standard. Within each pair, comparisons were made for the maximum equal available number of pre- and postlaw years. RESULTS: States adopting 0.08% laws experienced 16% and 18% relative postlaw declines in the proportions of fatal crashes involving fatally injured drivers whose blood alcohol levels were 0.08% or higher and 0.15% or higher. CONCLUSIONS: It all states adopted 0.08% legal blood alcohol limits, at least 500 to 600 fewer fatal crashes would occur annually. PMID:8806383

  18. Major mishaps among mobile offshore drilling units, 1955-1981: time trends and fatalities.

    PubMed

    Clemmer, D I; Diem, J E

    1985-03-01

    Major mishaps among mobile offshore drilling units worldwide from 1955-1981 were identified from industry and government sources. Based on annual numbers of rigs in service and typical staffing patterns, annual mishap rates and fatality rates for rig types and mishap categories were computed. While the frequency of major mishaps has increased in recent years, the mishap rate per 100 rig-years of service has remained stable. The overall stability obscures the fact that jack-up rigs have had an increasing mishap rate while the rate for other rig types combined has gradually declined. Although the fatal mishap rate has also remained constant, the annual fatality rate per 100 000 full time equivalent (FTE) workers has risen sharply. This can be attributed to increasing numbers of lives lost in environmental mishaps while deaths from operational mishaps have declined. There were 344 fatalities during the 27-year period. Although an average of some 13 deaths per year worldwide appears minimal, the relatively small size of the workforce gives this number significance particularly when it is noted that 'occupational' fatalities, those occurring in the course of routine operations, are not included. The overall fatality rate secondary to major mishaps was 84.3 per 100 000 FTE worker-years.

  19. [Autoerotic fatalities in Greater Dusseldorf].

    PubMed

    Hartung, Benno; Hellen, Florence; Borchard, Nora; Huckenbeck, Wolfgang

    2011-01-01

    Autoerotic fatalities in the Greater Dusseldorf area correspond to the relevant medicolegal literature. Our results included exclusively young to middle-aged, usually single men who were found dead in their city apartments. Clothing and devices used showed a great variety. Women's or fetish clothing and complex shackling or hanging devices were disproportionately frequent. In most cases, death occurred due to hanging or ligature strangulation. There was no increased incidence of underlying psychiatric disorders. In most of the deceased no or at least no remarkable alcohol intoxication was found. Occasionally, it may be difficult to reliably differentiate autoerotic accidents, accidents occurring in connection with practices of bondage & discipline, dominance & submission (BDSM) from natural death, suicide or homicide.

  20. The Effectiveness of Drinking and Driving Policies for Different Alcohol-Related Fatalities: A Quantile Regression Analysis

    PubMed Central

    Ying, Yung-Hsiang; Wu, Chin-Chih; Chang, Koyin

    2013-01-01

    To understand the impact of drinking and driving laws on drinking and driving fatality rates, this study explored the different effects these laws have on areas with varying severity rates for drinking and driving. Unlike previous studies, this study employed quantile regression analysis. Empirical results showed that policies based on local conditions must be used to effectively reduce drinking and driving fatality rates; that is, different measures should be adopted to target the specific conditions in various regions. For areas with low fatality rates (low quantiles), people’s habits and attitudes toward alcohol should be emphasized instead of transportation safety laws because “preemptive regulations” are more effective. For areas with high fatality rates (or high quantiles), “ex-post regulations” are more effective, and impact these areas approximately 0.01% to 0.05% more than they do areas with low fatality rates. PMID:24084673

  1. [Drivers of advanced age in traffic accidents].

    PubMed

    Bilban, Marjan

    2002-12-01

    The elderly are vulnerable and potentially unpredictable active participants in traffic who deserve special attention. Longer life expectancy entails a greater number of senior drivers, that is, persons with various health problems and difficulties accompanying old age. At the turn of the millennium, the share of population aged 65 or more in Slovenia was around 13%, and in 25 years it will be near as much as 19%. The share of drivers from this age group was 28% a year ago, and it is expected to reach about 54%. Numerous studies have shown that there are many differences in driving attitude between the young and the elderly. The young are by large active victims, and their main offense and cause of accident is speeding, while the elderly are more passive and their main offense is ignoring and enforcing the right of way. This paper focuses on the differences in the occurrence and type of injuries between the young and the elderly drivers, based on an analysis of all road accidents in Slovenia in the period between 1998-2000. Older people (over 65) caused only 4.7% of all road accidents (16.7% of all accidents involving pedestrians, 11.5% of all involving cyclists, 2.7% involving motorcyclists and 5% of all accidents involving car drivers). Of all accidents, 89.3% were without injuries, and the fatal outcome was registered in 0.4% accidents. Among the elderly (65-74 years of age), however, this share was 1%, and rising to 2.7% with the age 75 and above. By calculating the weight index, which discriminates between minor and severe injuries, and the fatal outcome, it was established that age groups 65-74 and > or = 75 cause three and five times greater damage, respectively than age groups from 18 to 54 years. With years, psychophysical changes lead to a drop in driving ability, which in turn increases the risk of road accidents. It is true that elderly people cause less traffic accidents (and also drive less) than the young, but when they are involved in an accident

  2. Incidence of paediatric fatal and non-fatal low speed vehicle run over events in Queensland, Australia: eleven year analysis

    PubMed Central

    2014-01-01

    Background The purpose of this study was to estimate the incidence of fatal and non-fatal Low Speed Vehicle Run Over (LSVRO) events among children aged 0–15 years in Queensland, Australia, at a population level. Methods Fatal and non-fatal LSVRO events that occurred in children resident in Queensland over eleven calendar years (1999-2009) were identified using ICD codes, text description, word searches and medical notes clarification, obtained from five health related data bases across the continuum of care (pre-hospital to fatality). Data were manually linked. Population data provided by the Australian Bureau of Statistics were used to calculate crude incidence rates for fatal and non-fatal LSVRO events. Results There were 1611 LSVROs between 1999–2009 (IR = 16.87/100,000/annum). Incidence of non-fatal events (IR = 16.60/100,000/annum) was 61.5 times higher than fatal events (IR = 0.27/100,000/annum). LSVRO events were more common in boys (IR = 20.97/100,000/annum) than girls (IR = 12.55/100,000/annum), and among younger children aged 0–4 years (IR = 21.45/100000/annum; 39% or all events) than older children (5–9 years: IR = 16.47/100,000/annum; 10–15 years IR = 13.59/100,000/annum). A total of 896 (56.8%) children were admitted to hospital for 24 hours of more following an LSVRO event (IR = 9.38/100,000/annum). Total LSVROs increased from 1999 (IR = 14.79/100,000) to 2009 (IR = 18.56/100,000), but not significantly. Over the 11 year period, there was a slight (non –significant) increase in fatalities (IR = 0.37-0.42/100,000/annum); a significant decrease in admissions (IR = 12.39–5.36/100,000/annum), and significant increase in non-admissions (IR = 2.02-12.77/100,000/annum). Trends over time differed by age, gender and severity. Conclusion This is the most comprehensive, population-based epidemiological study on fatal and non-fatal LSVRO events to date. Results from this study indicate

  3. 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

  4. Fatal attraction: Explaining Russia's sensitive nuclear transfers to Iran

    NASA Astrophysics Data System (ADS)

    Kuchinsky, Leah R.

    This paper explores Russia's sensitive nuclear assistance to Iran in an effort to determine why a supplier state might proliferate against its own apparent security interests. The goal is to help readers understand the supply-side dynamics of nuclear proliferation. Through careful reconstruction of the historical narrative, using open source data, this study tests the plausibility of a "fatalistic calculus" explanation, identified by Stephen Sestanovich as a possible driver for Russia's behavior. According to the hypothesis, Russia has cooperated with Iran as a way both to stay in the good graces of a neighbor that is suspected of developing nuclear weapons and to win short-term influence and profits. The paper also examines the role of other factors advanced in the existing supply-side literature, such as economic motives identified by physicist and nonproliferation scholar David Albright. The findings show that bureaucratic, economic and fatalistic factors have each played a role in motivating Russia's cooperation with Iran, with their relative importance shifting over time. Fatalism begets a strategy of Russian "minimaxing," in the lexicon of Russia scholar Robert Freedman, wherein Russia attempts to minimize damage to its relationship with the U.S. while maximizing influence in Iran via nuclear cooperation. Fatalism, as actualized by minimaxing, best explains Russia's behavior after former Russian president Vladmir Putin came to power, when the bureaucratic and economic arguments become less cogent.

  5. Simulated driving performance under alcohol: effects on driver-risk versus driver-skill

    PubMed Central

    Laude, Jennifer R.; Fillmore, Mark T.

    2015-01-01

    Background Those who place their vehicles closer to others on the roadway are said to have high risk acceptance, and this contributes to motor vehicle crashes. However, the effect of alcohol on this risky driving behavior is understudied. Behavioral mechanisms that contribute to risky driving are also not well understood. Further, whether increased risk-taking behavior in a driver co-occurs with pronounced impairment in the driver’s skill is unknown. Methods The study examined the effect of alcohol on risk and skill-relevant driving and whether riskier drivers were also those who showed high skill impairment. The relationship between driving behavior and inhibitory control was also tested. Participants completed two driving simulations. In the first drive test, risky driving was encouraged and in the second test, skill-relevant driving was emphasized. The cued go/no-go task provided a measure inhibitory control. Tests were completed under a 0.65 g/kg alcohol and 0.0 g/kg (placebo) dose of alcohol. Results Alcohol impaired a measure of driving skill and increased driver risk taking. It was also found that riskier drivers were not necessarily those who showed the greatest impairments in skill. Poorer inhibitory control was associated with greater driver risk in the sober state. Conclusions Alcohol-induced risk-taking behaviors can be dissociable from impairing effects on driver skill and poor inhibitory control is selectively related to risky driving. As such, a distinction between skill and risk-related driving needs to be made in the investigation of problems concerning DUI-related accidents and fatalities in future research. PMID:26231663

  6. Gasoline Prices and Motor Vehicle Fatalities

    ERIC Educational Resources Information Center

    Grabowski, David C.; Morrisey, Michael A.

    2004-01-01

    Fatal motor vehicle crashes per capita remained relatively stable over the 1990s, in spite of new traffic safety laws and vehicle innovations. One explanation for this stability is that the price of gasoline declined, which resulted in more vehicle miles traveled and potentially more fatalities. By using 1983-2000 monthly gasoline price and…

  7. Fatal diphenhydramine poisoning in a dog

    PubMed Central

    Buchweitz, John P.; Raverty, Stephen A.; Johnson, Margaret B.; Lehner, Andreas F.

    2014-01-01

    We report a fatal diphenhydramine poisoning of a 10-year-old, male poodle-cross dog with pre-existing conditions and suspected co-ingestion of ethanol. This case illustrates that diphenhydramine overdose can be fatal in certain circumstances and that analytical toxicology may play an important role in animal death investigations. PMID:25392554

  8. Fatal haemorrhage following male ritual circumcision.

    PubMed

    Hiss, J; Horowitz, A; Kahana, T

    2000-03-01

    Lethal complications following ritual circumcision are extremely rare, the most common being sepsis. We present here a case of fatal haemorrhage from a tiny incision of the glans, following a 'home' circumcision of a 6-week-old baby. The post-mortem examination disclosed idiopathic neonatal hepatitis. It is suggested that the previously undiagnosed hepatic condition was responsible for the fatal haemorrhage.

  9. The Epidemiology of Fatal road traffic Collisions in Trinidad and Tobago, West Indies (2000–2011)

    PubMed Central

    Gopaul, Chavin D.; Singh-Gopaul, Aruna; Sutherland, Joan M.; Rostant, Luke; Ebi, Kristie L.; Chadee, Dave D.

    2016-01-01

    Summary of what was known • Few studies on road traffic collisions conducted in Latin American and the Caribbean region • Increasing car ownership within the region • Lack of seatbelt usage in Trinidad • Most accidents are associated with alcohol usage • High mortality among pedestrians Summary of what this study adds • Most collisions occur at night • Most collisions occur at weekends • Collisions are evenly distributed throughout the year • More males than females die in fatal collisions • The most productive age group (15–44) is affected the most • More drivers than pedestrians are affected • Reflects the pattern of developed rather than developing countries with respect to time of day for RTCs Background The purpose of the study is to determine the epidemiology of road traffic collisions (RTCs) in Trinidad and Tobago by characterizing RTCs in terms of number of collisions, fatalities, victim profiles, and locations for the purpose of informing accident prevention programs. Previous studies of RTCs in Trinidad and Tobago were primarily concerned with patterns of drivers use of seat belts, road collisions as a cause of mortality in young men, and the economic burden of road collisions. Attempts were made to model road fatalities, but limited epidemiological data meant that it was difficult to determine trends or develop models. Methods This study determined the epidemiology of RTCs in Trinidad and Tobago over the period 2000–2011 using data collected by the Trinidad and Tobago Road Traffic Branch of the Police Service and secondary data from the Central Statistical Office. Data were analyzed using Excel, SPSS, and R statistical packages. Results Fatalities were greater among men (80%) than among women (20%) and were highest on two major freeways in Trinidad [the Churchill–Roosevelt Highway and the Sir Solomon Hochoy Highway]. Most collisions occurred during the night among individuals between the ages of 15

  10. Synchrotron based proton drivers

    SciTech Connect

    Weiren Chou

    2002-09-19

    Proton drivers are the proton sources that produce intense short proton bunches. They have a wide range of applications. This paper discusses the proton drivers based on high-intensity proton synchrotrons. It gives a review of the high-intensity proton sources over the world and a brief report on recent developments in this field in the U.S. high-energy physics (HEP) community. The Fermilab Proton Driver is used as a case study for a number of challenging technical design issues.

  11. Does Size Matter? Atmospheric CO2 May Be a Stronger Driver of Stomatal Closing Rate Than Stomatal Size in Taxa That Diversified under Low CO2.

    PubMed

    Elliott-Kingston, Caroline; Haworth, Matthew; Yearsley, Jon M; Batke, Sven P; Lawson, Tracy; McElwain, Jennifer C

    2016-01-01

    One strategy for plants to optimize stomatal function is to open and close their stomata quickly in response to environmental signals. It is generally assumed that small stomata can alter aperture faster than large stomata. We tested the hypothesis that species with small stomata close faster than species with larger stomata in response to darkness by comparing rate of stomatal closure across an evolutionary range of species including ferns, cycads, conifers, and angiosperms under controlled ambient conditions (380 ppm CO2; 20.9% O2). The two species with fastest half-closure time and the two species with slowest half-closure time had large stomata while the remaining three species had small stomata, implying that closing rate was not correlated with stomatal size in these species. Neither was response time correlated with stomatal density, phylogeny, functional group, or life strategy. Our results suggest that past atmospheric CO2 concentration during time of taxa diversification may influence stomatal response time. We show that species which last diversified under low or declining atmospheric CO2 concentration close stomata faster than species that last diversified in a high CO2 world. Low atmospheric [CO2] during taxa diversification may have placed a selection pressure on plants to accelerate stomatal closing to maintain adequate internal CO2 and optimize water use efficiency.

  12. Does Size Matter? Atmospheric CO2 May Be a Stronger Driver of Stomatal Closing Rate Than Stomatal Size in Taxa That Diversified under Low CO2

    PubMed Central

    Elliott-Kingston, Caroline; Haworth, Matthew; Yearsley, Jon M.; Batke, Sven P.; Lawson, Tracy; McElwain, Jennifer C.

    2016-01-01

    One strategy for plants to optimize stomatal function is to open and close their stomata quickly in response to environmental signals. It is generally assumed that small stomata can alter aperture faster than large stomata. We tested the hypothesis that species with small stomata close faster than species with larger stomata in response to darkness by comparing rate of stomatal closure across an evolutionary range of species including ferns, cycads, conifers, and angiosperms under controlled ambient conditions (380 ppm CO2; 20.9% O2). The two species with fastest half-closure time and the two species with slowest half-closure time had large stomata while the remaining three species had small stomata, implying that closing rate was not correlated with stomatal size in these species. Neither was response time correlated with stomatal density, phylogeny, functional group, or life strategy. Our results suggest that past atmospheric CO2 concentration during time of taxa diversification may influence stomatal response time. We show that species which last diversified under low or declining atmospheric CO2 concentration close stomata faster than species that last diversified in a high CO2 world. Low atmospheric [CO2] during taxa diversification may have placed a selection pressure on plants to accelerate stomatal closing to maintain adequate internal CO2 and optimize water use efficiency. PMID:27605929

  13. Mass drivers. 3: Engineering

    NASA Technical Reports Server (NTRS)

    Arnold, W.; Bowen, S.; Cohen, S.; Fine, K.; Kaplan, D.; Kolm, M.; Kolm, H.; Newman, J.; Oneill, G. K.; Snow, W.

    1979-01-01

    The last of a series of three papers by the Mass-Driver Group of the 1977 Ames Summer Study is presented. It develops the engineering principles required to implement the basic mass-driver. Optimum component mass trade-offs are derived from a set of four input parameters, and the program used to design a lunar launcher. The mass optimization procedures is then incorporated into a more comprehensive mission optimization program called OPT-4, which evaluates an optimized mass-driver reaction engine and its performance in a range of specified missions. Finally, this paper discusses, to the extent that time permitted, certain peripheral problems: heating effects in buckets due to magnetic field ripple; an approximate derivation of guide force profiles; the mechanics of inserting and releasing payloads; the reaction mass orbits; and a proposed research and development plan for implementing mass drivers.

  14. Electronic Driver Education Simulator.

    ERIC Educational Resources Information Center

    Spence, Keith R.

    1980-01-01

    Describes the collision avoidance simulator, which provides both a hands-on prolect for digital electronics students and a motivation device for driver education students. Gives details of the electrical construction and operation of the simulator. (JOW)

  15. The experiences and perceptions of heavy vehicle drivers and train drivers of dangers at railway level crossings.

    PubMed

    Davey, Jeremy; Wallace, Angela; Stenson, Nick; Freeman, James

    2008-05-01

    Heavy vehicle-train collisions have the potential to be catastrophic in terms of fatalities, environmental disaster, delays in the rail network, and extensive damage to property. Heavy vehicles, such as 'Road Trains' and 'B-Doubles', are vulnerable road users due to their size and mass and require specific risk management solutions. The present study aimed to capture the experiences of heavy vehicle drivers and train drivers at road-rail level crossings, with a view to exploring the contributing factors toward such accidents. A series of semi-structured focus groups was conducted, with a total of 17 train drivers and 26 heavy vehicle drivers taking part. Though there were some differences between the groups in perceptions of the causes of heavy vehicle-level crossing incidents, discussion in both groups centred on design issues an behavioural issues. With regard to design, the configuration of level crossings was found to affect heavy vehicle driver visibility and effective vehicle clearance. With regard to behaviour, discussion centred around wilful violation of crossing protocols, often as a time-saving measure, as well as driver complacency due to high levels of familiarity. The implications of these factors for future level crossing safety initiatives are discussed.

  16. Fatal intoxication with tianeptine (Stablon).

    PubMed

    Proença, Paula; Teixeira, Helena; Pinheiro, João; Monsanto, Paula V; Vieira, Duarte Nuno

    2007-08-06

    Tianeptine (Stablon), although structurally similar to tricyclic antidepressants, acts by enhancing the reuptake of serotonin. A fatal case is presented involving a 26-year-old man, found lying in bed with a "mushroom of foam" around his mouth. Empty blister packs of Stablon and a suicide note were found next to the body. A liquid-liquid extraction procedure with n-hexane: ethyl acetate and n-hexane: 2-propanol, followed by LC-DAD-MS analysis, using positive mode electrospray ionization was performed. The detection limit was 0.001 microg/mL. The toxicological results revealed the following tianeptine concentrations in the post-mortem samples: blood 5.1 microg/mL; urine 2.0 microg/mL; liver 23 microg/g; stomach contents 22 mg. Femoral blood analyses also revealed an ethanol concentration of 0.53 g/L. The present method was also developed and validated for the other post-mortem specimens, since no previous published data had confirmed the post-mortem distribution of tianeptine. The absence of other suitable direct causes of death (macroscopic or histological) and the positive results achieved with the toxicological analysis led the pathologist to rule that death was due to an intoxication caused by the suicidal ingestion of tianeptine in combination with alcohol.

  17. Drunk Driver Testing

    NASA Technical Reports Server (NTRS)

    1984-01-01

    Systems Technology, Inc. developed a technique to study/measure behavioral changes brought on by long term isolation is now being used in a system for determining whether a driver is too drunk to drive. Device is intended to discourage intoxicated drivers from taking to the road by advising them they are in no condition to operate a vehicle. System is being tested experimentally in California.

  18. Driver Adaptive Warning Systems

    DTIC Science & Technology

    1998-03-01

    this threshold, an alarm is triggered. Since TLC based systems can have user defined thresholds, a warning can be given as early as desired. However, the...Driver Adaptive Warning Systems Thesis Proposal Parag H. Batavia CMU-RI-TR-98-07 The Robotics Institute Carnegie Mellon University Pittsburgh...control number. 1. REPORT DATE MAR 1998 2. REPORT TYPE 3. DATES COVERED 00-00-1998 to 00-00-1998 4. TITLE AND SUBTITLE Driver Adaptive Warning

  19. Graduated Driver Licensing

    PubMed Central

    Bates, Lyndel J.; Allen, Siobhan; Armstrong, Kerry; Watson, Barry; King, Mark J.; Davey, Jeremy

    2014-01-01

    Graduated driver licensing (GDL) aims to gradually increase the exposure of new drivers to more complex driving situations and typically consists of learner, provisional and open licence phases. The first phase, the learner licence, is designed to allow novice drivers to obtain practical driving experience in lower risk situations. The learner licence can delay licensure, encourage novice drivers to learn under supervision, mandate the number of hours of practice required to progress to the next phase and encourage parental involvement. The second phase, the provisional licence, establishes various driving restrictions and thereby reduces exposure to situations of higher risk, such as driving at night, with passengers or after drinking alcohol. Parental involvement with a GDL system appears essential in helping novices obtain sufficient practice and in enforcing compliance with restrictions once the new driver obtains a provisional licence. Given the significant number of young drivers involved in crashes within Oman, GDL is one countermeasure that may be beneficial in reducing crash risk and involvement for this group. PMID:25364543

  20. Driver Improvement Training and Evaluation.

    ERIC Educational Resources Information Center

    Whittenburg, John A.; And Others

    The last phase of the NHTSA-U.S. Coast Guard Driver Improvement Training and Evaluation Project is described. Begun in July 1970, the project had two basic objectives. The first was to determine whether or not driver training programs do, in fact, significantly reduce driver errors and accidents and improve overall driver efficiency. The second…

  1. Rise in landing-related skydiving fatalities.

    PubMed

    Hart, Christian L; Griffith, James D

    2003-10-01

    The purpose was to assess whether adoption of potentially dangerous skydiving gear and skydiving practices has led to an increase in fatalities. Beginning in the early 1990s, civilian skydivers began to utilize high performance parachutes that fly much faster and are much more responsive than older style parachutes. Also, skydivers began to fly these parachutes in a more aggressive manner. An analysis of data from the 507 skydiving fatalities in the USA between 1986 and 2001 indicated that this shift toward high performance parachutes and aggressive flying techniques was temporally associated with an increase in parachute-landing deaths. During the same time period, the total number of fatalities remained fairly stable.

  2. Ten-year fatal and non-fatal myocardial infarction incidence in elderly populations in Spain: the EPICARDIAN cohort study

    PubMed Central

    Gabriel, Rafael; Alonso, Margarita; Reviriego, Blanca; Muñiz, Javier; Vega, Saturio; López, Isidro; Novella, Blanca; Suárez, Carmen; Rodríguez-Salvanés, Francisco

    2009-01-01

    Background In Spain, more than 85% of coronary heart disease deaths occur in adults older than 65 years. However, coronary heart disease incidence and mortality in the Spanish elderly have been poorly described. The aim of this study is to estimate the ten-year incidence and mortality rates of myocardial infarction in a population-based large cohort of Spanish elders. Methods A population-based cohort of 3729 people older than 64 years old, free of previous myocardial infarction, was established in 1995 in three geographical areas of Spain. Any case of fatal and non-fatal myocardial infarction was investigated until December 2004 using the "cold pursuit method", previously used and validated by the the WHO-MONICA project. Results Men showed a significantly (p < 0.001) higher cumulative incidence of myocardial infarction (7.2%; 95%CI: 5.94-8.54) than women (3.8%; 95%CI: 3.06-4.74). Although cumulative incidence increased with age (p < 0.05), gender-differences tended to narrow. Adjusted incidence rates were higher in men (957 per 100 000 person-years) than in women (546 per 100 000 person-years) (p < 0.001) and increased with age (p < 0.001). The increase was progressive in women but not in men. Adjusted mortality rates were also higher in men than in women (p < 0.001), being three times higher in the age group of ≥ 85 years old than in the age group of 65-74 years old (p < 0.001). Conclusion Incidence of fatal and non-fatal myocardial infarction is high in the Spanish elderly population. Men show higher rates than women, but gender differences diminish with age. PMID:19778417

  3. EEG-based assessment of driver cognitive responses in a dynamic virtual-reality driving environment.

    PubMed

    Lin, Chin-Teng; Chung, I-Fang; Ko, Li-Wei; Chen, Yu-Chieh; Liang, Sheng-Fu; Duann, Jeng-Ren

    2007-07-01

    Accidents caused by errors and failures in human performance among traffic fatalities have a high death rate and become an important issue in public security. They are mainly caused by the failures of the drivers to perceive the changes of the traffic lights or the unexpected conditions happening accidentally on the roads. In this paper, we devised a quantitative analysis for assessing driver's cognitive responses by investigating the neurobiological information underlying electroencephalographic (EEG) brain dynamics in traffic-light experiments in a virtual-reality (VR) dynamic driving environment. The VR technique allows subjects to interact directly with the moving virtual environment instead of monotonic auditory and visual stimuli, thereby provides interactive and realistic tasks without the risk of operating on an actual machine. Independent component analysis (ICA) is used to separate and extract noise-free ERP signals from the multi-channel EEG signals. A temporal filter is used to solve the time-alignment problem of ERP features and principle component analysis (PCA) is used to reduce feature dimensions. The dimension-reduced features are then input to a self-constructing neural fuzzy inference network (SONFIN) to recognize different brain potentials stimulated by red/green/yellow traffic events, the accuracy can be reached 87% in average eight subjects in this visual-stimuli ERP experiment. It demonstrates the feasibility of detecting and analyzing multiple streams of ERP signals that represent operators' cognitive states and responses to task events.

  4. Modelling of agricultural combination driver behaviour from the aspect of safety of movement.

    PubMed

    Szczepaniak, Jan; Tanaś, Wojciech; Pawłowski, Tadeusz; Kromulski, Jacek

    2014-01-01

    Statistics show that the travel of agricultural machinery to a work area and their movement during labour is the source of many serious accidents. The most dangerous in consequences prove to be those that occur during transport and associated with maneuvering tractors and machinery (about 30% of all fatal accidents). It can be assumed that at least some of these accidents were caused indirectly by the specific design features of agricultural machines which adversely affect the driveability. The single- and multi-loop structures of the driver-vehicle system models are formulated to study the contributions of various preview and prediction strategies to the path tracking and dynamic performance of the articulated vehicle. In the presented study the compensatory model of driver utilizes the lateral acceleration of the tractor, roll angle of trailer sprung mass and the articulation rate as the internal motion feedback variables. The control model of steering of an agricultural set has been implemented in the Matlab/Simulink environment. The model has been constructed with the use of stochastic methods and operational transmittances describing the various components of the system. The model operational transmittances has been estimated using Box-Jenkins and continuous-time process models from input-output data. The model has been tested using experimental data from road investigation of the agricultural set.

  5. The extent of evidence-based information about child maltreatment fatalities in social science textbooks.

    PubMed

    Douglas, Emily M; Serino, Patricia J

    2013-10-01

    Previous research has established that child welfare workers lack important information about child maltreatment fatalities and risk factors leading to death. Further, training has not been associated with improvements in knowledge. The authors assessed the presence of evidence-based information about child maltreatment fatalities and risk factors for death in 24 social science textbooks about child abuse and neglect or child welfare. The results indicate that basic information, such as definitions and incidence rates of child maltreatment fatalities are routinely included in social science textbooks, but information about child, parent, and household risk factors are not, and that inaccurate information is often included. Implications of the findings are discussed.

  6. Symptoms of posttraumatic stress among child welfare workers who experience a maltreatment fatality on their caseload.

    PubMed

    Douglas, Emily M

    2013-01-01

    Annually, 1,000-2,000 child welfare workers experience the death of a child client. The child welfare field has paid increasing attention to the impact of workplace trauma events on the psychological distress of child welfare workers. In this article the author assesses the relationship between experiencing a maltreatment fatality and workers' posttraumatic stress among a multi-state sample of 385 child welfare workers. Results indicate that a maltreatment fatality is not associated with higher rates of posttraumatic stress. Among child welfare workers who experienced a fatality, those who feel greater culpability for the death report higher levels of posttraumatic stress. Implications for future research and practice are discussed.

  7. Investigating driver injury severity patterns in rollover crashes using support vector machine models.

    PubMed

    Chen, Cong; Zhang, Guohui; Qian, Zhen; Tarefder, Rafiqul A; Tian, Zong

    2016-05-01

    Rollover crash is one of the major types of traffic crashes that induce fatal injuries. It is important to investigate the factors that affect rollover crashes and their influence on driver injury severity outcomes. This study employs support vector machine (SVM) models to investigate driver injury severity patterns in rollover crashes based on two-year crash data gathered in New Mexico. The impacts of various explanatory variables are examined in terms of crash and environmental information, vehicle features, and driver demographics and behavior characteristics. A classification and regression tree (CART) model is utilized to identify significant variables and SVM models with polynomial and Gaussian radius basis function (RBF) kernels are used for model performance evaluation. It is shown that the SVM models produce reasonable prediction performance and the polynomial kernel outperforms the Gaussian RBF kernel. Variable impact analysis reveals that factors including comfortable driving environment conditions, driver alcohol or drug involvement, seatbelt use, number of travel lanes, driver demographic features, maximum vehicle damages in crashes, crash time, and crash location are significantly associated with driver incapacitating injuries and fatalities. These findings provide insights for better understanding rollover crash causes and the impacts of various explanatory factors on driver injury severity patterns.

  8. Evaluating the evaluation of cancer driver genes

    PubMed Central

    Tokheim, Collin J.; Papadopoulos, Nickolas; Kinzler, Kenneth W.; Vogelstein, Bert; Karchin, Rachel

    2016-01-01

    Sequencing has identified millions of somatic mutations in human cancers, but distinguishing cancer driver genes remains a major challenge. Numerous methods have been developed to identify driver genes, but evaluation of the performance of these methods is hindered by the lack of a gold standard, that is, bona fide driver gene mutations. Here, we establish an evaluation framework that can be applied to driver gene prediction methods. We used this framework to compare the performance of eight such methods. One of these methods, described here, incorporated a machine-learning–based ratiometric approach. We show that the driver genes predicted by each of the eight methods vary widely. Moreover, the P values reported by several of the methods were inconsistent with the uniform values expected, thus calling into question the assumptions that were used to generate them. Finally, we evaluated the potential effects of unexplained variability in mutation rates on false-positive driver gene predictions. Our analysis points to the strengths and weaknesses of each of the currently available methods and offers guidance for improving them in the future. PMID:27911828

  9. Evaluating the evaluation of cancer driver genes.

    PubMed

    Tokheim, Collin J; Papadopoulos, Nickolas; Kinzler, Kenneth W; Vogelstein, Bert; Karchin, Rachel

    2016-12-13

    Sequencing has identified millions of somatic mutations in human cancers, but distinguishing cancer driver genes remains a major challenge. Numerous methods have been developed to identify driver genes, but evaluation of the performance of these methods is hindered by the lack of a gold standard, that is, bona fide driver gene mutations. Here, we establish an evaluation framework that can be applied to driver gene prediction methods. We used this framework to compare the performance of eight such methods. One of these methods, described here, incorporated a machine-learning-based ratiometric approach. We show that the driver genes predicted by each of the eight methods vary widely. Moreover, the P values reported by several of the methods were inconsistent with the uniform values expected, thus calling into question the assumptions that were used to generate them. Finally, we evaluated the potential effects of unexplained variability in mutation rates on false-positive driver gene predictions. Our analysis points to the strengths and weaknesses of each of the currently available methods and offers guidance for improving them in the future.

  10. Fatal lightning strikes in Malaysia.

    PubMed

    Murty, O P; Kian, Chong Kah; Ari Husin, Mohammed Husrul; Nanta Kumar, Ranjeev Kumar; Mohammed Yusuf, Wan Yuhana W

    2009-09-01

    Lightning strike is a natural phenomenon with potentially devastating effects and represents one of the important causes of deaths from environmental phenomena. Almost every organ system may be affected as lightning current passes through the human body taking the shortest pathways between the contact points. A 10 years retrospective study (1996-2005) was conducted at University Hospital Kuala Lumpur (20 cases) also including cases during last 3 years from Hospital Tengku Ampuan Rahimah, Klang (7 cases) from the autopsy reports at Forensic Pathology Units of these 2 hospitals. Both these hospitals are attached to University of Malaya. There were 27 fatal cases of lightning strike with male preponderance(92.59%) and male to female ratio of 12.5:1. Majority of victims of lightning strike were from the age group between 30 and 39 years old. Most of the victims were foreign workers. Indonesians workers contributed to 59.26% of overall cases. Majority of them were construction workers who attributed i.e.11 of 27 cases (40.74%). Most of the victims were brought in dead (37.04%). In majority of the cases the lightning incidence occurred in the evenings, with the frequency of 15 of 27 cases (62.5%). The month of December represented with the highest number of cases (5 cases of 23 cases); 2004 had the highest incidence of lightning strike which was 5 (19.23%). Lightning strike incidence occurred when victims had taken shelter (25.9%) under trees or shades. Lightning strike in open areas occurred in 10 of 27 cases (37.0%). Head and neck were the most commonly affected sites with the incidence of 77.78% and 74% respectively in all the victims. Only 29.63% of the cases presented with ear bleeding.

  11. Pedestrian casualties and fatalities in road traffic crashes in a South African municipality.

    PubMed

    Olukoga, I A

    2003-12-01

    A study of the pedestrian casualties and fatalities in road traffic crashes in Durban, a South African municipality, for 1999 was undertaken using official road traffic accident data. The pedestrians age 25 to 44, although only 23.9% of the population, were 39.3% of the casualties and 48.2% of the fatalities. The most vulnerable pedestrians were those 30 to 34 years old who were 6.1% of the population, 11.7% of the casualties, and 14.6% of the fatalities; 35- to 39-year-olds who were 6% of the population, 8.8% of the casualties, and 13.5% of the fatalities; and the 40- to 44-year-olds who were 4.9% of the population, 7.5% of the casualties, and 10.2% of the fatalities. Cars were involved in 52% of the vehicle-pedestrian crashes but had fewer crashes than minibuses and buses, and fewer casualties and fatalities than minibuses, buses, and motorcycles. Minibuses recorded the most crashes at 1,037 per 100 million km, the highest casualty rate of 268 per 100 million km, and highest fatality rate of 17 per 100 million km. Buses, which were involved in 3% of the vehicle-pedestrian crashes, had 951 crashes per 100 million km, 182 casualties per 100 million km, and 11 fatalities per 100 million km. Motorcycles were involved in 1% of the vehicle-pedestrian crashes and had per 100 million km 508 crashes, 192 casualties, and 7 fatalities. There was no statistically significant difference in the monthly distribution of the road traffic crashes.

  12. State Occupational Injuries, Illnesses, and Fatalities

    MedlinePlus

    ... York City) - Archived CFOI State Tables New York City CFOI Darlene Kelley Phone: 646-632-6729 Fax: ... Research Unit 3017 North Stiles, Suite 100 Oklahoma City, OK 73105 Fatal occupational injuries (CFOI) data (Please ...

  13. Fatal acute Chagas Disease in a Chimpanzee

    DTIC Science & Technology

    2009-08-01

    Fatal Acute Chagas Disease in a Chimpanzee Yugendar R. Bommineni1, Edward J. Dick Jr.1, J. Scot Estep2, John L. Van de Berg1, and Gene B. Hubbard1...species and several insect vectors demonstrating a wide host distribution and low host specificity. Methods—A 23 year old male chimpanzee died acutely and... chimpanzee . Keywords Ape; nonhuman primate; protozoa; fatal case; Trypanosoma cruzi Introduction CD or American trypanosomiasis is caused by TC, a

  14. 76 FR 73008 - Technical Report on Fatality Risk, Mass, and Footprint of Model Year 2000-2007 Passenger Cars and...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-11-28

    ... Model Year 2000-2007 Passenger Cars and LTVs AGENCY: National Highway Traffic Safety Administration... is: Relationships Between Fatality Risk, Mass, and Footprint in Model Year 2000-2007 Passenger Cars... pedestrians. The analyses comprised MY 2000-2007 cars and LTVs in CY 2002-2008 crashes. Fatality rates...

  15. Enforcement of speed limits--actual policy and drivers' knowledge.

    PubMed

    Jørgensen, Finn; Pedersen, Hassa

    2005-01-01

    This paper reviews the penalty rules and examines drivers' perceptions of enforcement of speed limits. The survey was carried out using a sample of 204 Norwegian drivers, answering questions in a setting closely associated with their driving situation. For minor speeding offences drivers overestimated on average their fines. For serious speeding offences drivers significantly underestimated how many kilometers per hour they could exceed the speed limits before losing their driving license. They also overestimated the probability of being caught speeding. This resulted in a perceived expected penalty twice the real one. The paper also examines the relationship between different driver characteristics and their knowledge of the enforcement policy for speeding. Older drivers had less knowledge about the threshold level for serious speeding but more knowledge about the detection rate than younger drivers do. Experienced drivers had more knowledge about the threshold level for serious speeding than inexperienced drivers. The number of times drivers were stopped due to speeding offences increased their knowledge of fines for minor speeding.

  16. Reporting of drug induced depression and fatal and non-fatal suicidal behaviour in the UK from 1998 to 2011

    PubMed Central

    2014-01-01

    Background Psychiatric adverse drug reactions (ADRs) are distressing for patients and have important public health implications. We identified the drugs with the most frequent spontaneous reports of depression, and fatal and non-fatal suicidal behaviour to the UK’s Yellow Card Scheme from 1998 to 2011. Methods We obtained Yellow Card data from the Medicines and Healthcare products Regulatory Agency for the drugs with the most frequent spontaneous reports of depression and suicidal behaviour from 1964 onwards. Prescribing data were obtained from the NHS Information Centre and the Department of Health. We examined the frequency of reports for drugs and estimated rates of reporting of psychiatric ADRs using prescribing data as proxy denominators from 1998 to 2011, as prescribing data were not available prior to 1998. Results There were 110 different drugs with ≥ 20 reports of depression, 58 with ≥10 reports of non-fatal suicidal behaviour and 33 with ≥5 reports of fatal suicidal behaviour in the time period. The top five drugs with the most frequent reports of depression were the smoking cessation medicines varenicline and bupropion, followed by paroxetine (a selective serotonin reuptake inhibitor), isotretinoin (used in acne treatment) and rimonabant (a weight loss drug). Selective serotonin reuptake inhibitors, varenicline and the antipsychotic medicine clozapine were included in the top five medicines with the most frequent reports of fatal and non-fatal suicidal behaviour. Medicines with the highest reliably measured reporting rates of psychiatric ADRs per million prescriptions dispensed in the community included rimonabant, isotretinoin, mefloquine (an antimalarial), varenicline and bupropion. Robust denominators for community prescribing were not available for two drugs with five or more suicide reports, efavirenz (an antiretroviral medicine) and clozapine. Conclusions Depression and suicide-related ADRs are reported for many nervous system and non

  17. Identification of driver model parameters.

    PubMed

    Reński, A

    2001-01-01

    The paper presents a driver model, which can be used in a computer simulation of a curved ride of a car. The identification of the driver parameters consisted in a comparison of the results of computer calculations obtained for the driver-vehicle-environment model with different driver data sets with test results of the double lane-change manoeuvre (Standard No. ISO/TR 3888:1975, International Organization for Standardization [ISO], 1975) and the wind gust manoeuvre. The optimisation method allows to choose for each real driver a set of driver model parameters for which the differences between test and calculation results are smallest. The presented driver model can be used in investigating the driver-vehicle control system, which allows to adapt the car construction to the psychophysical characteristics of a driver.

  18. Effects on alcohol related fatal crashes of a community based initiative to increase substance abuse treatment and reduce alcohol availability

    PubMed Central

    Hingson, R; Zakocs, R; Heeren, T; Winter, M; Rosenbloom, D; DeJong, W

    2005-01-01

    Objective: This analysis tested whether comprehensive community interventions that focus on reducing alcohol availability and increasing substance abuse treatment can reduce alcohol related fatal traffic crashes. Intervention: Five of 14 communities awarded Fighting Back grants by The Robert Wood Johnson Foundation to reduce substance abuse and related problems attempted to reduce availability of alcohol and expand substance abuse treatment programs (FBAT communities). Program implementation began on 1 January 1992. Design: A quasi-experimental design matched each program community to two or three other communities of similar demographic composition in the same state. Main outcome measures: The ratio of fatal crashes involving a driver or pedestrian with a blood alcohol concentration of 0.01% or higher, 0.08% or higher, or 0.15% or higher were examined relative to fatal crashes where no alcohol was involved for 10 years preceding and 10 years following program initiation. Results: Relative to their comparison communities, the five FBAT communities experienced significant declines of 22% in alcohol related fatal crashes at 0.01% BAC or higher, 20% at 0.08% or higher, and 17% at 0.15% or higher relative to fatal crashes not involving alcohol. Conclusions: Community interventions to reduce alcohol availability and increase substance abuse treatment can reduce alcohol related fatal traffic crashes. PMID:15805436

  19. Discrete Driver Assistance

    NASA Astrophysics Data System (ADS)

    Klette, Reinhard; Jiang, Ruyi; Morales, Sandino; Vaudrey, Tobi

    Applying computer technology, such as computer vision in driver assistance, implies that processes and data are modeled as being discretized rather than being continuous. The area of stereo vision provides various examples how concepts known in discrete mathematics (e.g., pixel adjacency graphs, belief propagation, dynamic programming, max-flow/min-cut, or digital straight lines) are applied when aiming for efficient and accurate pixel correspondence solutions. The paper reviews such developments for a reader in discrete mathematics who is interested in applied research (in particular, in vision-based driver assistance). As a second subject, the paper also discusses lane detection and tracking, which is a particular task in driver assistance; recently the Euclidean distance transform proved to be a very appropriate tool for obtaining a fairly robust solution.

  20. Highway Safety: Trends in Highway Fatalities 1975-1987

    DTIC Science & Technology

    1990-03-01

    pattern of fatalities as the overall trend. This pattern applies to many of the general fatality statis- tics we present, and, in all cases, it serves as a...Fatalities 1975-87 Appemfx IV Vehicle-Related Statistics Figure IV.17: Vehicle Fatalities by Direction of Principal Impacto NNNumber of PddUlsils lwam 0 1975

  1. Rural and Urban Fatal Pedestrian Crashes Among United States American Indians and Alaskan Natives

    PubMed Central

    LaValley, Jonathon; Crandall, Cameron S.; Banks, Laura; Sklar, David P.; Boodlal, Leverson

    2003-01-01

    The Fatality Analysis Reporting System (FARS) and the Web-based Injury Statistics Query and Reporting System (WISQARS) were used to compare fatal pedestrian crashes in American Indians and Alaskan Natives (AI/AN) between urban and rural locations for 2000–2001. There were significant differences between urban and rural crashes for driver, pedestrian, environmental, and engineering factors. Rural pedestrian crashes more often occurred on highways (p<0.0001) lacking traffic control devices (p<0.0001) and artificial lighting (p<0.0001). Alcohol was a significant cofactor in both environments (40% urban vs. 55% rural; p=0.0239). Prevention of AI/AN deaths should include engineering countermeasures specific to the needs of rural (lighting) and urban (medians with barriers) environments and address drinking behavior in both populations. PMID:12941222

  2. Rural and urban fatal pedestrian crashes among United States American Indians and Alaskan Natives.

    PubMed

    LaValley, Jonathon; Crandall, Cameron S; Banks, Laura; Sklar, David P; Boodlal, Leverson

    2003-01-01

    The Fatality Analysis Reporting System (FARS) and the Web-based Injury Statistics Query and Reporting System (WISQARS) were used to compare fatal pedestrian crashes in American Indians and Alaskan Natives (AI/AN) between urban and rural locations for 2000-2001. There were significant differences between urban and rural crashes for driver, pedestrian, environmental, and engineering factors. Rural pedestrian crashes more often occurred on highways (p<0.0001) lacking traffic control devices (p<0.0001) and artificial lighting (p<0.0001). Alcohol was a significant cofactor in both environments (40% urban vs. 55% rural; p=0.0239). Prevention of AI/AN deaths should include engineering countermeasures specific to the needs of rural (lighting) and urban (medians with barriers) environments and address drinking behavior in both populations.

  3. Occupational Carbon Monoxide Fatalities in the US From Unintentional Non-Fire Related Exposures, 1992–2008

    PubMed Central

    Henn, Scott A.; Bell, Jennifer L.; Sussell, Aaron L.; Konda, Srinivas

    2015-01-01

    Objective To analyze characteristics of, and trends in, work-related carbon monoxide (CO) fatalities in the US. Methods Records of unintentional, non-fire related fatalities from CO exposure were extracted from the Bureau of Labor Statistics’ Census of Fatal Occupational Injuries and the Occupational Safety and Health Administration’s Integrated Management Information System for years 1992–2008 and analyzed separately. Results The average number of annual CO fatalities was 22 (standard deviation = 8). Fatality rates were highest among workers aged ≥65, males, Hispanics, winter months, the Midwest, and the Fishing, Hunting, and Trapping industry subsector. Self-employed workers accounted for 28% of all fatalities. Motor vehicles were the most frequent source of fatal CO exposure, followed by heating systems and generators. Conclusions CO has been the most frequent cause of occupational fatality due to acute inhalation, and has shown no significant decreasing trend since 1992. The high number of fatalities from motor vehicles warrants further investigation. PMID:23868822

  4. Reliability of drivers in urban intersections.

    PubMed

    Gstalter, Herbert; Fastenmeier, Wolfgang

    2010-01-01

    The concept of human reliability has been widely used in industrial settings by human factors experts to optimise the person-task fit. Reliability is estimated by the probability that a task will successfully be completed by personnel in a given stage of system operation. Human Reliability Analysis (HRA) is a technique used to calculate human error probabilities as the ratio of errors committed to the number of opportunities for that error. To transfer this notion to the measurement of car driver reliability the following components are necessary: a taxonomy of driving tasks, a definition of correct behaviour in each of these tasks, a list of errors as deviations from the correct actions and an adequate observation method to register errors and opportunities for these errors. Use of the SAFE-task analysis procedure recently made it possible to derive driver errors directly from the normative analysis of behavioural requirements. Driver reliability estimates could be used to compare groups of tasks (e.g. different types of intersections with their respective regulations) as well as groups of drivers' or individual drivers' aptitudes. This approach was tested in a field study with 62 drivers of different age groups. The subjects drove an instrumented car and had to complete an urban test route, the main features of which were 18 intersections representing six different driving tasks. The subjects were accompanied by two trained observers who recorded driver errors using standardized observation sheets. Results indicate that error indices often vary between both the age group of drivers and the type of driving task. The highest error indices occurred in the non-signalised intersection tasks and the roundabout, which exactly equals the corresponding ratings of task complexity from the SAFE analysis. A comparison of age groups clearly shows the disadvantage of older drivers, whose error indices in nearly all tasks are significantly higher than those of the other groups

  5. Factors associated with West Nile virus disease fatalities in horses.

    PubMed

    Epp, Tasha; Waldner, Cheryl; West, Keith; Townsend, Hugh

    2007-11-01

    In 2003, the occurrence and location of horses with clinical signs of West Nile virus infection were identified in the southern portion of Saskatchewan with the help of veterinarians, owners, and the regional laboratory. A total of 133 clinical cases were reported between July 30 and September 19, 2003; however, postseason surveillance suggests that the number of cases was underestimated. The case fatality rate was 43.8% (95% CI 35.2, 52.4). Factors associated with fatality in clinical cases included sex, week of onset of clinical signs, and coat color. Reported clinical cases clustered within regional health authority districts, suggesting regional differences in geographic factors, potentially including climate and mosquito control, that could contribute to the risk of disease. However, most of the variation in the risk of fatality in clinical cases is explained at the individual level rather than the Regional Health Authority level, which suggests the outcome of clinical disease is primarily determined by characteristics of, or management factors affecting, the individual horse.

  6. Improving Driver Performance. A Curriculum for Licensed Drivers.

    ERIC Educational Resources Information Center

    Highway Users Federation for Safety and Mobility, Washington, DC.

    Curriculum material presented in this manual is for use in the development of an instructional program for drivers who either want or need to improve their driving performance. Three principal units are included: man and highway transportation, driver performance, and factors influencing driver behavior. Each unit is further divided into episodes…

  7. The Bicycle Driver's Guide.

    ERIC Educational Resources Information Center

    Pennsylvania State Dept. of Education, Harrisburg. Bureau of Curriculum Services.

    Designed to emphasize the concept of the bicycle driver vs. the popular term, bicycle rider, this manual contains guidelines on bicycle safety, addressing itself both to parents and children. The main section topics are: (1) parent responsibility; (2) choosing a bicycle, fitting it to the child, and learning to drive; (3) bicycle equipment,…

  8. Florida Driver Education Handbook.

    ERIC Educational Resources Information Center

    Mick, Susan H.

    This student edition contains the same basic information as the official Florida Driver Handbook, but the reading difficulty of the material has been sharply reduced. It also provides activity-oriented exercises and review tests on this material. Introductory materials include a complete listing of all activities given, some vocabulary exercises…

  9. Seven Performance Drivers.

    ERIC Educational Resources Information Center

    Ross, Linda

    2003-01-01

    Recent work with automotive e-commerce clients led to the development of a performance analysis methodology called the Seven Performance Drivers, including: standards, incentives, capacity, knowledge and skill, measurement, feedback, and analysis. This methodology has been highly effective in introducing and implementing performance improvement.…

  10. Fire fighter fatalities 1998–2001: overview with an emphasis on structure related traumatic fatalities

    PubMed Central

    Hodous, T; Pizatella, T; Braddee, R; Castillo, D

    2004-01-01

    Objective: To review the causes of all fire fighter line-of-duty-deaths from 1998 through 2001, and present recommendations for preventing fatalities within the specific subgroup of structure related events. Methods: Fire fighter fatality data from the United States Fire Administration were reviewed and classified into three main categories of injury. Investigations conducted through the National Institute for Occupational Safety and Health (NIOSH) Fire Fighter Fatality Investigation and Prevention Program provided the basis for the recommendations presented in this paper. Results: During the time period from 1998–2001, there were 410 line-of-duty deaths among fire fighters in the United States, excluding the 343 fire fighters who died at the World Trade Center on 11 September 2001. The 410 fatalities included 191 medical (non-traumatic) deaths (47%), 75 motor vehicle related fatalities (18%), and 144 other traumatic fatalities (35%). The latter group included 68 fatalities that were associated with structures which commonly involved structural collapse, rapid fire progression, and trapped fire fighters. Conclusions: Structural fires pose particular hazards to fire fighters. Additional efforts must be directed to more effectively use what we have learned through the NIOSH investigations and recommendations from published experts in the safety community, consensus standards, and national fire safety organizations to reduce fire fighter fatalities during structural fire fighting. PMID:15314049

  11. Traffic fatality indicators in Brazil: State diagnosis based on data envelopment analysis research.

    PubMed

    Bastos, Jorge Tiago; Shen, Yongjun; Hermans, Elke; Brijs, Tom; Wets, Geert; Ferraz, Antonio Clóvis Pinto

    2015-08-01

    The intense economic growth experienced by Brazil in recent decades and its consequent explosive motorization process have evidenced an undesirable impact: the increasing and unbroken trend in traffic fatality numbers. In order to contribute to road safety diagnosis on a national level, this study presents a research into two main indicators available in Brazil: mortality rate (represented by fatalities per capita) and fatality rate (represented by two sub-indicators, i.e., fatalities per vehicle and fatalities per vehicle kilometer traveled). These indicators were aggregated into a composite indicator or index through a multiple layer data envelopment analysis (DEA) composite indicator model, which looks for the optimum combination of indicators' weights for each decision-making unit, in this case 27 Brazilian states. The index score represents the road safety performance, based on which a ranking of states can be made. Since such a model has never been applied for road safety evaluation in Brazil, its parameters were calibrated based on the experience of more consolidated European Union research in ranking its member countries using DEA techniques. Secondly, cluster analysis was conducted aiming to provide more realistic performance comparisons and, finally, the sensitivity of the results was measured through a bootstrapping method application. It can be concluded that by combining fatality indicators, defining clusters and applying bootstrapping procedures a trustworthy ranking can be created, which is valuable for nationwide road safety planning.

  12. High performance thyratron driver with low jitter.

    PubMed

    Verma, Rishi; Lee, P; Springham, S V; Tan, T L; Rawat, R S

    2007-08-01

    We report the design and development of insulated gate bipolar junction transistor based high performance driver for operating thyratrons in grounded grid mode. With careful design, the driver meets the specification of trigger output pulse rise time less than 30 ns, jitter less than +/-1 ns, and time delay less than 160 ns. It produces a -600 V pulse of 500 ns duration (full width at half maximum) at repetition rate ranging from 1 Hz to 1.14 kHz. The developed module also facilitates heating and biasing units along with protection circuitry in one complete package.

  13. Fire fatality study: demographics of fire victims.

    PubMed

    Barillo, D J; Goode, R

    1996-03-01

    Injury or death caused by fire is frequent and largely preventable. This study was undertaken to define the populations, locations, times and behaviours associated with fatal fires. Seven hundred and twenty-seven fatalities occurring within the State of New Jersey, between the years 1985 and 1991, were examined retrospectively. Most deaths were attributed to a combination of smoke inhalation and burn injury. Five hundred and seventy-four fatalities occurred in residential fires. Smoking materials were the most common source of ignition for residential fires. More than half of the fatal residential fires started between the hours of 11 p.m. and 7 a.m. Children and the elderly represented a disproportionate percentage of fire victims. Victims under the age of 11 years or over the age of 70 years constituted 22.1 per cent of the state population but 39.5 per cent of all fire fatalities. Fire-prevention efforts should target home fire safety, and should concentrate on children and the elderly. The development of fire-safe smoking materials should be encouraged.

  14. Hierarchical Bayesian random intercept model-based cross-level interaction decomposition for truck driver injury severity investigations.

    PubMed

    Chen, Cong; Zhang, Guohui; Tian, Zong; Bogus, Susan M; Yang, Yin

    2015-12-01

    Traffic crashes occurring on rural roadways induce more severe injuries and fatalities than those in urban areas, especially when there are trucks involved. Truck drivers are found to suffer higher potential of crash injuries compared with other occupational labors. Besides, unobserved heterogeneity in crash data analysis is a critical issue that needs to be carefully addressed. In this study, a hierarchical Bayesian random intercept model decomposing cross-level interaction effects as unobserved heterogeneity is developed to examine the posterior probabilities of truck driver injuries in rural truck-involved crashes. The interaction effects contributing to truck driver injury outcomes are investigated based on two-year rural truck-involved crashes in New Mexico from 2010 to 2011. The analysis results indicate that the cross-level interaction effects play an important role in predicting truck driver injury severities, and the proposed model produces comparable performance with the traditional random intercept model and the mixed logit model even after penalization by high model complexity. It is revealed that factors including road grade, number of vehicles involved in a crash, maximum vehicle damage in a crash, vehicle actions, driver age, seatbelt use, and driver under alcohol or drug influence, as well as a portion of their cross-level interaction effects with other variables are significantly associated with truck driver incapacitating injuries and fatalities. These findings are helpful to understand the respective or joint impacts of these attributes on truck driver injury patterns in rural truck-involved crashes.

  15. Fatal Events in Cancer Patients Receiving Anticoagulant Therapy for Venous Thromboembolism

    PubMed Central

    Farge, Dominique; Trujillo-Santos, Javier; Debourdeau, Philippe; Bura-Riviere, Alessandra; Rodriguez-Beltrán, Eva Maria; Nieto, Jose Antonio; Peris, Maria Luisa; Zeltser, David; Mazzolai, Lucia; Hij, Adrian; Monreal, Manuel

    2015-01-01

    Abstract In cancer patients treated for venous thromboembolism (VTE), including deep-vein thrombosis (DVT) and pulmonary embolism (PE), analyzing mortality associated with recurrent VTE or major bleeding is needed to determine the optimal duration of anticoagulation. This was a cohort study using the Registro Informatizado de Enfermedad TromboEmbólica (RIETE) Registry database to compare rates of fatal recurrent PE and fatal bleeding in cancer patients receiving anticoagulation for VTE. As of January 2013, 44,794 patients were enrolled in RIETE, of whom 7911 (18%) had active cancer. During the course of anticoagulant therapy (mean, 181 ± 210 days), 178 cancer patients (4.3%) developed recurrent PE (5.5 per 100 patient-years; 95% CI: 4.8–6.4), 194 (4.7%) had recurrent DVT (6.2 per 100 patient-years; 95% confidence interval [CI]: 5.3–7.1), and 367 (8.9%) bled (11.3 per 100 patient-years; 95% CI: 10.2–12.5). Of 4125 patients initially presenting with PE, 43 (1.0%) died of recurrent PE and 45 (1.1%) of bleeding; of 3786 patients with DVT, 19 (0.5%) died of PE, and 55 (1.3%) of bleeding. During the first 3 months of anticoagulation, there were 59 (1.4%) fatal PE recurrences and 77 (1.9%) fatal bleeds. Beyond the third month, there were 3 fatal PE recurrences and 23 fatal bleeds. In RIETE cancer patients, the rate of fatal recurrent PE or fatal bleeding was much higher within the first 3 months of anticoagulation therapy. PMID:26266353

  16. Directing driver attention with augmented reality cues

    PubMed Central

    Rusch, Michelle L.; Schall, Mark C.; Gavin, Patrick; Lee, John D.; Dawson, Jeffrey D.; Vecera, Shaun; Rizzo, Matthew

    2013-01-01

    This simulator study evaluated the effects of augmented reality (AR) cues designed to direct the attention of experienced drivers to roadside hazards. Twenty-seven healthy middle-aged licensed drivers with a range of attention capacity participated in a 54 mile (1.5 hour) drive in an interactive fixed-base driving simulator. Each participant received AR cues to potential roadside hazards in six simulated straight (9 mile long) rural roadway segments. Drivers were evaluated on response time for detecting a potentially hazardous event, detection accuracy for target (hazard) and non-target objects, and headway with respect to the hazards. Results showed no negative outcomes associated with interference. AR cues did not impair perception of non-target objects, including for drivers with lower attentional capacity. Results showed near significant response time benefits for AR cued hazards. AR cueing increased response rate for detecting pedestrians and warning signs but not vehicles. AR system false alarms and misses did not impair driver responses to potential hazards. PMID:24436635

  17. Causes of fatal accidents for instrument-certified and non-certified private pilots.

    PubMed

    Shao, Bob Siyuan; Guindani, Michele; Boyd, Douglas D

    2014-11-01

    Instrument certification (IFR) enhances a pilot's skills in precisely controlling the aircraft and requires a higher level of standards in maintaining heading and altitude compared with the less stringent private pilot certificate. However, there have been no prior studies to compare fatal accident causes for airmen with, and without, this rating, The NTSB accident database was queried for general aviation fatal accidents for private pilots with, and without IFR certification. Exact Poisson tests were used to calculate whether two rate parameters were equal (ratio of 1), normalized to the number of IFR-rated pilots and flight hours in the given time period. Proportion tests were used to determine whether there were significant differences in fatal accident causes between IFR-certified and non-certified pilots. A logistic regression for log-odds success was used in determining the trend and effect of age on fatal accident rates. IFR certification was associated with a reduced risk of accidents due to failure to maintain obstacle/terrain clearance and spatial disorientation for day and night operations respectively. In contrast, the likelihood of fatal accident due to equipment malfunction during day operations was higher for IFR-certified pilots. The fatal accident rate decreased over the last decade for IFR-certified but not for non-IFR-certified private pilots. However, the overall accident rate for IFR-certified private pilots was more than double that of the cohort lacking this certification. Finally, we found a trend for an increased fatality rate with advancing age for both group of pilots. Our findings informs on where training and/or technology should be focused. Both training for aerodynamic stalls, which causes over a quarter of all fatal accidents, should be intensified for both IFR-certified and non-certified private pilots. Similarly, adherence to minimum safe altitudes for both groups of pilots should be encouraged toward reducing the fatal accidents

  18. Driver irritation and aggressive behaviour.

    PubMed

    Björklund, Gunilla M

    2008-05-01

    A sample of 98 drivers responded to a Swedish version of the UK Driving Anger Scale [UK DAS; [Lajunen, T., Parker, D., Stradling, S.G., 1998. Dimensions of driver anger, aggressive and highway code violations and their mediation by safety orientation in UK drivers. Transport. Res. Part F 1, 107-121]. The results indicated that the Swedish version, like the British original, measures three sources of driver irritation: "progress impeded", "reckless driving", and "direct hostility". Structural equation modelling was used to investigate the relationships between the three sources of self-reported driver irritation, aggressive actions, speed, sex, age, and annual mileage. The models suggested a positive relationship between the amount of driver irritation and frequency of aggressive actions for all three sources of irritation. Female drivers tended to become more irritated than male drivers, while the male drivers tended to act aggressively more often. Surprisingly, drivers who reported that they enjoy fast speeds did not become more irritated than slower drivers when obstructed. The important conclusions are that experienced irritation often leads to openly aggressively actions, and that expression of aggressive behaviours may be a cause of other drivers' feeling of irritation.

  19. Comorbidities and Crash Involvement among Younger and Older Drivers

    PubMed Central

    Papa, Michela; Boccardi, Virginia; Prestano, Raffaele; Angellotti, Edith; Desiderio, Manuela; Marano, Luigi; Rizzo, Maria Rosaria; Paolisso, Giuseppe

    2014-01-01

    Previous studies identified comorbidities as predictors of older driver performance and driving pattern, while the direct impact of comorbidities on road crash risk in elderly drivers is still unknown. The present study is a cross-sectional aimed at investigating the association between levels of comorbidity and crash involvement in adult and elderly drivers. 327 drivers were stratified according to age range in two groups: elderly drivers (age ≥70 years old, referred as older) and adult drivers (age <70 years old, referred as younger). Driving information was obtained through a driving questionnaire. Distance traveled was categorized into low, medium and high on the basis of kilometers driven in a year. CIRS-illness severity (IS) and CIRS-comorbidity indices (CI) in all populations were calculated. Older drivers had a significantly higher crash involvements rate (p = .045) compared with the younger group based on the number of licensed drivers. Dividing comorbidity indices into tertiles among all licensed subjects, the number of current drivers significantly decreased (p<.0001) with increasing level of comorbidity. The number of current drivers among older subjects significantly decreased with increasing comorbidity level (p = .026) while no difference among younger group was found (p = .462). Among younger drivers with increasing comorbidity level, the number of road accidents significantly increased (p = .048) and the logistic regression analysis showed that comorbidity level significantly associated with crash involvement independent of gender and driving exposure. Older subjects with high level of comorbidity are able to self-regulate driving while comorbidity burden represents a significant risk factor for crash involvements among younger drivers. PMID:24722619

  20. Unintentional, non-fatal drowning of children: US trends and racial/ethnic disparities

    PubMed Central

    Felton, Heather; Myers, John; Liu, Gil; Davis, Deborah Winders

    2015-01-01

    Objective The current study aimed to better understand trends and risk factors associated with non-fatal drowning of infants and children in the USA using two large, national databases. Methods A secondary data analysis was conducted using the National Inpatient Sample and the Nationwide Emergency Department Sample databases. The analytic sample (n=19 403) included children <21 years of age who had a diagnosis code for near-drowning/non-fatal drowning. Descriptive, χ2 and analysis of variance techniques were applied, and incidence rates were calculated per 100 000 population. Results Non-fatal drowning incidence has remained relatively stable from 2006 to 2011. In general, the highest rates of non-fatal drowning occurred in swimming pools and in children from racial/ethnic minorities. However, when compared with non-Hispanic Caucasian children, children from racial/ethnic minorities were more likely to drown in natural waterways than in swimming pools. Despite the overall lower rate of non-fatal drowning among non-Hispanic Caucasian children, the highest rate of all non-fatal drowning was for non-Hispanic Caucasian children aged 0–4 years in swimming pools. Children who were admitted to inpatient facilities were younger, male and came from families with lower incomes. Conclusions Data from two large US national databases show lack of progress in preventing and reducing non-fatal drowning admissions from 2006 to 2011. Discrepancies are seen in the location of drowning events and demographic characteristics. New policies and interventions are needed, and tailoring approaches by age and race/ethnicity may improve their effectiveness. PMID:26671950

  1. ECONOMIC LOSSES AND FATALITIES DUE TO LANDSLIDES.

    USGS Publications Warehouse

    Schuster, Robert L.; Fleming, Robert W.

    1986-01-01

    Annual losses in the United States, Japan, Italy, and India have been estimated at 1 billion or more each. During the period 1971-74, nearly 600 people per year were killed by landslides worldwide; about 90 percent of these deaths occurred in the Circum-Pacific region. From 1967-82, 150 people per year died in Japan as a result of slope failures. In the United States, the number of landslide-related fatalities per year exceeds 25. Japan leads other nations in development of comprehensive programs to reduce economic losses and fatalities due to landslides. The United States recently has proposed a national landslide hazard reduction program.

  2. Forensic Nursing Provides Closure in Workplace Fatality.

    PubMed

    Harris, Colin

    The Workers' Compensation Board of British Columbia in Canada is the provincial agency mandated to investigate workplace injuries and fatalities. In 2012, the Fatal and Serious Injuries Investigation section of this organization initiated the integration of forensic nursing expertise into the investigation of workplace incidents. The goals were to improve investigative outcomes and aid in prevention initiatives by achieving a more accurate understanding of incident causation through the application of forensic nursing science. An unexpected outcome of the use of forensic nursing expertise was providing closure for families through a deeper understanding of their loved one's tragic workplace incident.

  3. Negativity Bias in Dangerous Drivers

    PubMed Central

    Chai, Jing; Qu, Weina; Sun, Xianghong; Zhang, Kan; Ge, Yan

    2016-01-01

    The behavioral and cognitive characteristics of dangerous drivers differ significantly from those of safe drivers. However, differences in emotional information processing have seldom been investigated. Previous studies have revealed that drivers with higher anger/anxiety trait scores are more likely to be involved in crashes and that individuals with higher anger traits exhibit stronger negativity biases when processing emotions compared with control groups. However, researchers have not explored the relationship between emotional information processing and driving behavior. In this study, we examined the emotional information processing differences between dangerous drivers and safe drivers. Thirty-eight non-professional drivers were divided into two groups according to the penalty points that they had accrued for traffic violations: 15 drivers with 6 or more points were included in the dangerous driver group, and 23 drivers with 3 or fewer points were included in the safe driver group. The emotional Stroop task was used to measure negativity biases, and both behavioral and electroencephalograph data were recorded. The behavioral results revealed stronger negativity biases in the dangerous drivers than in the safe drivers. The bias score was correlated with self-reported dangerous driving behavior. Drivers with strong negativity biases reported having been involved in mores crashes compared with the less-biased drivers. The event-related potentials (ERPs) revealed that the dangerous drivers exhibited reduced P3 components when responding to negative stimuli, suggesting decreased inhibitory control of information that is task-irrelevant but emotionally salient. The influence of negativity bias provides one possible explanation of the effects of individual differences on dangerous driving behavior and traffic crashes. PMID:26765225

  4. The effects of vehicle model and driver behavior on risk.

    PubMed

    Wenzel, Thomas P; Ross, Marc

    2005-05-01

    We study the dependence of risk on vehicle type and especially on vehicle model. Here, risk is measured by the number of driver fatalities per year per million vehicles registered. We analyze both the risk to the drivers of each vehicle model and the risk the vehicle model imposes on drivers of other vehicles with which it crashes. The "combined risk" associated with each vehicle model is simply the sum of the risk-to-drivers in all kinds of crashes and the risk-to-drivers-of-other-vehicles in two-vehicle crashes. We find that most car models are as safe to their drivers as most sport utility vehicles (SUVs); the increased risk of a rollover in a SUV roughly balances the higher risk for cars that collide with SUVs and pickup trucks. We find that SUVs and to a greater extent pickup trucks, impose much greater risks than cars on drivers of other vehicles; and these risks increase with increasing pickup size. The higher aggressivity of SUVs and pickups makes their combined risk higher than that of almost all cars. Effects of light truck design on their risk are revealed by the analysis of specific models: new unibody (or "crossover") SUVs appear, in preliminary analysis, to have much lower risks than the most popular truck-based SUVs. Much has been made in the past about the high risk of low-mass cars in certain kinds of collisions. We find there are other plausible explanations for this pattern of risk, which suggests that mass may not be fundamental to safety. While not conclusive, this is potentially important because improvement in fuel economy is a major goal for designers of new vehicles. We find that accounting for the most risky drivers, young males and the elderly, does not change our general results. Similarly, we find with California data that the high risk of rural driving and the high level of rural driving by pickups does not increase the risk-to-drivers of pickups relative to that for cars. However, other more subtle differences in drivers and the

  5. Impact of mandating a driving lesson for older drivers at license renewal in Japan.

    PubMed

    Ichikawa, Masao; Nakahara, Shinji; Inada, Haruhiko

    2015-02-01

    In Japan, a driving lesson consisting of a lecture, a driver aptitude test, on-road driving assessment and a discussion session was added to the driving license renewal procedure for drivers aged 75 years or older in 1998 and for drivers aged 70 years or older in 2002. We investigated whether these additions contributed to a reduction in at-fault motor vehicle collisions (MVCs) by examining the trend of the at-fault MVC rates per licensed driver and the rate ratios of the older drivers relative to those aged 65-69 years for the years 1986-2011. All data were derived from nationwide traffic statistics. If the introduction of the lesson was effective in reducing at-fault MVCs of older drivers, the rate ratio should have declined, given that the lesson targeted only the older drivers. We found this was not the case, i.e., there was no declining trend in the at-fault MVC rate ratios of both drivers aged 75 years or older and drivers aged 70 years or older, relative to drivers aged 65-69 years, after the driving lesson at license renewal became mandatory for these older drivers. Therefore, the mandatory lesson for the older drivers at license renewal needs to be reconsidered.

  6. The effect of one additional driver mutation on tumor progression.

    PubMed

    Reiter, Johannes G; Bozic, Ivana; Allen, Benjamin; Chatterjee, Krishnendu; Nowak, Martin A

    2013-01-01

    Tumor growth is caused by the acquisition of driver mutations, which enhance the net reproductive rate of cells. Driver mutations may increase cell division, reduce cell death, or allow cells to overcome density-limiting effects. We study the dynamics of tumor growth as one additional driver mutation is acquired. Our models are based on two-type branching processes that terminate in either tumor disappearance or tumor detection. In our first model, both cell types grow exponentially, with a faster rate for cells carrying the additional driver. We find that the additional driver mutation does not affect the survival probability of the lesion, but can substantially reduce the time to reach the detectable size if the lesion is slow growing. In our second model, cells lacking the additional driver cannot exceed a fixed carrying capacity, due to density limitations. In this case, the time to detection depends strongly on this carrying capacity. Our model provides a quantitative framework for studying tumor dynamics during different stages of progression. We observe that early, small lesions need additional drivers, while late stage metastases are only marginally affected by them. These results help to explain why additional driver mutations are typically not detected in fast-growing metastases.

  7. Robotic Intelligence Kernel: Driver

    SciTech Connect

    2009-09-16

    The INL Robotic Intelligence Kernel-Driver is built on top of the RIK-A and implements a dynamic autonomy structure. The RIK-D is used to orchestrate hardware for sensing and action as well as software components for perception, communication, behavior and world modeling into a single cognitive behavior kernel that provides intrinsic intelligence for a wide variety of unmanned ground vehicle systems.

  8. Drivers, Trends and Mitigation

    SciTech Connect

    Blanco, Arthur S.; Gerlagh, Reyer; Suh, Sangwon; Barrett, John A.; de Coninck, Heleen; Diaz Morejon, Cristobal Felix; Mathur, Ritu; Nakicenovic, Nebojsa; Ahenkorah, Alfred Ofosu; Pan, Jiahua; Pathak, Himanshu; Rice, Jake; Richels, Richard G.; Smith, Steven J.; Stern, David; Toth, Ferenc L.; Zhou, Peter

    2014-12-01

    Chapter 5 analyzes the anthropogenic greenhouse gas (GHG) emission trends until the present and the main drivers that explain those trends. The chapter uses different perspectives to analyze past GHG-emissions trends, including aggregate emissions flows and per capita emissions, cumulative emissions, sectoral emissions, and territory-based vs. consumption-based emissions. In all cases, global and regional trends are analyzed. Where appropriate, the emission trends are contextualized with long-term historic developments in GHG emissions extending back to 1750.

  9. Fatal Chromobacterium violaceum septicemia in a South Indian adult.

    PubMed

    Karthik, Rajiv; Pancharatnam, Padmaja; Balaji, Veeraraghavan

    2012-10-19

    Chromobacterium violaceum is a rare human pathogen that causes potentially fatal infections especially in the tropical regions. Limited awareness about this pathogen and inappropriate antibiotic therapy are some of the factors contributing to the high mortality rate. To date there have been only eight cases reported from India of which only one is an adult. To the best of our knowledge, we report here the first case of a 40-year-old man from South India with septicemic C. Violaceum infection and septic arthritis.

  10. Identifying future ‘unexpected’ survivors: a retrospective cohort study of fatal injury patterns in victims of improvised explosive devices

    PubMed Central

    Singleton, James A G; Gibb, Iain E; Hunt, Nicholas C A; Bull, Anthony M J; Clasper, Jonathan C

    2013-01-01

    Objectives To identify potentially fatal injury patterns in explosive blast fatalities in order to focus research and mitigation strategies, to further improve survival rates from blast trauma. Design Retrospective cohort study. Participants UK military personnel killed by improvised explosive device (IED) blasts in Afghanistan, November 2007–August 2010. Setting UK military deployment, through NATO, in support of the International Security Assistance Force (ISAF) mission in Afghanistan. Data sources UK military postmortem CT records, UK Joint Theatre Trauma Registry and associated incident data. Main outcome measures Potentially fatal injuries attributable to IEDs. Results We identified 121 cases, 42 mounted (in-vehicle) and 79 dismounted (on foot), at a point of wounding. There were 354 potentially fatal injuries in total. Leading causes of death were traumatic brain injury (50%, 62/124 fatal injuries), followed by intracavity haemorrhage (20.2%, 25/124) in the mounted group, and extremity haemorrhage (42.6%, 98/230 fatal injuries), junctional haemorrhage (22.2%, 51/230 fatal injuries) and traumatic brain injury (18.7%, 43/230 fatal injuries) in the dismounted group. Conclusions Head trauma severity in both mounted and dismounted IED fatalities indicated prevention and mitigation as the most effective strategies to decrease resultant mortality. Two-thirds of dismounted fatalities had haemorrhage implicated as a cause of death that may have been anatomically amenable to prehospital intervention. One-fifth of the mounted fatalities had haemorrhagic trauma which currently could only be addressed surgically. Maintaining the drive to improve all haemostatic techniques for blast casualties, from point of wounding to definitive surgical proximal vascular control, alongside the development and application of novel haemostatic interventions could yield a significant survival benefit. Prospective studies in this field are indicated. PMID:23906957

  11. Fatal injuries in offshore oil and gas operations - United States, 2003-2010.

    PubMed

    2013-04-26

    During 2003-2010, the U.S. oil and gas extraction industry (onshore and offshore, combined) had a collective fatality rate seven times higher than for all U.S. workers (27.1 versus 3.8 deaths per 100,000 workers). The 11 lives lost in the 2010 Deepwater Horizon explosion provide a reminder of the hazards involved in offshore drilling. To identify risk factors to offshore oil and gas extraction workers, CDC analyzed data from the Bureau of Labor Statistics (BLS) Census of Fatal Occupational Injuries (CFOI), a comprehensive database of fatal work injuries, for the period 2003-2010. This report describes the results of that analysis, which found that 128 fatalities in activities related to offshore oil and gas operations occurred during this period. Transportation events were the leading cause (65 [51%]); the majority of these involved aircraft (49 [75%]). Nearly one fourth (31 [24%]) of the fatalities occurred among workers whose occupations were classified as "transportation and material moving." To reduce fatalities in offshore oil and gas operations, employers should ensure that the most stringent applicable transportation safety guidelines are followed.

  12. Operational cost drivers

    NASA Technical Reports Server (NTRS)

    Scholz, Arthur L.; Dickinson, William J.

    1988-01-01

    To be economically viable, the operations cost of launch vehicles must be reduced by an order of magnitude as compared to the Space Transportation System (STS). A summary of propulsion-related operations cost drivers derived from a two-year study of Shuttle ground operations is presented. Examples are given of the inordinate time and cost of launch operations caused by propulsion systems designs that did not adequately consider impacts on prelaunching processing. Typical of these cost drivers are those caused by central hydraulic systems, storable propellants, gimballed engines, multiple propellants, He and N2 systems and purges, hard starts, high maintenance turbopumps, accessibility problems, and most significantly, the use of multiple, nonintegrated RCS, OMS, and main propulsion systems. Recovery and refurbishment of SRBs have resulted in expensive crash and salvage operations. Vehicle system designers are encouraged to be acutely aware of these cost drivers and to incorporate solutions (beginning with the design concepts) to avoid business as usual and costs as usual.

  13. The effect of recent trends in vehicle design on U.S. societal fatality risk per vehicle mile traveled, and their projected future relationship with vehicle mass.

    PubMed

    Wenzel, Tom

    2013-07-01

    The National Highway Traffic Safety Administration (NHTSA) recently updated its 2003 and 2010 logistic regression analyses of the effect of a reduction in light-duty vehicle mass on US fatality risk per vehicle mile traveled (VMT). The current NHTSA analysis is the most thorough investigation of this issue to date. LBNL's assessment of the analysis indicates that the estimated effect of mass reduction on risk is smaller than in the previous studies, and statistically non-significant for all but the lightest cars. The effects three recent trends in vehicle designs and technologies have on societal fatality risk per VMT are estimated, and whether these changes might affect the relationship between vehicle mass and fatality risk in the future. Side airbags are found to reduce fatality risk in cars, but not necessarily light trucks or CUVs/minivans, struck in the side by another light-duty vehicle; reducing the number of fatalities in cars struck in the side is predicted to reduce the estimated detrimental effect of footprint reduction, but increase the detrimental effect of mass reduction, in cars on societal fatality risk. Better alignment of light truck bumpers with those of other vehicles appears to result in a statistically significant reduction in risk imposed on car occupants; however, reducing this type of fatality will likely have little impact on the estimated effect of mass or footprint reduction on risk. Finally, shifting light truck drivers into safer, car-based vehicles, such as sedans, CUVs, and minivans, would result in larger reductions in societal fatalities than expected from even substantial reductions in the masses of light trucks. A strategy of shifting drivers from truck-based to car-based vehicles would reduce fuel use and greenhouse gas emissions, while improving societal safety.

  14. Estimating cost ratio distribution between fatal and non-fatal road accidents in Malaysia

    NASA Astrophysics Data System (ADS)

    Hamdan, Nurhidayah; Daud, Noorizam

    2014-07-01

    Road traffic crashes are a global major problem, and should be treated as a shared responsibility. In Malaysia, road accident tragedies kill 6,917 people and injure or disable 17,522 people in year 2012, and government spent about RM9.3 billion in 2009 which cost the nation approximately 1 to 2 percent loss of gross domestic product (GDP) reported annually. The current cost ratio for fatal and non-fatal accident used by Ministry of Works Malaysia simply based on arbitrary value of 6:4 or equivalent 1.5:1 depends on the fact that there are six factors involved in the calculation accident cost for fatal accident while four factors for non-fatal accident. The simple indication used by the authority to calculate the cost ratio is doubted since there is lack of mathematical and conceptual evidence to explain how this ratio is determined. The main aim of this study is to determine the new accident cost ratio for fatal and non-fatal accident in Malaysia based on quantitative statistical approach. The cost ratio distributions will be estimated based on Weibull distribution. Due to the unavailability of official accident cost data, insurance claim data both for fatal and non-fatal accident have been used as proxy information for the actual accident cost. There are two types of parameter estimates used in this study, which are maximum likelihood (MLE) and robust estimation. The findings of this study reveal that accident cost ratio for fatal and non-fatal claim when using MLE is 1.33, while, for robust estimates, the cost ratio is slightly higher which is 1.51. This study will help the authority to determine a more accurate cost ratio between fatal and non-fatal accident as compared to the official ratio set by the government, since cost ratio is an important element to be used as a weightage in modeling road accident related data. Therefore, this study provides some guidance tips to revise the insurance claim set by the Malaysia road authority, hence the appropriate method

  15. Fatalities among oil and gas extraction workers--United States, 2003-2006.

    PubMed

    2008-04-25

    Oil and gas extraction (i.e., removing oil and natural gas from the ground) is a growing industry in the United States, employing approximately 380,000 workers in 2006. In recent years, activity in this industry has increased substantially, from an average of 800 actively drilling rigs in the United States during the 1990s to approximately 1,300 during 2003-2006. In August 2005, the U.S. Department of Labor's Bureau of Labor Statistics (BLS) asked CDC to investigate a 15% increase in fatalities among oil and gas extraction workers (from 85 fatalities in 2003 to 98 in 2004). CDC analyzed data from the BLS Census of Fatal Occupational Injuries (CFOI) for the period 2003-2006. This report describes the results of that analysis, which indicated that increases in oil and gas extraction activity were correlated with an increase in the rate of fatal occupational injuries in this industry, with an annual fatality rate of 30.5 per 100,000 workers (404 fatalities) during 2003-2006, approximately seven times the rate for all workers (4.0 per 100,000 workers). Nearly half of all fatal injuries among these workers were attributed to highway motor-vehicle crashes and workers being struck by machinery or equipment. Employers should work with existing industry groups and federal, state, and local government agencies to promote seatbelt use. In addition, researchers and public health officials should collaborate with industry groups to establish engineering and process controls that remove workers from potentially dangerous machinery while drilling and servicing oil and gas wells.

  16. 49 CFR 219.207 - Fatality.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... authority (such as a coroner or medical examiner) of the fatality and the requirements of this subpart... telephone number of local authority contacted. (c) A coroner, medical examiner, pathologist, Aviation Medical Examiner, or other qualified professional is authorized to remove the required body fluid...

  17. 49 CFR 219.207 - Fatality.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... authority (such as a coroner or medical examiner) of the fatality and the requirements of this subpart... telephone number of local authority contacted. (c) A coroner, medical examiner, pathologist, Aviation Medical Examiner, or other qualified professional is authorized to remove the required body fluid...

  18. Systemic juvenile xanthogranuloma with fatal outcome.

    PubMed

    Azorín, Daniel; Torrelo, Antonio; Lassaletta, Alvaro; de Prada, Inmaculada; Colmenero, Isabel; Contra, Trinidad; González-Mediero, Imelda

    2009-01-01

    Juvenile xanthogranuloma is a benign and self-limited disease which usually appears in the skin of children. Visceral involvement has been rarely reported, as has fatal outcome in some affected individuals. We report a case of systemic juvenile xanthogranuloma in a female newborn with mainly skin, bone marrow, and liver involvement, leading to death at the age of 2 months.

  19. Fatal Case of Listeria innocua Bacteremia

    PubMed Central

    Perrin, Monique; Bemer, Michel; Delamare, Catherine

    2003-01-01

    Listeria innocua is widespread in the environment and in food. This species has to date never been described in association with human disease. We report a case of fatal bacteremia caused by L. innocua in a 62-year-old patient. PMID:14605191

  20. Fatal case of Listeria innocua bacteremia.

    PubMed

    Perrin, Monique; Bemer, Michel; Delamare, Catherine

    2003-11-01

    Listeria innocua is widespread in the environment and in food. This species has to date never been described in association with human disease. We report a case of fatal bacteremia caused by L. innocua in a 62-year-old patient.

  1. Fatal fat embolism during ritual initiation.

    PubMed Central

    Todd, N.

    1975-01-01

    A young Coast Salish Indian woman became fatally ill during ritual Initiation into the Native Winter Spirit Dancing Society. She died from massive fat emboli associated with subcutaneous bruises that appeared clinically unimportant and were not associated with fractures or other underlying injury. The liver showed extreme fatty metamorphosis. PMID:1139497

  2. Fatal Monocytic Ehrlichiosis in Woman, Mexico, 2013

    PubMed Central

    Sosa-Gutierrez, Carolina G.; Solorzano-Santos, Fortino; Walker, David H.; Torres, Javier; Serrano, Carlos A.

    2016-01-01

    Human monocytic ehrlichiosis is a febrile illness caused by Ehrlichia chaffeensis, an intracellular bacterium transmitted by ticks. In Mexico, a case of E. chaffeensis infection in an immunocompetent 31-year-old woman without recognized tick bite was fatal. This diagnosis should be considered for patients with fever, leukopenia, thrombocytopenia, and elevated liver enzyme levels. PMID:27088220

  3. 49 CFR 219.207 - Fatality.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... authority (such as a coroner or medical examiner) of the fatality and the requirements of this subpart... telephone number of local authority contacted. (c) A coroner, medical examiner, pathologist, Aviation Medical Examiner, or other qualified professional is authorized to remove the required body fluid...

  4. 49 CFR 219.207 - Fatality.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... authority (such as a coroner or medical examiner) of the fatality and the requirements of this subpart... telephone number of local authority contacted. (c) A coroner, medical examiner, pathologist, Aviation Medical Examiner, or other qualified professional is authorized to remove the required body fluid...

  5. Fatal Monocytic Ehrlichiosis in Woman, Mexico, 2013.

    PubMed

    Sosa-Gutierrez, Carolina G; Solorzano-Santos, Fortino; Walker, David H; Torres, Javier; Serrano, Carlos A; Gordillo-Perez, Guadalupe

    2016-05-01

    Human monocytic ehrlichiosis is a febrile illness caused by Ehrlichia chaffeensis, an intracellular bacterium transmitted by ticks. In Mexico, a case of E. chaffeensis infection in an immunocompetent 31-year-old woman without recognized tick bite was fatal. This diagnosis should be considered for patients with fever, leukopenia, thrombocytopenia, and elevated liver enzyme levels.

  6. Electrical fatalities among U.S. construction workers.

    PubMed

    Ore, T; Casini, V

    1996-06-01

    Over 2000 electrocution deaths were identified among U.S. construction workers from 1980 to 1991, with the highest mean annual crude mortality rate (2.5 per 100,000 people), and second highest mean age-adjusted rate (2.7 per 100,000 people) of all industries. Although the crude fatality rates showed a downward trend, construction workers are still about four times more likely to be electrocuted at work than are workers in all industries combined. Nearly 40% of the 5083 fatal electrocutions in all industries combined occurred in construction, and 80% were associated with industrial wiring, appliances, and transmission lines. Electrocutions ranked as the second leading cause of death among construction workers, accounting for an average of 15% of traumatic deaths in the industry from 1980 to 1991. The study indicates that the workers most at risk of electrical injury are male, young, nonwhite, and electricians, structural metal workers, and laborers. The most likely time of injury is 11 a.m. to 3 p.m. from June to August. Focusing prevention on these populations and characteristics through better methods of worker and supervisor electrical safety training, use of adequate protective clothing, and compliance with established procedures could minimize the average annual loss of 168 U.S. construction workers.

  7. State-Level Lifetime Medical and Work-Loss Costs of Fatal Injuries - United States, 2014.

    PubMed

    Luo, Feijun; Florence, Curtis

    2017-01-13

    Injury-associated deaths have substantial economic consequences in the United States. The total estimated lifetime medical and work-loss costs associated with fatal injuries in 2013 were $214 billion (1). In 2014, unintentional injury, suicide, and homicide (the fourth, tenth, and seventeenth leading causes of death, respectively) accounted for 194,635 deaths in the United States (2). In 2014, a total of 199,756 fatal injuries occurred in the United States, and the associated lifetime medical and work-loss costs were $227 billion (3). This report examines the state-level economic burdens of fatal injuries by extending a previous national-level study (1). Numbers and rates of fatal injuries, lifetime costs, and lifetime costs per capita were calculated for each of the 50 states and the District of Columbia (DC) and for four injury intent categories (all intents, unintentional, suicide, and homicide). During 2014, injury mortality rates and economic burdens varied widely among the states and DC. Among fatal injuries of all intents, the mortality rate and lifetime costs per capita ranged from 101.9 per 100,000 and $1,233, respectively (New Mexico) to 40.2 per 100,000 and $491 (New York). States can engage more effectively and efficiently in injury prevention if they are aware of the economic burden of injuries, identify areas for immediate improvement, and devote necessary resources to those areas.

  8. Trends of Occupational Fatalities Involving Machines, United States, 1992–2010

    PubMed Central

    Marsh, Suzanne M.; Fosbroke, David E.

    2016-01-01

    Background This paper describes trends of occupational machine-related fatalities from 1992–2010. We examine temporal patterns by worker demographics, machine types (e.g., stationary, mobile), and industries. Methods We analyzed fatalities from Census of Fatal Occupational Injuries data provided by the Bureau of Labor Statistics to the National Institute for Occupational Safety and Health. We used injury source to identify machine-related incidents and Poisson regression to assess trends over the 19-year period. Results There was an average annual decrease of 2.8% in overall machine-related fatality rates from 1992 through 2010. Mobile machine-related fatality rates decreased an average of 2.6% annually and stationary machine-related rates decreased an average of 3.5% annually. Groups that continued to be at high risk included older workers; self-employed; and workers in agriculture/forestry/fishing, construction, and mining. Conclusion Addressing dangers posed by tractors, excavators, and other mobile machines needs to continue. High-risk worker groups should receive targeted information on machine safety. PMID:26358658

  9. Heterogeneous impacts of gender-interpreted contributing factors on driver injury severities in single-vehicle rollover crashes.

    PubMed

    Wu, Qiong; Zhang, Guohui; Chen, Cong; Tarefder, Rafiqul; Wang, Haizhong; Wei, Heng

    2016-09-01

    In this study, a mixed logit model is developed to identify the heterogeneous impacts of gender-interpreted contributing factors on driver injury severities in single-vehicle rollover crashes. The random parameter of the variables in the mixed logit model, the heterogeneous mean, is elaborated by driver gender-based linear regression models. The model is estimated using crash data in New Mexico from 2010 to 2012. The percentage changes of factors' predicted probabilities are calculated in order to better understand the model specifications. Female drivers are found more likely to experience severe or fatal injuries in rollover crashes than male drivers. However, the probability of male drivers being severely injured is higher than female drivers when the road surface is unpaved. Two other factors with fixed parameters are also found to significantly increase driver injury severities, including Wet and Alcohol Influenced. This study provides a better understanding of contributing factors influencing driver injury severities in rollover crashes as well as their heterogeneous impacts in terms of driver gender. Those results are also helpful to develop appropriate countermeasures and policies to reduce driver injury severities in single-vehicle rollover crashes.

  10. [Concealed and simulated trauma fatalities(II)].

    PubMed

    Klotzbach, H; Püschel, K

    2001-12-01

    A careful investigation of fatal accidents is required due to the relevant financial consequences for the insured as well as for the insurance company. An evaluation of post-mortem cases handled by our institute from 1988 to 1998 showed that 16% of all fatal accidents were not initially classified as such; it was only possible to determine the cause by post-mortem and criminal investigation. The frequency of a relevant alcoholization varied with different types of accidents. Furthermore, of all fatal accidents, 3% were revealed to be deceptive. Those 42 cases in total, presenting themselves as fatal accidents at first glance, were later determined either to be natural deaths (n = 27), homicide (n = 11) or suicide (n = 4). In addition to this, autopsies showed 83 cases of death to be sequelae to accidents. Particularly in cases of a victim plunging out of the window or into water, it can be difficult to make the distinction between natural death--e.g. as a reason for falling--and suicide or homicide. Further difficulties can result from interpretations of the findings in cases of putrefaction, mauling by animals, defects caused by burning or severely deformed corpses. In these cases, the importance of patho-morphological findings from the autopsy must be emphasized. Indirect sequelae of accidents may be pulmonary embolism or pneumonia. The cause of death has to be classified as accidental if the chain of events is of traumatic origin. Mistakes can be avoided if the medical history is taken conscientiously. If no facts are available, the cause of death should be certificated as undetermined. Our evaluation only included autopsy cases from our institute. The concealed fatal accidents which were incorrectly certified as natural deaths or the cases dismissed by the police and the public prosecutor without performing an autopsy were not evaluated.

  11. The association between high-risk behavior and central nervous system injuries: analysis of traffic-related fatalities in a large coroner's series.

    PubMed

    Pakula, Andrea; Shaker, Adel; Martin, Maureen; Skinner, Ruby

    2013-10-01

    High-risk behaviors leading to traffic fatalities are often a result of severe traumatic brain and spine injuries. The objective of the study was to analyze patterns of behavior in drivers and motorcyclists that are associated with central nervous system (CNS)-related prehospital deaths that may serve as a basis for future prevention initiatives. Our study group comprised 514 fatalities with severe CNS injuries documented at autopsy. The majority (n = 491) was the result of motor vehicle collisions (MVCs). In this group, male drivers predominated and the majority, 80 per cent, wore seatbelts. Toxicology analysis revealed 53 per cent of drivers with a mean concentration of ethanol above the legal limit. Texting while driving comprised 45 per cent of the study group. Less than 5 per cent of the fatalities were the result of road or weather conditions. In the motorcycle group (n = 23), 100 per cent of the victims were unhelmeted. We report a large autopsy series of CNS-related deaths with analysis of behavioral factors associated with the fatalities. Substance abuse and distracted driving are dominant patterns of high-risk behavior in MVCs and not wearing a motorcycle helmet is deadly for victims of motorcycle crashes.

  12. Tradition and a fatal virus.

    PubMed

    Richardson, M

    1996-10-01

    Though the statistics on the extent of HIV infection and the number of AIDS cases in Kenya are inaccurate, the World Bank estimates that about 7% of the country's population is infected with HIV. Kisumu, the capital of Western Province, is a small city with one of the highest rates of HIV infection in Kenya. Researchers believe that at least 10% of the city's general population and about 25% of the sexually active are infected with HIV. More than 20% of patients at New Nyanza General Hospital are HIV positive. HIV/AIDS have spread throughout Kenya because most people do not practice safer sex, the majority of infected people do not know that they are infected, a fear of people to obtain condoms, the practice of wife inheritance, and a combination of conservatism, ignorance, and denial about prevailing sexual behavior and the true threat of the epidemic. Although Kenyans have a range of beliefs about the cause of and local treatments for AIDS, they have recently begun to accept HIV for the deadly virus that it is. AIDS is a common cause of death in Kisumu and the villages of the province, but people don't discuss AIDS, and the person with AIDS typically dies at home among family members who do not know what the sickness was. Since no cure has been discovered for AIDS, people need to take the necessary measures to prevent initial infection with HIV.

  13. Vulnerability of Female Drivers Involved in Motor Vehicle Crashes: An Analysis of US Population at Risk

    PubMed Central

    Segui-Gomez, Maria; Crandall, Jeff R.

    2011-01-01

    Objectives. Motor vehicle trauma has been effectively reduced over the past decades; however, it is unclear whether the benefits are equally realized by the vehicle users of either sex. With increases in the number of female drivers involved in fatal crashes and similarity in driving patterns and risk behavior, we sought to evaluate if advances in occupant safety technology provide equal injury protection for drivers of either sex involved in a serious or fatal crash. Methods. We performed a retrospective cohort study with national crash data between 1998 and 2008 to determine the role of driver sex as a predictor of injury outcome when involved in a crash. Results. The odds for a belt-restrained female driver to sustain severe injuries were 47% (95% confidence interval = 28%, 70%) higher than those for a belt-restrained male driver involved in a comparable crash. Conclusions. To address the sex-specific disparity demonstrated in this study, health policies and vehicle regulations must focus on effective safety designs specifically tailored toward the female population for equity in injury reduction. PMID:22021321

  14. Evaluation of injury and fatality risk in rock and ice climbing.

    PubMed

    Schöffl, Volker; Morrison, Audry; Schwarz, Ulrich; Schöffl, Isabelle; Küpper, Thomas

    2010-08-01

    Rock and ice climbing are widely considered to be 'high-risk' sporting activities that are associated with a high incidence of severe injury and even death, compared with more mainstream sports. However, objective scientific data to support this perception are questionable. Accordingly, >400 sport-specific injury studies were analysed and compared by quantifying the injury incidence and objectively grading the injury severity (using the National Advisory Committee for Aeronautics score) per 1000 hours of sporting participation. Fatalities were also analysed. The analysis revealed that fatalities occurred in all sports, but it was not always clear whether the sport itself or pre-existing health conditions contributed or caused the deaths. Bouldering (ropeless climbing to low heights), sport climbing (mostly bolt protected lead climbing with little objective danger) and indoor climbing (climbing indoors on artificial rock structures), showed a small injury rate, minor injury severity and few fatalities. As more objective/external dangers exist for alpine and ice climbing, the injury rate, injury severity and fatality were all higher. Overall, climbing sports had a lower injury incidence and severity score than many popular sports, including basketball, sailing or soccer; indoor climbing ranked the lowest in terms of injuries of all sports assessed. Nevertheless, a fatality risk remains, especially in alpine and ice climbing. In the absence of a standard definition for a 'high-risk' sport, categorizing climbing as a high-risk sport was found to be either subjective or dependent on the definition used. In conclusion, this analysis showed that retrospective data on sport-specific injuries and fatalities are not reported in a standardized manner. To improve preventative injury measures for climbing sports, it is recommended that a standardized, robust and comprehensive sport-specific scoring model should be developed to report and fully evaluate the injury risk, severity

  15. 78 FR 38096 - Fatality Analysis Reporting System Information Collection

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-06-25

    ... National Highway Traffic Safety Administration Fatality Analysis Reporting System Information Collection... Reporting System (FARS) is a major system that acquires national fatality information directly from existing...: Request for public comment on proposed collection of information. SUMMARY: Before a Federal agency...

  16. Heavy ion driver technology

    SciTech Connect

    Keefe, D.

    1988-09-01

    Major differences between fusion drivers and traditional accelerators include the following. The final beam current needed (/approximately/20 kA in a short pulse) is very much larger for a driver; such beams are dominated by repulsive space-charge effects since, even at 10 GeV, the ions are non-relativistic (v/c = 0.3). Also, the optical quality of the beams (called emittance by accelerator people) must be extremely good to ensure a suitably small focal spot at the pellet. Two schemes, one with a rf linac and storage rings, the other with a single-pass current-amplifying induction linac, are under study, the latter exclusively in the US. The induction linac approach lends itself to an examination in a sequence of scaled-down laboratory experiments since the most difficulties are expected to occur at the low energy end. Experiments and simulation have centered on a study of the transverse and longitudinal control of space-charge-dominated beams which are best described in terms of a non-neutral plasma rather than the traditional single-particle dynamics picture. An understanding of the high-current instability limits is required for arriving at a safe driver design. The final on-target beam current is so high that it must be carried in 16 separate focusing channels leading into the combustion chamber. While the energy deposition of the ions is expected to be entirely classical, there is a wealth of plasma physics phenomena to be explored (by theory and simulation) in the final propagation of these beams through the low-density gas in the chamber and in the environment of the hot target; it is important that none of these could result in a significant portion of the beam missing the focal spot. 13 refs., 9 figs., 1 tab.

  17. The RIA driver linac.

    SciTech Connect

    Shepard, K. W.

    2002-09-23

    The driver linac for the U.S. RIA project will be a 1.4 GV superconducting linac capable of accelerating the full mass range of ions from 900 MeV protons to 400 MeV/u uranium, and delivering a cw beam of 400 kW shared by at least two targets simultaneously. Elements of the linac are being developed at several U.S. laboratories. The current status of linac design and development is reviewed with emphasis on changes in the baseline design since the last linac conference.

  18. Child passenger deaths involving drinking drivers--United States, 1997-2002.

    PubMed

    2004-02-06

    Motor-vehicle crashes are the leading cause of death among children aged >/=1 year in the United States, and one in four crash-related deaths among child passengers aged drivers during 1997-2002, CDC analyzed data from the Fatality Analysis Reporting System (FARS) of the National Highway Traffic Safety Administration. This report summarizes the results of that analysis, which indicated that among the 2,355 children who died in alcohol-related crashes, 1,588 (68%) were riding with drinking drivers; the majority of these children were not restrained. To reduce the number of child fatalities in alcohol-related motor-vehicle crashes, effective interventions are needed to prevent alcohol-impaired driving and to increase use of child passenger restraints.

  19. Bear attack--A unique fatality in Finland.

    PubMed

    De Giorgio, Fabio; Rainio, Juha; Pascali, Vincenzo; Lalu, Kaisa

    2007-11-15

    Fatalities due to animal bites, the vast majority of which are associated with dogs and big cats, are relatively uncommon and rarely described in the literature. Especially rare are fatal bear attacks on humans. We herein present a forensic investigation of a fatal assault, involving numerous bites on a 42-year-old man in Finland by an European brown bear (Ursus arctos arctos).

  20. Fast SCR Thyratron Driver

    SciTech Connect

    Nguyen, M.N.; /SLAC

    2007-06-18

    As part of an improvement project on the linear accelerator at SLAC, it was necessary to replace the original thyratron trigger generator, which consisted of two chassis, two vacuum tubes, and a small thyratron. All solid-state, fast rise, and high voltage thyratron drivers, therefore, have been developed and built for the 244 klystron modulators. The rack mounted, single chassis driver employs a unique way to control and generate pulses through the use of an asymmetric SCR, a PFN, a fast pulse transformer, and a saturable reactor. The resulting output pulse is 2 kV peak into 50 {Omega} load with pulse duration of 1.5 {mu}s FWHM at 180 Hz. The pulse risetime is less than 40 ns with less than 1 ns jitter. Various techniques are used to protect the SCR from being damaged by high voltage and current transients due to thyratron breakdowns. The end-of-line clipper (EOLC) detection circuit is also integrated into this chassis to interrupt the modulator triggering in the event a high percentage of line reflections occurred.

  1. Driver behaviour at roadworks.

    PubMed

    Walker, Guy; Calvert, Malcolm

    2015-11-01

    There is an incompatibility between how transport engineers think drivers behave in roadworks and how they actually behave. As a result of this incompatibility we are losing approximately a lane's worth of capacity in addition to those closed by the roadworks themselves. The problem would have little significance were it not for the fact a lane of motorway costs approx. £30 m per mile to construct and £43 k a year to maintain, and that many more roadworks are planned as infrastructure constructed 40 or 50 years previously reaches a critical stage in its lifecycle. Given current traffic volumes, and the sensitivity of road networks to congestion, the effects of roadworks need to be accurately assessed. To do this requires a new ergonomic approach. A large-scale observational study of real traffic conditions was used to identify the issues and impacts, which were then mapped to the ergonomic knowledge-base on driver behaviour, and combined to developed practical guidelines to help in modelling future roadworks scenarios with greater behavioural accuracy. Also stemming from the work are novel directions for the future ergonomic design of roadworks themselves.

  2. A simple wave driver

    NASA Astrophysics Data System (ADS)

    Kağan Temiz, Burak; Yavuz, Ahmet

    2015-08-01

    This study was done to develop a simple and inexpensive wave driver that can be used in experiments on string waves. The wave driver was made using a battery-operated toy car, and the apparatus can be used to produce string waves at a fixed frequency. The working principle of the apparatus is as follows: shortly after the car is turned on, the wheel starts to turn at a constant angular speed. A rod that is fixed on the wheel turns at the same constant angular speed, too. A tight string that the wave will be created on is placed at a distance where the rod can touch the string. During each rotation of the wheel, the rod vibrates the string up and down. The vibration frequency of this rod equals the wheel’s rotation frequency, and this frequency value can be measured easily with a small magnet and a bicycle speedometer. In this way, the frequency of the waves formed in the rope can also be measured.

  3. Mobile computed tomography for mass fatality investigations.

    PubMed

    Rutty, Guy N; Robinson, Claire; Jeffery, Amanda; Morgan, Bruno

    2007-06-01

    The use of computed tomography (CT) has received growing interest within the forensic world. To date, most publications have been related to the use of clinical or institutional sited scanners with few publications reporting on the actual, as opposed to the theoretical, use of mobile CT scanners in forensic practice. This review paper considers the use of mobile CT scanning for forensic investigations. It reviews the literature and presents the experience gained from a 6-month trial undertaken by the Forensic Pathology Unit, at the University of Leicester, UK of the use of CT for mass fatality investigation. Protocols for the use of mobile CT are discussed to assist other centres contemplating the use of mobile CT for mass fatality investigations.

  4. Fatal methanol poisoning: features of liver histopathology.

    PubMed

    Akhgari, Maryam; Panahianpour, Mohammad Hadi; Bazmi, Elham; Etemadi-Aleagha, Afshar; Mahdavi, Amirhosein; Nazari, Saeed Hashemi

    2013-03-01

    Methanol poisoning has become a considerable problem in Iran. Liver can show some features of poisoning after methanol ingestion. Therefore, our concern was to examine liver tissue histopathology in fatal methanol poisoning cases in Iranian population. In this study, 44 cases of fatal methanol poisoning were identified in a year. The histological changes of the liver were reviewed. The most striking features of liver damage by light microscopy were micro-vesicular steatosis, macro-vesicular steatosis, focal hepatocyte necrosis, mild intra-hepatocyte bile stasis, feathery degeneration and hydropic degeneration. Blood and vitreous humor methanol concentrations were examined to confirm the proposed history of methanol poisoning. The majority of cases were men (86.36%). In conclusion, methanol poisoning can cause histological changes in liver tissues. Most importantly in cases with mean blood and vitreous humor methanol levels greater than 127 ± 38.9 mg/dL more than one pathologic features were detected.

  5. Fatal Israeli spotted fever in children.

    PubMed

    Yagupsky, P; Wolach, B

    1993-11-01

    We describe three Israeli children with fatal spotted fever. Clinical disease was characterized by irreversible shock, encephalopathy, renal failure, bleeding tendency, and death within 24 hours of admission. None of the patients had a history of tick bite, and no tache noire was noted. One child presented without rash, and the other two did not have antibodies to spotted-fever-group rickettsiae. The disease was confirmed by isolation of Rickettsia conorii from the patients' blood and tissues in cell cultures or from susceptible laboratory animals inoculated with human specimens. The present cases demonstrate the existence of a severe form of Israeli spotted fever in this population that resembles Rocky Mountain spotted fever. Because Israeli spotted fever may follow a quick, unpredictable, rapidly fatal clinical course, specific antimicrobial therapy should be promptly administered whenever the diagnosis is suspected.

  6. Fatal outbreak of botulism in Greenland.

    PubMed

    Hammer, Tóra Hedinsdottir; Jespersen, Sanne; Kanstrup, Jakob; Ballegaard, Vibe Cecilie; Kjerulf, Anne; Gelvan, Allan

    2015-03-01

    Botulism commonly occurs when the anaerobic, gram-positive bacterium Clostridium botulinum, under suitable conditions, produces botulinum neurotoxins. Named A-F, these toxins are the immediate causative agent of the clinical symptoms of symmetrical, descending neurological deficits, including respiratory muscle paralysis. We present five cases of foodborne botulism occurring in Greenland, two with fatal outcome, caused by ingestion of tradionally preserved eider fowl. In the cases of the survivors, antitoxin and supportive care, including mechanical ventilation, were administered. In these cases recovery was complete. Microbiological assays, including toxin neutralization bioassay, demonstrated the presence of neurotoxin E in two survivors. The third survivor was shown by PCR to have the BoNT type E gene in faeces. This is the first report of cases of fatal botulism in Greenland. It underscores the importance of prompt coordinated case management effort in a geographically isolated area such as Greenland.

  7. Fatal intracerebral hemorrhage during dental treatment.

    PubMed

    Massalha, R; Valdman, S; Farkash, P; Merkin, L; Herishanu, Y

    1996-09-01

    Although chronic arterial hypertension is the leading cause of intracranial hemorrhage, an abrupt rise in systemic arterial pressure in normotensive people may sometimes induce a hemorrhagic stroke. Dental treatment is rarely associated with such an event. We report here on two middle-aged women, apparently healthy, who suffered from a fatal intracerebral hemorrhage following a dental treatment. On admission, high levels of arterial hypertension were found. It seems that trigeminal manipulation during dental treatment as well as increased serum levels of induced epinephrine mainly by stress and pain, and the small amounts absorbed from the site of local anesthesia might produce abrupt elevation of blood pressure, subsequent increase in cerebral blood flow and severe, even fatal intracerebral hemorrhage. The addition of catecholamines to local anesthetics should be considered. We recommend the use of benzodiazepin as a premedication drug to reduce stress during dental treatment.

  8. AUGMENTED REALITY CUES TO ASSIST OLDER DRIVERS WITH GAP ESTIMATION FOR LEFT-TURNS

    PubMed Central

    Rusch, Michelle L.; Schall, Mark C.; Lee, John D.; Dawson, Jeffrey D.; Rizzo, Matthew

    2014-01-01

    The objective of this study was to assess the effects of augmented reality (AR) cues designed to assist middle-aged and older drivers with a range of UFOV impairments, judging when to make left-turns across oncoming traffic. Previous studies have shown that AR cues can help middle-aged and older drivers respond to potential roadside hazards by increasing hazard detection without interfering with other driving tasks. Intersections pose a critical challenge for cognitively impaired drivers, prone to misjudge time-to-contact with oncoming traffic. We investigated whether AR cues improve or interfere with hazard perception in left-turns across oncoming traffic for drivers with age-related cognitive decline. Sixty-four middle-aged and older drivers with a range of UFOV impairment judged when it would be safe to turn left across oncoming traffic approaching the driver from the opposite direction in a rural stop-sign controlled intersection scenario implemented in a static base driving simulator. Outcome measures used to evaluate the effectiveness of AR cueing included: Time-to-Contact (TTC), Gap Time Variation (GTV), Response Rate, and Gap Response Variation (GRV). All drivers estimated TTCs were shorter in cued than in uncued conditions. In addition, drivers responded more often in cued conditions than in uncued conditions and GRV decreased for all drivers in scenarios that contained AR cues. For both TTC and response rate, drivers also appeared to adjust their behavior to be consistent with the cues, especially drivers with the poorest UFOV scores (matching their behavior to be close to middle-aged drivers). Driver ratings indicated that cueing was not considered to be distracting. Further, various conditions of reliability (e.g., 15% miss rate) did not appear to affect performance or driver ratings. PMID:24950128

  9. Fatal disseminated toxoplasmosis during primary HIV infection.

    PubMed

    Signorini, Liana; Gulletta, Maurizio; Coppini, Davide; Donzelli, Carla; Stellini, Roberto; Manca, Nino; Carosi, Giampiero; Matteelli, Alberto

    2007-03-01

    Toxoplasmosis is a well recognized manifestation of AIDS, but the disseminated disease is a rare condition and it has not been associated to HIV seroconversion to our knowledge. We describe a fatal episode of disseminated T. gondii acute infection with massive organ involvement during primary HIV infection. The serological data demonstrate primary T. gondii infection. The avidity index for HIV antibodies supports recent HIV-1 infection.

  10. Cathelicidin Insufficiency in Patients with Fatal Leptospirosis

    PubMed Central

    Min, Jin-na; Mannam, Praveen; Srivastava, Anup; Yao, Yi; Hacker, Kathryn P.; Raddassi, Khadir; Montgomery, Ruth R.; Shaw, Albert C.; Araújo, Guilherme C.; Nery, Nivison; Relman, David A.; Reis, Mitermayer G.; Ko, Albert I.

    2016-01-01

    Leptospirosis causes significant morbidity and mortality worldwide; however, the role of the host immune response in disease progression and high case fatality (>10–50%) is poorly understood. We conducted a multi-parameter investigation of patients with acute leptospirosis to identify mechanisms associated with case fatality. Whole blood transcriptional profiling of 16 hospitalized Brazilian patients with acute leptospirosis (13 survivors, 3 deceased) revealed fatal cases had lower expression of the antimicrobial peptide, cathelicidin, and chemokines, but more abundant pro-inflammatory cytokine receptors. In contrast, survivors generated strong adaptive immune signatures, including transcripts relevant to antigen presentation and immunoglobulin production. In an independent cohort (23 survivors, 22 deceased), fatal cases had higher bacterial loads (P = 0.0004) and lower anti-Leptospira antibody titers (P = 0.02) at the time of hospitalization, independent of the duration of illness. Low serum cathelicidin and RANTES levels during acute illness were independent risk factors for higher bacterial loads (P = 0.005) and death (P = 0.04), respectively. To investigate the mechanism of cathelicidin in patients surviving acute disease, we administered LL-37, the active peptide of cathelicidin, in a hamster model of lethal leptospirosis and found it significantly decreased bacterial loads and increased survival. Our findings indicate that the host immune response plays a central role in severe leptospirosis disease progression. While drawn from a limited study size, significant conclusions include that poor clinical outcomes are associated with high systemic bacterial loads, and a decreased antibody response. Furthermore, our data identified a key role for the antimicrobial peptide, cathelicidin, in mounting an effective bactericidal response against the pathogen, which represents a valuable new therapeutic approach for leptospirosis. PMID:27812211

  11. Fatal meningoencephalitis due to Bacillus anthracis.

    PubMed

    Kwong, K L; Que, T L; Wong, S N; So, K T

    1997-12-01

    We report the first case of fatal anthrax meningoencephalitis in Hong Kong over the past 60 years. A 13 year-old boy presented with right lower quadrant pain, diarrhoea and progressive headache. Lumbar puncture yielded gram positive bacilli initially thought to be Bacillus cereus, a contaminant. He was treated with ampicillin and cefotaxime, but died 3 days after hospitalization. The organism isolated from blood and cerebrospinal fluid was later identified as Bacillus anthracis.

  12. Vision-based method for detecting driver drowsiness and distraction in driver monitoring system

    NASA Astrophysics Data System (ADS)

    Jo, Jaeik; Lee, Sung Joo; Jung, Ho Gi; Park, Kang Ryoung; Kim, Jaihie

    2011-12-01

    Most driver-monitoring systems have attempted to detect either driver drowsiness or distraction, although both factors should be considered for accident prevention. Therefore, we propose a new driver-monitoring method considering both factors. We make the following contributions. First, if the driver is looking ahead, drowsiness detection is performed; otherwise, distraction detection is performed. Thus, the computational cost and eye-detection error can be reduced. Second, we propose a new eye-detection algorithm that combines adaptive boosting, adaptive template matching, and blob detection with eye validation, thereby reducing the eye-detection error and processing time significantly, which is hardly achievable using a single method. Third, to enhance eye-detection accuracy, eye validation is applied after initial eye detection, using a support vector machine based on appearance features obtained by principal component analysis (PCA) and linear discriminant analysis (LDA). Fourth, we propose a novel eye state-detection algorithm that combines appearance features obtained using PCA and LDA, with statistical features such as the sparseness and kurtosis of the histogram from the horizontal edge image of the eye. Experimental results showed that the detection accuracies of the eye region and eye states were 99 and 97%, respectively. Both driver drowsiness and distraction were detected with a success rate of 98%.

  13. Testing a structural model of young driver willingness to uptake Smartphone Driver Support Systems.

    PubMed

    Kervick, Aoife A; Hogan, Michael J; O'Hora, Denis; Sarma, Kiran M

    2015-10-01

    There is growing interest in the potential value of using phone applications that can monitor driver behaviour (Smartphone Driver Support Systems, 'SDSSs') in mitigating risky driving by young people. However, their value in this regard will only be realised if young people are willing to use this technology. This paper reports the findings of a study in which a novel structural model of willingness to use SDSSs was tested. Grounded in the driver monitoring and Technology Acceptance (TA) research literature, the model incorporates the perceived risks and gains associated with potential SDSS usage and additional social cognitive factors, including perceived usability and social influences. A total of 333 smartphone users, aged 18-24, with full Irish driving licenses completed an online questionnaire examining willingness or Behavioural Intention (BI) to uptake a SDSS. Following exploratory and confirmatory factor analyses, structural equation modelling indicated that perceived gains and social influence factors had significant direct effects on BI. Perceived risks and social influence also had significant indirect effects on BI, as mediated by perceived gains. Overall, this model accounted for 72.5% of the variance in willingness to uptake SDSSs. Multi-group structural models highlighted invariance of effects across gender, high and low risk drivers, and those likely or unlikely to adopt novel phone app technologies. These findings have implications for our understanding of the willingness of young drivers to adopt and use SDSSs, and highlight potential factors that could be targeted in behavioural change interventions seeking to improve usage rates.

  14. Urinalysis and hair analysis for illicit drugs of driver applicants and drivers in the trucking industry.

    PubMed

    Mieczkowski, Tom

    2010-07-01

    The purpose of this article is to compare the differential rate of detection of illicit drugs when using two distinct sample types, hair and urine specimens. The specimens were collected from persons who applied for employment as a truck driver, or were collected from randomly selected currently employed truck drivers. The data is examined for job applicants and employees to determine if any differences in outcomes are associated with employment status or specimen type. The data is also assessed for specific patterns associated with particular drugs and their assay outcomes. Overall, it was determined that drug positive cases are relatively rare. Job applicants are more likely to test positive for an illicit drug than a currently employed driver. Applicants are more frequently positive for a drug by a factor of 3 for both urinalysis and hair analysis when compared to currently employed drivers. Approximately 2% of applicants were urine positive and 9% hair positive for an illegal drug. Considering employed truck drivers 0.6% were drug positive by urinalysis and 3% when using hair analysis. It is concluded that hair assays detect more drug use than urinalysis. It is also concluded that when urine and hair assay outcomes are non-concordant the typical case is a positive hair analysis with a negative urinalysis.

  15. Aluminum phosphide fatalities, new local experience.

    PubMed

    Abder-Rahman, H A; Battah, A H; Ibraheem, Y M; Shomaf, M S; el-Batainch, N

    2000-04-01

    Aluminum phosphide (AlP) pesticide is a highly toxic, low cost, and easily accessible rodenticidal agent. Its toxicity results from the liberation of phosphine gas upon exposure to moisture, which leads to multisystem involvement, resulting in serious consequences. The highly toxic parathion insecticide was a common cause of mortality in pesticide fatalities, prior to its banning. Its toxicity was familiar to the public as well as to physicians. Recently, ten fatalities due to AlP were encountered within a three-month period during spring, when it was used as a rodenticide in the vicinity of grain stores. The victims' ages ranged from 1-34 years. The circumstances of death were accidental in six cases, suicidal in two and possibly homicidal in two cases. Retrospectively, the clinical manifestations, scene investigation, autopsy, histological and toxicological findings supported the diagnosis of AlP intoxication. Immediate recognition was difficult due to unfamiliarity of the agent to the physicians. The occurrence of these fatalities might suggest changes of pattern in pesticide poisoning. This should raise the attention of the physician to the problem of AlP poisoning and also necessitates the awareness of the public to the hazards of this poison. Education, proper handling, strict observation and abiding by the regulations controlling this material are good protective measures against AlP poisoning.

  16. Idaho Driver Education Instructional Guide. Revised.

    ERIC Educational Resources Information Center

    Idaho State Dept. of Education, Boise.

    This driver education instructional safety guide is organized in three sections: Driver Education; Motorcycle Education; and Driver Education for the Handicapped. The driver education section contains 10 units dealing with the following topics: parent orientation; student orientation; basic control skills; driver performance; driving regulations;…

  17. 49 CFR 380.109 - Driver testing.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 49 Transportation 5 2011-10-01 2011-10-01 false Driver testing. 380.109 Section 380.109... REQUIREMENTS Longer Combination Vehicle (LCV) Driver-Training and Driver-Instructor Requirements-General § 380.109 Driver testing. (a) Testing methods. The driver-student must pass knowledge and skills tests...

  18. 49 CFR 380.109 - Driver testing.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 49 Transportation 5 2012-10-01 2012-10-01 false Driver testing. 380.109 Section 380.109... REQUIREMENTS Longer Combination Vehicle (LCV) Driver-Training and Driver-Instructor Requirements-General § 380.109 Driver testing. (a) Testing methods. The driver-student must pass knowledge and skills tests...

  19. 49 CFR 380.109 - Driver testing.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 49 Transportation 5 2014-10-01 2014-10-01 false Driver testing. 380.109 Section 380.109... REQUIREMENTS Longer Combination Vehicle (LCV) Driver-Training and Driver-Instructor Requirements-General § 380.109 Driver testing. (a) Testing methods. The driver-student must pass knowledge and skills tests...

  20. 49 CFR 380.109 - Driver testing.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 5 2013-10-01 2013-10-01 false Driver testing. 380.109 Section 380.109... REQUIREMENTS Longer Combination Vehicle (LCV) Driver-Training and Driver-Instructor Requirements-General § 380.109 Driver testing. (a) Testing methods. The driver-student must pass knowledge and skills tests...

  1. Discrepancy analysis of driving performance of taxi drivers and non-professional drivers for red-light running violation and crash avoidance at intersections.

    PubMed

    Wu, Jiawei; Yan, Xuedong; Radwan, Essam

    2016-06-01

    Due to comfort, convenience, and flexibility, taxis have become increasingly more prevalent in China, especially in large cities. However, many violations and road crashes that occurred frequently were related to taxi drivers. This study aimed to investigate differences in driving performance between taxi drivers and non-professional drivers from the perspectives of red-light running violation and potential crash involvement based on a driving simulation experiment. Two typical scenarios were established in a driving simulator, which includes the red-light running violation scenario and the crash avoidance scenario. There were 49 participants, including 23 taxi drivers (14 males and 9 females) and 26 non-professional drivers (13 males and 13 females) recruited for this experiment. The driving simulation experiment results indicated that non-professional drivers paid more attention to red-light running violations in comparison to taxi drivers who had a higher probability of red-light running violation. Furthermore, it was found that taxi drivers were more inclined to turn the steering wheel in an attempt to avoid a potential collision and non-professional drivers had more abrupt deceleration behaviors when facing a potential crash. Moreover, the experiment results showed that taxi drivers had a smaller crash rate compared to non-professional drivers and had a better performance in terms of crash avoidance at the intersection.

  2. Effects of automobile steering characteristics on driver/vehicle system performance in discrete maneuvers

    NASA Technical Reports Server (NTRS)

    Klein, R. H.; Mcruer, D. T.

    1975-01-01

    A series of discrete maneuver tasks were used to evaluate the effects of steering gain and directional mode dynamic parameters on driver/vehicle responses. The importance and ranking of these parameters were evaluated through changes in subjective driver ratings and performance measures obtained from transient maneuvers such as a double lane change, an emergency lane change, and an unexpected obstacle. The unexpected obstacle maneuver proved more sensitive to individual driver differences than to vehicle differences. Results were based on full scale tests with an experienced test driver evaluating many different dynamic configurations plus seventeen ordinary drivers evaluating six key configurations.

  3. GIS based analysis of Intercity Fatal Road Traffic Accidents in Iran.

    PubMed

    Alizadeh, A; Zare, M; Darparesh, M; Mohseni, S; Soleimani-Ahmadi, M

    2015-01-01

    Road traffic accidents including intercity car traffic accidents (ICTAs) are among the most important causes of morbidity and mortality due to the growing number of vehicles, risky behaviors, and changes in lifestyle of the general population. A sound knowledge of the geographical distribution of car traffic accidents can be considered as an approach towards the accident causation and it can be used as an administrative tool in allocating the sources for traffic accidents prevention. This study was conducted to investigate the geographical distribution and the time trend of fatal intercity car traffic accidents in Iran. To conduct this descriptive study, all Iranian intercity road traffic mortality data were obtained from the Police reports in the Statistical Yearbook of the Governor's Budget and Planning. The obtained data were for 17 complete Iranian calendar years from March 1997 to March 2012. The incidence rate (IR) of fatal ICTAs for each year was calculated as the total number of fatal ICTAs in every 100000 population in specified time intervals. Figures and maps indicating the trends and geographical distribution of fatal ICTAs were prepared while using Microsoft Excel and ArcGis9.2 software. The number of fatal car accidents showed a general increasing trend from 3000 in 1996 to 13500 in 2012. The incidence of fatal intercity car accidents has changed from six in 100000 population in 1996 to 18 in 100000 population in 2012. GIS based data showed that the incidence rate of ICTAs in different provinces of Iran was very divergent. The highest incidence of fatal ICTAs was in Semnan province (IR= 35.2), followed by North Khorasan (IR=22.7), and South Khorasan (IR=22). The least incidence of fatal ICTAs was in Tehran province (IR=2.4) followed by Khozestan (IR=6.5), and Eastern Azarbayejan (IR=6.6). The compensation cost of fatal ICTAs also showed an increasing trend during the studied period. Since an increasing amount of money was being paid yearly for the car

  4. GIS based analysis of Intercity Fatal Road Traffic Accidents in Iran

    PubMed Central

    Alizadeh, A; Zare, M; Darparesh, M; Mohseni, S; Soleimani-Ahmadi, M

    2015-01-01

    Road traffic accidents including intercity car traffic accidents (ICTAs) are among the most important causes of morbidity and mortality due to the growing number of vehicles, risky behaviors, and changes in lifestyle of the general population. A sound knowledge of the geographical distribution of car traffic accidents can be considered as an approach towards the accident causation and it can be used as an administrative tool in allocating the sources for traffic accidents prevention. This study was conducted to investigate the geographical distribution and the time trend of fatal intercity car traffic accidents in Iran. To conduct this descriptive study, all Iranian intercity road traffic mortality data were obtained from the Police reports in the Statistical Yearbook of the Governor’s Budget and Planning. The obtained data were for 17 complete Iranian calendar years from March 1997 to March 2012. The incidence rate (IR) of fatal ICTAs for each year was calculated as the total number of fatal ICTAs in every 100000 population in specified time intervals. Figures and maps indicating the trends and geographical distribution of fatal ICTAs were prepared while using Microsoft Excel and ArcGis9.2 software. The number of fatal car accidents showed a general increasing trend from 3000 in 1996 to 13500 in 2012. The incidence of fatal intercity car accidents has changed from six in 100000 population in 1996 to 18 in 100000 population in 2012. GIS based data showed that the incidence rate of ICTAs in different provinces of Iran was very divergent. The highest incidence of fatal ICTAs was in Semnan province (IR= 35.2), followed by North Khorasan (IR=22.7), and South Khorasan (IR=22). The least incidence of fatal ICTAs was in Tehran province (IR=2.4) followed by Khozestan (IR=6.5), and Eastern Azarbayejan (IR=6.6). The compensation cost of fatal ICTAs also showed an increasing trend during the studied period. Since an increasing amount of money was being paid yearly for the

  5. 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.

  6. Toxicological results in a fatal and two non-fatal cases of scopolamine-facilitated robberies.

    PubMed

    Lusthof, K J; Bosman, I J; Kubat, B; Vincenten-van Maanen, M J

    2017-02-04

    The use of scopolamine as an incapacitating drug, in sexual crimes and robberies, has been known for many decades. However, blood concentrations and doses of scopolamine in those cases are largely unknown. Here we present the toxicological results of one fatal and two non-fatal cases in a series of scopolamine-facilitated robberies. In the fatal case, the concentration of scopolamine in heart blood was 0.30mg/L, about 3000 times higher than the average therapeutic level of 0.0001mg/L (for one dermal patch). In femoral blood, the concentration of scopolamine was much lower (0.0048mg/L), but still 50 times higher than therapeutic levels. The scopolamine concentration in the stomach was very high (20mg/kg) as compared to the heart blood and femoral blood, which explains the very high concentration in heart blood by postmortem leakage from the stomach. In the non-fatal case, the scopolamine concentration in serum, obtained 23h after the incident, was 0.00035mg/L. The estimated concentration of scopolamine at the time of the incident is 0.0035mg/L. In the other non-fatal case, scopolamine was detected in urine and in hair.

  7. Idaho Driver Education Administrative Guide.

    ERIC Educational Resources Information Center

    Idaho State Dept. of Education, Boise.

    This guide provides information for school administrators and directors of commercial driver training schools about conducting driver education courses in Idaho. The first part of the guide, which applies to both public schools and commercial schools, covers the following areas: administration, sample letters and forms, instructional time…

  8. Fast thyratron driver

    SciTech Connect

    Nguyen, M.N.; Cassel, R.L.

    1991-04-01

    A fast solid-state pulse generator used as a thyratron grid driver for kicker pulsers, has been developed and built with power MOSFETs and a transmission line transformer. The MOSFET, pulsed on and off by a pair of P-N channel HEXFETs, switches charged capacitors into the transformer connected in parallel on one end and in series on the other end to step up the voltage. The resulting output pulse parameters are 2 kilovolts peak (into 50 Ohms), 13 nanoseconds risetime (10--90%), 250 nanoseconds duration, and less than 50 picoseconds pulse-to-pulse jitter. Various methods are employed to protect the MOSFETs from thyratron arc back, including the use of TransZorbs and a magnetic diode. 3 refs., 3 figs.

  9. US Commercial Air Tour Crashes, 2000–2011: Burden, Fatal Risk Factors, and FIA Score Validation

    PubMed Central

    Ballard, Sarah-Blythe; Beaty, Leland P.; Baker, Susan P.

    2013-01-01

    Introduction This study provides new public health data concerning the US commercial air tour industry. Risk factors for fatality in air tour crashes were analyzed to determine the value of the FIA score in predicting fatal outcomes. Methods Using the Federal Aviation Administration’s (FAA) General Aviation and Air Taxi Survey and National Transportation Safety Board data, the incidence of commercial air tour crashes from 2000 through 2010 was calculated. Fatality risk factors for crashes occurring from 2000 through 2011 were analyzed using regression methods. The FIA score, Li and Baker’s fatality risk index, was validated using receiver operating characteristic (ROC) curves. Results The industry-wide commercial air tour crash rate was 2.7 per 100,000 flight hours. The incidence rates of Part 91 and 135 commercial air tour crashes were 3.4 and 2.3 per 100,000 flight hours, respectively (relative risk [RR] 1.5, 95% confidence interval [CI] 1.1–2.1, P=0.015). Of the 152 air tour crashes that occurred from 2000 through 2011, 30 (20%) involved at least one fatality and, on average, 3.5 people died per fatal crash. Fatalities were associated with three major risk factors: fire (Adjusted odds ratio [AOR] 5.1, 95% CI 1.5–16.7, P=0.008), instrument meteorological conditions (AOR 5.4, 95% CI 1.1–26.4, P=0.038), and off-airport location (AOR 7.2, 95% CI 1.6–33.2, P=0.011). The area under the FIA Score’s ROC curve was 0.79 (95% CI 0.71–0.88). Discussion Commercial air tour crash rates were high relative to similar commercial aviation operations. Disparities between Part 91 and 135 air tour crash rates reflect regulatory disparities that require FAA action. The FIA Score appeared to be a valid measurement of fatal risk in air tour crashes. The FIA should prioritize interventions that address the three major risk factors identified by this study. PMID:23631935

  10. Risk of fatal rollover in utility vehicles relative to static stability.

    PubMed

    Robertson, L S

    1989-03-01

    The risk of fatal rollover of utility vehicles per 100,000 registered vehicles relative to cars during 1982-87 was strongly correlated to the static stability of the vehicles. Distance between the center of the tires divided by twice the height of center of gravity explained 62 per cent of the variation in fatal rollover rates where rollover was the first harmful event. Statistical controls for 20 major risk factors indicated no correlations that would deflate the correlation between stability and rollover. Low stability utility vehicles roll over more often on the road suggesting that the lateral force of turning is often the tipping force.

  11. Fatal Cases of Bloodstream Infection by Fusarium solani and Review of Published Literature.

    PubMed

    Dabas, Yubhisha; Bakhshi, Sameer; Xess, Immaculata

    2016-04-01

    Fusarium species are ubiquitously present in environment and are well known as human pathogens with high mortality rate in immunocompromised patients. We report here two cases where immunocompromised patients developed fatal bloodstream infections by this organism. Isolates were further identified by ITS1 region sequencing which confirmed them as Fusarium solani. Antifungal susceptibility testing was done following CLSI M38-A2 guidelines to amphotericin B, fluconazole, itraconazole, voriconazole, posaconazole, caspofungin, and micafungin. Both patients had a fatal outcome and expired of septic shock. Therefore, identification up to species level is of utmost importance as that helps in directing the management of the patient thereby leading to a favourable outcome.

  12. Risk differences in fatal occupational injuries among construction laborers in the United States, 1980-1992.

    PubMed

    Ore, T; Stout, N A

    1997-09-01

    Over 3700 occupational fatalities among all US construction laborers 16 years of age and older during 1980-1992 were analyzed from death certificates to identify differences in mortality rates, higher risk groups, and leading causes of death to be targeted for prevention and monitored over time. Female laborers had an average fatality rate (17.4 deaths/100,000 workers) similar to that for all male construction workers (17.3 deaths/100,000 workers), and ten times higher than for all female construction workers. On average, nonwhite laborers had 27% greater mortality than white laborers. Women were at a higher risk (10.8 deaths/100,000 workers) for motor vehicle injury than were men (6.1 deaths/100,000 workers). The smallest percentage annual decline in cause-specific mortality rates was from motor vehicle for construction laborers (0.1%) and all construction workers (1.4%). Environmental-related fatality rates for laborers rose an average of 0.8% annually. The average years of potential life lost (to age 65) ranged from 27.4 years from explosion to 34.3 years from electrocution. Prevention measures aimed at addressing the highest risk areas, along with research needs, are discussed. With over a quarter of construction fatalities occurring among laborers, occupational injury research on laborers should become a priority.

  13. Does assisted driving behavior lead to safety-critical encounters with unequipped vehicles' drivers?

    PubMed

    Preuk, Katharina; Stemmler, Eric; Schießl, Caroline; Jipp, Meike

    2016-10-01

    With Intelligent Transport Systems (e.g., traffic light assistance systems) assisted drivers are able to show driving behavior in anticipation of upcoming traffic situations. In the years to come, the penetration rate of such systems will be low. Therefore, the majority of vehicles will not be equipped with these systems. Unequipped vehicles' drivers may not expect the driving behavior of assisted drivers. However, drivers' predictions and expectations can play a significant role in their reaction times. Thus, safety issues could arise when unequipped vehicles' drivers encounter driving behavior of assisted drivers. This is why we tested how unequipped vehicles' drivers (N=60) interpreted and reacted to the driving behavior of an assisted driver. We used a multi-driver simulator with three drivers. The three drivers were driving in a line. The lead driver in the line was a confederate who was followed by two unequipped vehicles' drivers. We varied the equipment of the confederate with an Intelligent Transport System: The confederate was equipped either with or without a traffic light assistance system. The traffic light assistance system provided a start-up maneuver before a light turned green. Therefore, the assisted confederate seemed to show unusual deceleration behavior by coming to a halt at an unusual distance from the stop line at the red traffic light. The unusual distance was varied as we tested a moderate (4m distance from the stop line) and an extreme (10m distance from the stop line) parameterization of the system. Our results showed that the extreme parametrization resulted in shorter minimal time-to-collision of the unequipped vehicles' drivers. One rear-end crash was observed. These results provided initial evidence that safety issues can arise when unequipped vehicles' drivers encounter assisted driving behavior. We recommend that future research identifies counteractions to prevent these safety issues. Moreover, we recommend that system developers

  14. A Real-Time Case Study in Driver Science: Physiological Strain and Related Variables.

    PubMed

    Potkanowicz, Edward S

    2015-11-01

    This case study was conducted as an attempt to quantify racecar-driver core body temperature and heart rate (HR) in real time on a minute-by-minute basis and to expand the volume of work in the area of driver science. Three drivers were observed during a 15-lap, 25-min maximal event. Each driver competed in the closed-wheel, closed-cockpit sports-car category. Data on core body temperature and HR were collected continuously using the HQ Inc. ingestible core probe system and HR monitoring. Driver 1 pre- and postrace core temperatures were 37.80°C and 38.79°C, respectively. Driver 2 pre- and postrace core temperatures were 37.41°C and 37.99°C. Driver 1 pre- and postrace HRs were 102 and 161 beats/min. Driver 2 pre- and postrace HRs were 94.3 and 142 beats/min. Driver 1's physiological strain index (PSI) at the start was 3.51. Driver 2's PSI at the start was 3.10. Driver 1 finished with a PSI of 7.04 and driver 2 with a PSI of 3.67. Results show that drivers are continuously challenged minute by minute. In addition, before getting into their cars, the drivers already experience physiological and thermal challenges. The data suggest that drivers are getting hot quickly. In longer events, this represents the potential for severe heat injury. Investigating whether the HRs observed are indicative of work or evidence of a thermoregulatory-associated challenge is a direction for future work. The findings support the value of real-time data collection and offer strong evidence for the expansion of research on driver-athletes.

  15. Analysis of factors associated with injury severity in crashes involving young New Zealand drivers.

    PubMed

    Weiss, Harold B; Kaplan, Sigal; Prato, Carlo G

    2014-04-01

    Young people are a risk to themselves and other road users, as motor vehicle crashes are the leading cause of their death. A thorough understanding of the most important factors associated with injury severity in crashes involving young drivers is important for designing well-targeted restrictive measures within youth-oriented road safety programs. The current study estimates discrete choice models of injury severity of crashes involving young drivers conditional on these crashes having occurred. The analysis examined a comprehensive set of single-vehicle and two-vehicle crashes involving at least one 15-24 year-old driver in New Zealand between 2002 and 2011 that resulted in minor, serious or fatal injuries. A mixed logit model accounting for heterogeneity and heteroscedasticity in the propensity to injury severity outcomes and for correlation between serious and fatal injuries proved a better fit than a binary and a generalized ordered logit. Results show that the young drivers' behavior, the presence of passengers and the involvement of vulnerable road users were the most relevant factors associated with higher injury severity in both single-vehicle and two-vehicle crashes. Seatbelt non-use, inexperience and alcohol use were the deadliest behavioral factors in single-vehicle crashes, while fatigue, reckless driving and seatbelt non-use were the deadliest factors in two-vehicle crashes. The presence of passengers in the young drivers' vehicle, and in particular a combination of males and females, dramatically increased the probability of serious and fatal injuries. The involvement of vulnerable road users, in particular on rural highways and open roads, considerably amplified the probability of higher crash injury severity.

  16. Share of mass transit miles traveled and reduced motor vehicle fatalities in major cities of the United States.

    PubMed

    Stimpson, Jim P; Wilson, Fernando A; Araz, Ozgur M; Pagan, Jose A

    2014-12-01

    The USA leads the developed world in motor vehicle fatalities, presenting a critical public health threat. We examined whether an increasing share of mass transit use, relative to vehicle miles traveled on public roads, was associated with reduced motor vehicle fatalities. We used annual city-level data for the USA from 1982-2010 provided by the Fatality Accident Reporting System, the Texas A&M Transportation Institute, the Census Bureau, and the National Oceanic and Atmospheric Administration to estimate a structural equation model of the factors associated with mass transit miles and motor vehicle fatalities. The final analytic data included 2,900 observations from 100 cities over 29 years. After accounting for climate, year, and the economic costs of driving, an increasing share of mass transit miles traveled per capita was associated with reduced motor vehicle fatalities. The costs of congestion to the average commuter and gas prices were positively associated with increasing the share of mass transit miles traveled. The economic costs of driving increased over time, while both the fatality rate and the share of mass transit miles traveled decreased over time. Increasing the share of mass transit miles traveled may be associated with fewer motor vehicle miles traveled. Increasing mass transit uptake may be an effective public health intervention to reduce motor vehicle fatalities in cities.

  17. Paediatric slow-speed non-traffic fatalities: Victoria, Australia, 1985-1995.

    PubMed

    Robinson, P; Nolan, T

    1997-11-01

    An important group of fatal incidents are slow-speed pedestrian non-traffic incidents to children, which account for 14% of accidental deaths from all causes in Victorian children under 5 years of age between 1985 and 1995, and 12% of pedestrian deaths of all ages. In Victoria, Australia, the database of the state Consultative Council on Obstetric and Paediatric Morbidity and Mortality was utilised to identify paediatric slow-speed pedestrian non-traffic-accident deaths in the local population. Additional data relating to the car and its driver, the child, and the circumstances of the incident were abstracted from records kept by the State Coroner and the Victorian compulsory third party traffic injury insurance organisation. Twenty eight Victorian children were identified who had died in one of three types of incident (driverless cars, child interacting with the vehicle and driver, and drivers who were unaware of the child's proximity). These incidents were more common in rural areas compared with urban, usually occurring at the child's home. The child was with or near an adult on all occasions. The vehicle was usually being driven by a relative, and was reversing in a higher proportion of 'unaware' incidents compared with the 'interactive' type. The association of 'off-road' family vehicles and trucks with these incidents appears to be increasing, especially in recent years. These findings suggest some countermeasures, including the separation of vehicle driveways from children's play areas, and object vicinity ultrasonic warning devices for vehicles.

  18. The Fatality Assessment and Control Evaluation program's role in the prevention of occupational fatalities

    PubMed Central

    Higgins, D; Casini, V; Bost, P; Johnson, W; Rautiainen, R

    2001-01-01

    Objectives—The objective of the Fatality Assessment and Control Evaluation (FACE) program is to prevent traumatic occupational fatalities in the United States by identifying and investigating work situations at high risk for injury and formulating and disseminating prevention strategies to those who can intervene in the workplace. Setting—The FACE program is a research program located in the Division of Safety Research, a division of the National Institute for Occupational Safety and Health (NIOSH). NIOSH is an agency of the United States government and is part of the Centers for Disease Control and Prevention. NIOSH is responsible for conducting research and making recommendations for prevention of work related illnesses and injuries. FACE investigators conduct traumatic occupational fatality investigations throughout the United States and provide technical assistance to 15 state health or labor departments who have cooperative agreements with NIOSH to conduct traumatic fatality surveillance, targeted investigations, and prevention activities at the state level. Methods—Investigations are conducted at the worksite using the FACE model, an approach derived from the research conducted by William Haddon Jr. This approach reflects the public health perspective that the etiology of injuries is multifactorial and largely preventable. FACE investigators gather information on multiple factors that may have contributed to traumatic occupational fatalities. Information on factors associated with the agent (energy exchange, for example, thermal energy, mechanical energy, electrical energy, chemical energy), host (worker who died), and the environment (the physical and social aspects of the workplace), during the pre-event, event, and post-event time phases of the fatal incident are collected and analyzed. Organizational, behavioral, and environmental factors contributing to the death are detailed and prevention recommendations formulated and disseminated to help

  19. Reported fatal and non-fatal incidents involving tourists in Thailand, July 1997-June 1999.

    PubMed

    Leggat, Peter A; Leggat, Frances W

    2003-05-01

    Objectives. To examine fatal and non-fatal incidents involving tourists in Thailand. Methods. Press records from a major English language newspaper for the period from July 1997 to June 1999 were examined for reports of fatal and non-fatal incidents involving tourists. Results. From July 1997 to June 1999, up to 233 deaths were reported and up to a further 216 were reported injured in incidents involving tourists. One hundred and one deaths and 45 injured were reported following one major domestic jet aircraft crash in southern Thailand, however, it was not stated what proportion of casualties were tourists. Approximately 90 people perished in a single hotel fire in southeast Thailand. Most of the victims were local travellers attending meetings of two Thai companies. Sixteen deaths and 86 injured resulted from five road accidents. The majority of deaths and injuries involved foreigners. Twelve deaths and at least 33 injured resulted from three ferry and tour boat accidents. Most victims were reported to be foreigners. Three deaths and 35 injured resulted from a single cable car accident in northern Thailand. Most of these were Thai tourists, however, four of the injured were foreigners. Eight deaths and six injured resulted from 11 muggings and other violent incidents. All were foreigners. Six deaths were reportedly connected to a scam at the airport in Bangkok involving unlicensed airport taxis. Three deaths and four injured were due to other reported incidents. Conclusions. Newspaper reports of fatal and non-fatal incidents involving tourists in Thailand were probably uncommon, particularly given the volume of tourists entering the Kingdom, although better reporting mechanisms are needed. With the exception of the unusual major incidents, most reported fatal and non-fatal incidents involving tourists were due to road trauma and other transportation accidents, muggings, and occasional water sports and other accidents, which could occur at any major tourist

  20. Comparison of fatal poisonings by prescription opioids.

    PubMed

    Häkkinen, Margareeta; Launiainen, Terhi; Vuori, Erkki; Ojanperä, Ilkka

    2012-10-10

    There is a rising trend of fatal poisonings due to medicinal opioids in several countries. The present study evaluates the drug and alcohol findings as well as the cause and manner of death in opioid-related post-mortem cases in Finland from 2000 to 2008. During this period, fatal poisonings by prescription opioids (buprenorphine, codeine, dextropropoxyphene, fentanyl, methadone, oxycodone, tramadol) increased as a share of all drug poisonings from 9.5% to 32.4%, being 22.3% over the whole period. A detailed study including the most prevalent opioids was carried out for the age group of 14-44 years, which is the most susceptible age for drug abuse in Finland. Poisonings by the weak opioids, codeine and tramadol, were found to be associated with large, often suicidal overdoses resulting in high drug concentrations in blood. Methadone poisonings were associated with accidental overdoses with the drug concentration in blood remaining within a therapeutic range. The manner of death was accidental in 43%, 55% and 94% of cases in codeine, tramadol and methadone poisonings, respectively. The median concentration of codeine and the median codeine/morphine concentration ratio were higher in codeine poisonings (1.4 and 22.5 mg/l, respectively) than in other causes of death (0.09 and 5.9 mg/l, respectively). The median concentrations of tramadol and O-desmethyltramadol were higher in tramadol poisonings (5.3 and 0.8 mg/l, respectively) than in other causes of death (0.6 and 0.2 mg/l, respectively). In methadone poisonings, the median concentration of methadone (0.35 mg/l) was not different from that in other causes of death (0.30 mg/l). Sedative drugs and/or alcohol were very frequently found in fatal poisonings involving these prescription opioids.

  1. Caffeine fatalities--four case reports.

    PubMed

    Holmgren, Per; Nordén-Pettersson, Lotta; Ahlner, Johan

    2004-01-06

    Four cases of fatal intoxications with caffeine are described. Caffeine is widely available in beverages and in different OTC-products, in many of them in combinations with other drugs like ephedrine. Caffeine is not as harmless as one might believe. An overdose of caffeine alone, intentional or not, might be deadly. It seems to be warranted to include caffeine in the drug-screening of forensic autopsy cases. It is not motivated from a medical point of view to sell pure caffeine over the counter.

  2. Sporadic Fatal Insomnia in an Adolescent

    PubMed Central

    Blase, Jennifer L.; Cracco, Laura; Schonberger, Lawrence B.; Maddox, Ryan A.; Cohen, Yvonne; Cali, Ignazio

    2014-01-01

    The occurrence of sporadic prion disease among adolescents is extremely rare. A prion disease was confirmed in an adolescent with disease onset at 13 years of age. Genetic, neuropathologic, and biochemical analyses of the patient’s autopsy brain tissue were consistent with sporadic fatal insomnia, a type of sporadic prion disease. There was no evidence of an environmental source of infection, and this patient represents the youngest documented case of sporadic prion disease. Although rare, a prion disease diagnosis should not be discounted in adolescents exhibiting neurologic signs. Brain tissue testing is necessary for disease confirmation and is particularly beneficial in cases with an unusual clinical presentation. PMID:24488737

  3. Heroin fatality due to penile injection.

    PubMed

    Winek, C L; Wahba, W W; Rozin, L

    1999-03-01

    Death due to heroin overdose and/or rapid injection of heroin is a frequent occurrence among opioid addicts. We present an unusual case of heroin fatality due to the injection of the drug in the penis. Blood, urine, bile, and vitreous humor concentrations of morphine were 0.68, 0.49, 0.32 and 0.062 microg/ml, respectively. Ethanol was detected at concentrations of 104, 124, 106, and 94 mg/dl in the blood, urine, bile, and vitreous humor, respectively. The cause of death was determined to be due to heroin and ethanol intoxication.

  4. The Characteristics of Road Traffic Fatalities in Kazakhstan’s Semey Region, 2006-2010: A Descriptive Retrospective Study

    PubMed Central

    MYSSAYEV, Ayan; MEIRMANOV, Serik; RAKHYPBEKOV, Tolebay; BULEGENOV, Tolkyn; SEMENOVA, Yuliya

    2014-01-01

    Abstract Background Kazakhstan, a developing middle-income country, has the highest road traffic collision (RTC) mortality in the European Region. The aims of this study were to determine main characteristics of road traffic fatalities in Semey region, Kazakhstan and to compare findings with National data and middle-income European countries. Methods This descriptive surveillance study assesses RTC mortality rates and epidemiology in the Semey Region of East Kazakhstan Oblast. Data of all 318 road traffic fatalities form the Semey Regional Center for Forensic Medicine were analyzed for the 5-year period of January 1, 2006 through December 31, 2010. Results Over the study period, the average road traffic mortality in the Semey Region was 12.1 per 100,000 population with downward trend by 35.1% (p=0.002). The victims mean age was 37.1 (SD=17) years. Males predominated at 74.5%. Vehicle fatality was the most common mode of fatality at 61.3%. The majority of collisions, 53.1%, occurred on highways. Most victims, 67.3%, have died at the scene of collision; in 67.3% of fatalities, autopsies identified multiple injuries as cause of death. The high number of fatal collisions took place in “no snow” season (P<0.001), with an overall 5-years downward dynamic. Conclusion High proportion of males, pedestrians and car occupants among road traffic fatalities; high proportion of death on scene in case of highway collisions are specifics for Semey region, Kazakhstan. These findings can be used to formulate preventive strategies to reduce fatalities and to improve the medical care system for road traffic fatalities. PMID:26110146

  5. A comment on "Novel scavenger removal trials increase wind turbine-caused avian fatality estimates"

    USGS Publications Warehouse

    Huso, Manuela M.P.; Erickson, Wallace P.

    2013-01-01

    In a recent paper, Smallwood et al. (2010) conducted a study to compare their “novel” approach to conducting carcass removal trials with what they term the “conventional” approach and to evaluate the effects of the different methods on estimated avian fatality at a wind power facility in California. A quick glance at Table 3 that succinctly summarizes their results and provides estimated fatality rates and 80% confidence intervals calculated using the 2 methods reveals a surprising result. The confidence intervals of all of their estimates and most of the conventional estimates extend below 0. These results imply that wind turbines may have the capacity to create live birds. But a more likely interpretation is that a serious error occurred in the calculation of either the average fatality rate or its standard error or both. Further evaluation of their methods reveals that the scientific basis for concluding that “many estimates of scavenger removal rates prior to [their] study were likely biased low due to scavenger swamping” and “previously reported estimates of avian fatality rates … should be adjusted upwards” was not evident in their analysis and results. Their comparison to conventional approaches was not applicable, their statistical models were questionable, and the conclusions they drew were unsupported.

  6. Lorry drivers' work stress evaluated by catecholamines excreted in urine.

    PubMed Central

    van der Beek, A J; Meijman, T F; Frings-Dresen, M H; Kuiper, J I; Kuiper, S

    1995-01-01

    OBJECTIVES--To evaluate lorry drivers' work stress by measurement of adrenaline and noradrenaline excreted in the urine, and to find out which factors in their working situation are related to the excretion rates of these catecholamines. METHODS--The urinary excretion of adrenaline and noradrenaline of 32 lorry drivers, who also had loading and unloading activities to perform, was studied for one working day and one rest day. Each driver was asked to provide six urine samples on both days. RESULTS--For all samples, except the first (overnight) sample, the excretion rates of both catecholamines on the working day were higher than those on the rest day. Hierarchical multiple regression analyses were carried out to find out which factors in the drivers' working situation were related to the excretion rate of the working day. The excretion rate of adrenaline on the rest day, age, and psychosomatic complaints were positively related to the excretion rate on the working day (all P < 0.05). Body mass index and physical workload during loading and unloading were positively related to noradrenaline excretion rate (both P < 0.01). Psychosocial job strain did not significantly contribute to the proportion of variance explained in the excretion rates of both catecholamines. CONCLUSIONS--The excretion rates of adrenaline and, especially, noradrenaline on the working day were higher than those found in earlier studies among professional drivers and insufficient recovery took place after the work was ended. The only association between excretion rate on the working day and work stressors was found for noradrenaline and physical workload. The drivers' sympathoadrenal medullary reactivity to everyday work demands shows the characteristics of sustained activation. PMID:7670621

  7. Development drivers for waste management.

    PubMed

    Wilson, David C

    2007-06-01

    This paper identifies six broad groups of drivers for development in waste management. Public health led to the emergence of formalized waste collection systems in the nineteenth century, and remains a key driver in developing countries. Environmental protection came to the forefront in the 1970s, with an initial focus on eliminating uncontrolled disposal, followed by the systematic increasing of technical standards. Today, developing countries seem still to be struggling with these first steps; while climate change is also emerging as a key driver. The resource value of waste, which allows people to make a living from discarded materials, was an important driver historically, and remains so in developing countries today. A current trend in developed countries is closing the loop, moving from the concept of 'end-of-pipe' waste management towards a more holistic resource management. Two underpinning groups of drivers are institutional and responsibility issues, and public awareness. There is no, one single driver for development in waste management: the balance between these six groups of drivers has varied over time, and will vary between countries depending on local circumstances, and between stakeholders depending on their perspective. The next appropriate steps towards developing a sustainable, integrated waste management system will also vary in each local situation.

  8. Fatal accidental inhalation of bromochlorodifluoromethane (Halon 1211).

    PubMed

    Lerman, Y; Winkler, E; Tirosh, M S; Danon, Y; Almog, S

    1991-03-01

    Bromochlorodifluoromethane (Halon 1211) is a widely used fire extinguishing agent. Several cases of sudden death in teenagers associated with BCF abuse have been reported. BCF is used as a fire extinguisher in battle tanks. Two young previously healthy male soldiers were accidentally exposed to BCF in a battle tank. The tank driver died, but the gunner survived the event with no medial complications. It is concluded that BCF should be used in confined chambers only after the evacuation of all personnel.

  9. Increasing influenza vaccination in New York City taxi drivers: A community driven approach.

    PubMed

    Gany, Francesca; Rau-Murthy, Rohini; Mujawar, Imran

    2015-05-21

    The Healthy People 2020 influenza immunization goal is 80% for non-institutionalized adults 18-64. However, vaccination rates remain stubbornly low. Culturally tailored approaches to communities with poor vaccine uptake are necessary. Taxi drivers are at risk for influenza and its complications, could serve as vectors for influenza infection, and could be an effective vaccination target to enhance herd immunity of the urban population. To the best of our knowledge, this is the first study related to influenza vaccination among taxi drivers. The NYC Taxi Network surveyed a convenience sample of 53 taxi drivers to understand vaccination barriers. Only 17% had been vaccinated. Results informed a pilot tailored workplace intervention, which resulted in vaccinations for 44% of unvaccinated drivers. The study revealed that older drivers were more likely to be vaccinated than younger drivers, while the most common barrier to immunization was that drivers thought vaccination was 'not necessary'.

  10. Prevalence of drug use in commercial tractor-trailer drivers.

    PubMed

    Couper, Fiona J; Pemberton, Melissa; Jarvis, Anjanette; Hughes, Marty; Logan, Barry K

    2002-05-01

    An enforcement emphasis project, "Operation Trucker Check," was established in order to determine the extent to which commercial tractor-trailer drivers were operating their vehicles while impaired by drugs. A total of 1079 drivers and their vehicles were assessed for driver and equipment violations, and drivers additionally underwent preliminary field sobriety tests conducted by drug recognition expert (DRE) officers. Anonymous urine specimens for drug analysis were requested, and 822 urine specimens were obtained in total. Compliance with the drug-testing portion was voluntary, and there was a 19% refusal rate. Overall, 21% of the urine specimens tested positive for either illicit, prescription, and/or over-the-counter drugs, and 7% tested positive for more than one drug. Excluding caffeine and nicotine, the largest number of positive findings (9.5%) were for CNS stimulants, such as methamphetamine, amphetamine, phentermine, ephedrine/pseudoephedrine, and cocaine. The second most frequently encountered drug class were the cannabinoids, with 4.3% of drivers testing positive for marijuana metabolites. Only 11 drivers (1.3%) were positive for alcohol. Sixteen truck drivers (1.6%) were charged with driving under the influence of drugs after a full DRE evaluation was conducted. The results indicate that in spite of comprehensive drug testing in the trucking industry, some tractor-trailer drivers are continuing to take illicit and other drugs with the potential of having a negative effect on their driving ability. On the other hand, only a few drivers were, in fact, deemed to be under the influence of drugs at the time of driving when evaluated by DRE officers.

  11. "My Son Is Reliable": Young Drivers' Parents' Optimism and Views on the Norms of Parental Involvement in Youth Driving

    ERIC Educational Resources Information Center

    Guttman, Nurit

    2013-01-01

    The high crash rates among teenage drivers are of great concern across nations. Parents' involvement is known to help increase their young drivers' driving safety. In particular, parents can place restrictions on their son's/daughter's driving (e.g., restrict night time driving), which can enable the young driver to gain driving experience in…

  12. Other High-Risk Factors for Young Drivers--How Graduated Licensing Does, Doesn't, or Could Address Them.

    ERIC Educational Resources Information Center

    Ferguson, Susan A.

    2003-01-01

    Examines the risk factors underlying the high crash rates of newly licensed drivers and assesses the extent to which existing graduated driver-licensing programs address these risks. Discusses such risks as driver fatigue, not using seat belts, high speeds, high-powered vehicles, and in-vehicle distractions. (Contains 66 references.) (AUTHOR/WFA)

  13. Rollover risk of cars and light trucks after accounting for driver and environmental factors.

    PubMed

    Farmer, Charles M; Lund, Adrian K

    2002-03-01

    Characteristics of the driver, roadway environment, and vehicle were associated with the likelihood of rollover occurrence in more than 14000 single-vehicle fatal and 78000 single-vehicle injury crashes during 1995-98. Rollovers were more likely in crashes involving young drivers or occurring on rural curves. After accounting for the effects of driver age and gender, roadway alignment and surface condition, and whether or not the crash occurred in a rural area, light trucks were still twice as likely as cars to experience rollovers. Some light truck models were much more likely than others to experience rollovers. However, while physical differences (e.g. center of gravity height) could explain some of this variability, other factors affecting vehicle stability may be evident only after dynamic testing.

  14. Young drivers at railway crossings: an exploration of risk perception and target behaviours for intervention.

    PubMed

    Davey, J; Wallace, A; Stenson, N; Freeman, J

    2008-06-01

    Research into motorist understanding and behaviour at railway crossings is currently limited in Australia, despite 74 fatalities being recorded due to collisions between trains and motor vehicles from 1997 to 2002. The present study explored the knowledge, attitudes and self-reported behaviour of younger drivers aged 17-24 years, as an 'at risk' group. The objective of this study was to develop a formative understanding of the nature and underlying beliefs of younger drivers' behaviours at railway crossings, in order to inform specific crossing safety interventions for this group. Fifty-three young drivers from metropolitan and regional settings participated in semi-structured focused group interviews. Differences were detected between the groups, with regional participants displaying a higher level of risk-taking behaviours and lower risk perceptions. The results are discussed with reference to actual risk as indicated by a panel of experts in the field. Implications for intervention design targeting attitudes and behaviours are discussed.

  15. A Comprehensive Analysis of Small-Passerine Fatalities from Collision with Turbines at Wind Energy Facilities

    PubMed Central

    Erickson, Wallace P.; Wolfe, Melissa M.; Bay, Kimberly J.; Johnson, Douglas H.; Gehring, Joelle L.

    2014-01-01

    Small passerines, sometimes referred to as perching birds or songbirds, are the most abundant bird group in the United States (US) and Canada, and the most common among bird fatalities caused by collision with turbines at wind energy facilities. We used data compiled from 116 studies conducted in the US and Canada to estimate the annual rate of small-bird fatalities. It was necessary for us to calculate estimates of small-bird fatality rates from reported all-bird rates for 30% of studies. The remaining 70% of studies provided data on small-bird fatalities. We then adjusted estimates to account for detection bias and loss of carcasses from scavenging. These studies represented about 15% of current operating capacity (megawatts [MW]) for all wind energy facilities in the US and Canada and provided information on 4,975 bird fatalities, of which we estimated 62.5% were small passerines comprising 156 species. For all wind energy facilities currently in operation, we estimated that about 134,000 to 230,000 small-passerine fatalities from collision with wind turbines occur annually, or 2.10 to 3.35 small birds/MW of installed capacity. When adjusted for species composition, this indicates that about 368,000 fatalities for all bird species are caused annually by collisions with wind turbines. Other human-related sources of bird deaths, (e.g., communication towers, buildings [including windows]), and domestic cats) have been estimated to kill millions to billions of birds each year. Compared to continent-wide population estimates, the cumulative mortality rate per year by species was highest for black-throated blue warbler and tree swallow; 0.043% of the entire population of each species was estimated to annually suffer mortality from collisions with turbines. For the eighteen species with the next highest values, this estimate ranged from 0.008% to 0.038%, much lower than rates attributed to collisions with communication towers (1.2% to 9.0% for top twenty species). PMID

  16. A comprehensive analysis of small-passerine fatalities from collision with turbines at wind energy facilities.

    PubMed

    Erickson, Wallace P; Wolfe, Melissa M; Bay, Kimberly J; Johnson, Douglas H; Gehring, Joelle L

    2014-01-01

    Small passerines, sometimes referred to as perching birds or songbirds, are the most abundant bird group in the United States (US) and Canada, and the most common among bird fatalities caused by collision with turbines at wind energy facilities. We used data compiled from 116 studies conducted in the US and Canada to estimate the annual rate of small-bird fatalities. It was necessary for us to calculate estimates of small-bird fatality rates from reported all-bird rates for 30% of studies. The remaining 70% of studies provided data on small-bird fatalities. We then adjusted estimates to account for detection bias and loss of carcasses from scavenging. These studies represented about 15% of current operating capacity (megawatts [MW]) for all wind energy facilities in the US and Canada and provided information on 4,975 bird fatalities, of which we estimated 62.5% were small passerines comprising 156 species. For all wind energy facilities currently in operation, we estimated that about 134,000 to 230,000 small-passerine fatalities from collision with wind turbines occur annually, or 2.10 to 3.35 small birds/MW of installed capacity. When adjusted for species composition, this indicates that about 368,000 fatalities for all bird species are caused annually by collisions with wind turbines. Other human-related sources of bird deaths, (e.g., communication towers, buildings [including windows]), and domestic cats) have been estimated to kill millions to billions of birds each year. Compared to continent-wide population estimates, the cumulative mortality rate per year by species was highest for black-throated blue warbler and tree swallow; 0.043% of the entire population of each species was estimated to annually suffer mortality from collisions with turbines. For the eighteen species with the next highest values, this estimate ranged from 0.008% to 0.038%, much lower than rates attributed to collisions with communication towers (1.2% to 9.0% for top twenty species).

  17. A comprehensive analysis of small-passerine fatalities from collisions with turbines at wind energy facilities

    USGS Publications Warehouse

    Erickson, Wallace P.; Wolfe, Melissa M.; Bay, Kimberly J.; Johnson, Douglas H.; Gehring, Joelle L.

    2014-01-01

    Small passerines, sometimes referred to as perching birds or songbirds, are the most abundant bird group in the United States (US) and Canada, and the most common among bird fatalities caused by collision with turbines at wind energy facilities. We used data compiled from 39 studies conducted in the US and Canada to estimate the annual rate of small-bird fatalities. It was necessary for us to calculate estimates of small-bird fatality rates from reported all-bird rates for 30% of studies. The remaining 70% of studies provided data on small-bird fatalities. We then adjusted estimates to account for detection bias and loss of carcasses from scavenging. These studies represented about 15% of current operating capacity (megawatts [MW]) for all wind energy facilities in the US and Canada and provided information on 4,975 bird fatalities, of which we estimated 62.5% were small passerines comprising 156 species. For all wind energy facilities currently in operation, we estimated that about 134,000 to 230,000 small-passerine fatalities from collision with wind turbines occur annually, or 2.10 to 3.35 small birds/MW of installed capacity. When adjusted for species composition, this indicates that about 368,000 fatalities for all bird species are caused annually by collisions with wind turbines. Other human-related sources of bird deaths, (e.g., communication towers, buildings [including windows]), and domestic cats) have been estimated to kill millions to billions of birds each year. Compared to continent-wide population estimates, the cumulative mortality rate per year by species was highest for black-throated blue warbler and tree swallow; 0.043% of the entire population of each species was estimated to annually suffer mortality from collisions with turbines. For the eighteen species with the next highest values, this estimate ranged from 0.008% to 0.038%, much lower than rates attributed to collisions with communication towers (1.2% to 9.0% for top twenty species).

  18. Smallpox virus plaque phenotypes: genetic, geographical and case fatality relationships.

    PubMed

    Olson, Victoria A; Karem, Kevin L; Smith, Scott K; Hughes, Christine M; Damon, Inger K

    2009-04-01

    Smallpox (infection with Orthopoxvirus variola) remains a feared illness more than 25 years after its eradication. Historically, case-fatality rates (CFRs) varied between outbreaks (<1 to approximately 40 %), the reasons for which are incompletely understood. The extracellular enveloped virus (EEV) form of orthopoxvirus progeny is hypothesized to disseminate infection. Investigations with the closely related Orthopoxvirus vaccinia have associated increased comet formation (EEV production) with increased mouse mortality (pathogenicity). Other vaccinia virus genetic manipulations which affect EEV production inconsistently support this association. However, antisera against vaccinia virus envelope protect mice from lethal challenge, further supporting a critical role for EEV in pathogenicity. Here, we show that the increased comet formation phenotypes of a diverse collection of variola viruses associate with strain phylogeny and geographical origin, but not with increased outbreak-related CFRs; within clades, there may be an association of plaque size with CFR. The mechanisms for variola virus pathogenicity probably involves multiple host and pathogen factors.

  19. Fatal Neonatal Herpes Simplex Infection Likely from Unrecognized Breast Lesions.

    PubMed

    Field, Scott S

    2016-02-01

    Type 1 herpes simplex virus (HSV-1) is very prevalent yet in rare circumstances can lead to fatal neonatal disease. Genital acquisition of type 2 HSV is the usual mode for neonatal herpes, but HSV-1 transmission by genital or extragenital means may result in greater mortality rates. A very rare scenario is presented in which the mode of transmission was likely through breast lesions. The lesions were seen by nurses as well as the lactation consultant and obstetrician in the hospital after delivery of the affected baby but not recognized as possibly being caused by herpes. The baby died 9 days after birth with hepatic failure and disseminated intravascular coagulation. Peripartum health care workers need to be aware of potential nongenital (including from the breast[s]) neonatal herpes acquisition, which can be lethal.

  20. [The dynamics of physical work capacity among ageing truck drivers].

    PubMed

    Khurtsilava, O G; Bashkireva, A S; Khavinson, V Kh

    2013-01-01

    The studies of biological age, ageing rate, physical work capacity in professional lorry drivers were conducted. The examination revealed peculiarities of system organization of functions, which determine the physical work capacity levels. Dynamics of the ageing process of professional driver's organism in relation with calendar age and driving experience were shown using the biological age on physical work capacity model. The results point at the premature decrease of the physical work capacity in professional drivers. There was revealed premature contraction of the range of cardio-vascular system adaptive reactions on submaximum physical load in the drivers as compared with control group. It was proved, that premature age-related changes of physiologic indices in drivers are just "risk indicators", while long driving experience is a real risk factor, accelerating the ageing process. The "risk group" with manifestations of accelerating ageing was observed in 40-49-year old drivers with 15-19 years of professional experience. There was demonstrated the expediency of using the following methods for the age rate estimation according to biologic age indices and necessity of prophylactic measures for premature and accelerated ageing prevention among working population.

  1. Fatal and Near-Fatal Asthma in Children: the Critical Care Perspective

    PubMed Central

    Newth, Christopher J. L.; Meert, Kathleen L.; Clark, Amy E.; Moler, Frank W.; Zuppa, Athena F.; Berg, Robert A.; Pollack, Murray M.; Sward, Katherine A.; Berger, John T.; Wessel, David L.; Harrison, Rick E.; Reardon, Jean; Carcillo, Joseph A.; Shanley, Thomas P.; Holubkov, Richard; Dean, J. Michael; Doctor, Allan; Nicholson, Carol E.

    2012-01-01

    Objective To characterize the clinical course, therapies, and outcomes of children with fatal and near-fatal asthma admitted to the pediatric intensive care unit (PICU). Study design Retrospective chart abstraction across the eight tertiary-care PICUs in the Collaborative Pediatric Critical Care Research Network (CPCCRN). Inclusion criteria: children (1–18 years) admitted 2005 to 2009 (inclusive) for asthma receiving ventilation (near-fatal) or died (fatal). Data collected included medications, ventilator strategies, concomitant therapies, demographics and risk variables. Results Of 261 eligible children, 33 (13%) had no previous history of asthma, 218 (84%) survived with no known complications, and 32 (12%) had complications. Eleven (4%) died, 10 having had cardiac arrest before admission. Patients intubated outside the PICU had shorter ventilation (median 25 vs. 84 hours, p<0.001). African-Americans were disproportionately represented by numbers intubated and had shorter durations of intubation. Barotrauma occurred in 15 (6%) children before admission. Pharmacological therapies were highly variable with similar outcomes. Conclusions Of children ventilated in CPCCRN PICUs, 96% survived to hospital discharge. Most children who died experienced cardiac arrest prior to admission. Intubation outside the PICU was correlated with shorter ventilation duration. The complications of barotrauma and neuromyopathy were uncommon. Practice patterns varied widely between CPCCRN sites. PMID:22494876

  2. Food consumption trends and drivers

    PubMed Central

    Kearney, John

    2010-01-01

    A picture of food consumption (availability) trends and projections to 2050, both globally and for different regions of the world, along with the drivers largely responsible for these observed consumption trends are the subject of this review. Throughout the world, major shifts in dietary patterns are occurring, even in the consumption of basic staples towards more diversified diets. Accompanying these changes in food consumption at a global and regional level have been considerable health consequences. Populations in those countries undergoing rapid transition are experiencing nutritional transition. The diverse nature of this transition may be the result of differences in socio-demographic factors and other consumer characteristics. Among other factors including urbanization and food industry marketing, the policies of trade liberalization over the past two decades have implications for health by virtue of being a factor in facilitating the ‘nutrition transition’ that is associated with rising rates of obesity and chronic diseases such as cardiovascular disease and cancer. Future food policies must consider both agricultural and health sectors, thereby enabling the development of coherent and sustainable policies that will ultimately benefit agriculture, human health and the environment. PMID:20713385

  3. Innovation Driver Nanoelectronics

    NASA Astrophysics Data System (ADS)

    Lakner, Hubert

    2013-03-01

    When addressing the global societal challenges most solutions will require Nano electronics and Smart Systems - therefore innovation today is mainly based on nanoelectronics which has become one of the most important key enabling technologies and innovation drivers. Nanoelectronics has been extended by other microtechnologies. This results in additional functionalities. The combination of analog and digital electronics, the integration of sensors and actuators, of power devices and rf components on wafer level makes it possible to shrink shoebox sized systems to the size of a matchbox. But there is no innovation without research. Europe (Germany) is top in invention but poor in commercialization - many good ideas fail when going from research to production within the so-called Valley of Death. To overcome this, a clear strategy is necessary. Silicon Saxony, the big Saxonian cluster on micro- and nanoelectronics is presented as a best practice example: clear focus, addressing whole value chains and establishing joint technology platforms has led to a remarkable commercial success in the Dresden area.

  4. The influences of drivers/riders in road traffic crashes in Ghana between 2001 and 2011.

    PubMed

    Amo, Thompson

    2014-04-07

    The road traffic accident (RTA) is a global misfortune and the leading cause of death among young drivers. In safeguarding and developing innovative safety strategies to curtail the situation, the factors causing this menace needs proper attention and investigation. The objective of this study is to identify the potential factors responsible for causing a traffic accident in Ghana. In studying these factors extensively, a descriptive study with quantitative technique was employed. Analyses used data between 2001 and 2011 obtained from the Building and Road Research Institute (BRRI) with specific focus on the age, drinking, vehicle defect, driver/rider error, injury, road surface type and weather. A total of 200,528 cases of drivers/riders were analysed and discovered that, people with younger age (21-40) contribute 62.97% of total crashes. Crashes reduce steadily as drivers/riders age increases. Also, the vehicle defect analysis shows that 87.46% of accidents cannot be linked to the fault of the vehicle before incidence, while the majority (75.38%) of drivers/riders had no injury during a traffic accident. Higher number of fatalities are recorded on tar good roads (81.57%) and clear weather (91.75%). The fight against this canker by the authorities must consider periodic refresher courses for younger drivers/riders on traffic law to bring to bear the adherence of good driving/riding principles and attitudes to ensure that safety is guaranteed for all road users in the country.

  5. The Influences of Drivers/Riders in Road Traffic Crashes in Ghana between 2001 and 2011

    PubMed Central

    Amo, Thompson

    2014-01-01

    The road traffic accident (RTA) is a global misfortune and the leading cause of death among young drivers. In safeguarding and developing innovative safety strategies to curtail the situation, the factors causing this menace needs proper attention and investigation. The objective of this study is to identify the potential factors responsible for causing a traffic accident in Ghana. In studying these factors extensively, a descriptive study with quantitative technique was employed. Analyses used data between 2001 and 2011 obtained from the Building and Road Research Institute (BRRI) with specific focus on the age, drinking, vehicle defect, driver/rider error, injury, road surface type and weather. A total of 200,528 cases of drivers/riders were analysed and discovered that, people with younger age (21-40) contribute 62.97% of total crashes. Crashes reduce steadily as drivers/riders age increases. Also, the vehicle defect analysis shows that 87.46% of accidents cannot be linked to the fault of the vehicle before incidence, while the majority (75.38%) of drivers/riders had no injury during a traffic accident. Higher number of fatalities are recorded on tar good roads (81.57%) and clear weather (91.75%). The fight against this canker by the authorities must consider periodic refresher courses for younger drivers/riders on traffic law to bring to bear the adherence of good driving/riding principles and attitudes to ensure that safety is guaranteed for all road users in the country. PMID:24999145

  6. A fatality due to cyproheptadine and citalopram.

    PubMed

    Hargrove, Veronica; Molina, D Kimberley

    2009-10-01

    Cyproheptadine (Periactin) is a first-generation antihistamine available in over-the-counter cold medications and is used to treat allergic-type symptoms. Although antihistamines in general have long been known to cause serious side effects, especially when taken in overdose, few reports that specifically address cyproheptadine-related fatalities exist. A 42-year-old healthy female was found dead at her home with no anatomic cause of death and a recent history of suicidal ideations. Toxicology revealed cyproheptadine and citalopram in the femoral postmortem blood at concentrations of 0.49 and 2.3 mg/L, respectively. Vitreous, urine, and bile analysis were also performed, yielding concentrations of < 0.04 and 0.80 mg/L in the vitreous for cyproheptadine and citalopram, respectively; 0.23 and 8.2 mg/L in the urine; and 30.7 and 9.0 mg/L in the bile. The cause of death was determined to be cyproheptadine and citalopram intoxication, and the manner was ruled a suicide. Although cyproheptadine is widely available in the United States and Europe, there are only two published fatalities due to this antihistamine and only one that specifically cites blood and tissue concentrations. Therefore, this case study will be beneficial to the forensic toxicology community by providing additional information regarding postmortem interpretation.

  7. About morphological findings in fatal railway collisions.

    PubMed

    Driever, Frank; Schmidt, Peter; Madea, Burkhard

    2002-04-18

    The autopsy findings in fatal cases of railway collisions of the Bonn Institute of Legal Medicine in 1992-1999 were investigated and compared to the statements in the investigation files of the public prosecutor with regard to classification as accident or suicide as well as with regard to type and speed of collision. Of the 38 deaths, 10 were hit in an upright position, 11 fatal collisions affected persons lying outside the track and 13 were hit and overrun lying inside the track. According to the investigation classification 21 persons committed suicide (56%), while 10 died in an accident (26%). Our survey confirmed the leading role of being over-rolled in a lying position as an indication for suicides, while in accidents the upright hit was most important. With exception of the persons primarily affected between the rails in upright position and over-rolled consecutively an unequivocal assignment of injury patterns to the hit categories was possible. In cases of persons being primarily over-rolled in a lying position especially the criteria (i) opening of body cavities, (ii) organ injuries and (iii) loss of parts of the body allowed for careful conclusion on hit, respectively, overrunning speed.

  8. Fatal intoxication with hydrocarbons in deltamethrin preparation.

    PubMed

    Magdalan, Jan; Zawadzki, Marcin; Merwid-Lad, Anna

    2009-12-01

    Pyrethroid insecticides are very widely used in agriculture and household due to high effectiveness and low toxicity to humans. We have described a case of a fatal oral intoxication with decis, the insecticide containing pyrethroid (deltamethrin) in a hydrocarbon base. Pyrethroids, including deltamethrin, undergo rapid biotransformation by liver enzymes, which limit their systemic toxicity. Thus, we assume that in the presented case, fatal outcome of poisoning with decis was rather connected with toxic effects of hydrocarbon base (solvent naphtha) than with deltamethrin action. In the described case, detection of aromatic hydrocarbons in blood and lung tissue and their metabolites in urine confirms that these substances were absorbed from gastrointestinal tract to the systemic circulation. Predominant among the clinical outcomes in our patient was profound depression of CNS with apnea, which could be connected with narcotic action of organic solvents. The cardiac arrest was in mechanism of asystolia with prior non-responsive to catecholamines bradycardia and vascular collapse. We connect it with hydrocarbon-induced cardiotoxicity. It is worth remembering that many pyrethroid-containing insecticides are formulated in a hydrocarbon base. Intoxication with such preparations should always be considered not only as poisoning with pyrethroid alone but also as intoxication with hydrocarbons.

  9. DNA preservation in skeletal elements from the World Trade Center disaster: recommendations for mass fatality management.

    PubMed

    Mundorff, Amy Z; Bartelink, Eric J; Mar-Cash, Elaine

    2009-07-01

    The World Trade Center (WTC) victim identification effort highlights taphonomic influences on the degradation of DNA from victims of mass fatality incidents. This study uses a subset of the WTC-Human Remains Database to evaluate differential preservation of DNA by skeletal element. Recovery location, sex, and victim type (civilian, firefighter, or plane passenger) do not appear to influence DNA preservation. Results indicate that more intact elements, as well as elements encased in soft tissue, produced slightly higher identification rates than more fragmented remains. DNA identification rates by element type conform to previous findings, with higher rates generally found in denser, weight-bearing bones. However, smaller bones including patellae, metatarsals, and foot phalanges yielded rates comparable to both femora and tibiae. These elements can be easily sampled with a disposable scalpel, and thus reduce potential DNA contamination. These findings have implications for DNA sampling guidelines in future mass fatality incidents.

  10. Two fatal intoxication cases with imidacloprid: LC/MS analysis.

    PubMed

    Proença, Paula; Teixeira, Helena; Castanheira, Fernando; Pinheiro, João; Monsanto, Paula V; Marques, Estela P; Vieira, Duarte Nuno

    2005-10-04

    Imidacloprid [1-(6-chloro-3pyridylmethyl)-N-nitroimidazolidin-2-ylideneamine] is a new and potent nitromethylene insecticide with high insecticidal activity at very low application rates. It is the first highly effective insecticide that, like nicotine, acts on the nervous system, causing blockage of postsynaptic nicotinergic acetylcholine receptors. Two fatal cases with this insecticide in two male individuals, of 33 and 66 years old, are presented. An LC/MS with electrospray method for measuring imidacloprid and its metabolites in post-mortem samples is described. In the chromatographic separation, a reverse-phase column XTerra MS C18 (2.1mm i.d.x 150 mm, 5 microm) was used and the mobile phase composed with acetonitrile and 0.1% formic acid (15:85), at a 0.25 mL/min flow rate. Samples were prepared with a liquid-liquid extraction procedure with dichloromethane. Calibration curves for imidacloprid in blood and urine samples were linear from 0.2 to 15 microg/mL. The mean recovery was 86% with a coefficient of variation of +/-5.9%. The detection limit was 0.002 microg/mL. Quantitative results were obtained for all post-mortem matrices available of the two fatal cases: blood, urine, stomach contents, lung, liver and kidney. The imidacloprid blood concentrations found in two-cases were 12.5 and 2.05 microg/mL. The authors validated a method to detect and quantify imidacloprid in post-mortem samples, and to our knowledge for the first time a post-mortem tissue distribution was performed on various samples for this insecticide.

  11. Reported fatal and non-fatal incidents involving tourists in Hawaii Volcanoes National Park, 1992-2002.

    PubMed

    Heggie, Travis W

    2005-08-01

    Objectives. To examine fatal and non-fatal incidents involving tourists in Hawaii Volcanoes National Park. Methods. Official press releases from the public relations office at Hawaii Volcanoes National Park were examined for reports of fatal and non-fatal incidents involving tourists. Results. Between 1992 and 2002 there were 65 press releases reporting 40 fatalities, 45 serious injuries, 53 minor injuries, and 25 no injury events. Severity information was unavailable for four additional tourists. Aircraft and backcountry incidents each accounted for 30% of all incidents followed by road incidents (22%) and frontcountry incidents (17%). Aircraft incidents reported 17 fatalities, backcountry incidents accounted for 10 fatalities, frontcountry incidents reported seven fatalities, and road incidents totaled six fatalities. One fatality was classified as a suicide. Backcountry (23) and road (10) incidents had the highest number of serious incidents. Male tourists (62) were more frequently involved in incidents than female tourists (41) and tourists aged 20-29 years and 40-49 years accounted for the highest number of fatalities and total incidents. Conclusions. Helicopter tours, hiking in areas with active lava flows, falls into steam vents and earthcracks, and driving unfamiliar rental cars in unfamiliar locations are the major activities resulting in death and serious injury. Additional factors such as tourists ignoring warning signs, wandering off-trail or hiking at night, tourists misinformed by guidebooks and other tourists, and tourists with pre-existing heart and asthma conditions are contributing causes in many incidents. The findings of this study provide information that allows prospective tourists, tourism managers, and travel health providers make informed decisions that promote safe tourism and can aid future efforts in developing preventative strategies at tourist destinations with similar environments and activities. However, in order for preventative

  12. Fatal and nonfatal injuries involving fishing vessel winches--Southern shrimp fleet, United States, 2000-2011.

    PubMed

    2013-03-08

    Workers in the commercial fishing industry have the highest occupational fatality rate in the United States, nearly 35 times higher in 2011 than the rate for all U.S. workers. During 2000-2009, a total of 504 fishermen were killed in the U.S. fishing industry, most commonly by drowning as a result of vessels sinking (51%) and falls overboard (30%). Another 10% of fatalities (51 deaths) were caused by injuries sustained onboard vessels, such as entanglement in machinery. This type of fatality occurred most often in the Gulf of Mexico. To analyze fatal and nonfatal injuries involving deck winches in the Southern shrimp fleet during 2000-2011, CDC obtained data from its Commercial Fishing Incident Database and the U.S. Coast Guard. Injury patterns were examined, and risk ratios (RRs) were calculated to compare the probability of fatal outcomes from incidents involving different winch mechanisms and operating situations. During 2000-2011, eight fatal and 27 work-related injuries involving deck winches occurred in the Southern shrimp fleet, which operates in the Gulf of Mexico and off the Atlantic coast from Florida to North Carolina. Injuries involving the winch drum had a higher risk for fatal outcomes compared with injuries involving the winch cathead. Fatal outcomes also were associated with being alone on the vessel and being alone on deck. Interventions to prevent deck winch injuries might include guarding of winch drums and catheads, avoiding working alone on deck, not wearing baggy clothing, and improvements to cable winding guides. Training of deckhands in first aid and emergency procedures might reduce the severity of injuries when entanglements occur.

  13. Relating traffic fatalities to GDP in Europe on the long term.

    PubMed

    Antoniou, Constantinos; Yannis, George; Papadimitriou, Eleonora; Lassarre, Sylvain

    2016-07-01

    Modeling road safety development can provide important insight into policies for the reduction of traffic fatalities. In order to achieve this goal, both the quantifiable impact of specific parameters, as well as the underlying trends that cannot always be measured or observed, need to be considered. One of the key relationships in road safety links fatalities with risk and exposure, where exposure reflects the amount of travel, which in turn translates to how much travelers are exposed to risk. In general two economic variables: GDP and unemployment rate are selected to analyse the statistical relationships with some indicators of road accident fatality risk. The objective of this research is to provide an overview of relevant literature on the topic and outline some recent developments in macro-panel data analysis that have resulted in ongoing research that has the potential to improve our ability to forecast traffic fatality trends, especially under turbulent financial situations. For this analysis, time series of the number of fatalities and GDP in 30 European countries for a period of 38 years (1975-2012) are used. This process relies on estimating long-term models (as captured by long term time-series models, which model each country separately). Based on these developments, utilizing state-of-the-art modelling and analysis techniques such as the Common Correlated Effects Mean Group estimator (Pesaran), the long-term elasticity mean value equals 0.63, and is significantly different from zero for 10 countries only. When we take away the countries, where the number of fatalities is stationary, the average elasticity takes a higher value of nearly 1. This shows the strong sensitivity of the estimate of the average elasticity over a panel of European countries and underlines the necessity to be aware of the underlying nature of the time series, to get a suitable regression model.

  14. Fatal intimate partner violence against women in Portugal: a forensic medical national study.

    PubMed

    Pereira, Ana Rita; Vieira, Duarte Nuno; Magalhães, Teresa

    2013-11-01

    Intimate partner violence (IPV) is an important cause of women's health and socio-familial severe problems, the most extreme being the victims' homicide. This is the first nationwide Portuguese autopsy-based and judicial-proven study about female intimate partner homicide. At least 62 women over 15 years old were killed by current or former men-intimate partners, corresponding to an IPV-related female mortality rate of 0.44/100.000 women; intimate partner violence was the reason of homicide in 60.8% of all autopsied women. The typical Portuguese victim showed to be a young adult woman, employed, killed by a current husband in a long-term relationship, usually with children in common and with a history of previous IPV. The typical Portuguese perpetrator showed to be older than the victim, employed, owning a firearm and without criminal records. At the time of the fatal event 59.7% of the relationships were current. In 57.9% of the former relationships women were killed during the 1st year after its terminus. Near half of the perpetrators attempted or committed suicide afterward. Most women were killed by gunshot wounds (45.2%), especially in the thorax (48.4%), with multiple fatal injuries; 56.5% also presented non-fatal injuries. The detection of prior IPV and the risk evaluation seems to be fundamental to decrease these fatal outcomes, but also, the prevention of perpetrators' alcohol abuse and carrying weapons. This work emphasizes the need to deepen the research on this issue, aiming to contribute to prevent both fatal and non-fatal IPV-related cases.

  15. The prevalence of drugs and alcohol found in road traffic fatalities: a comparative study of victims.

    PubMed

    Elliott, Simon; Woolacott, Helen; Braithwaite, Robin

    2009-03-01

    Researchers have studied the involvement of drugs and alcohol in fatal road traffic incidents, but with particular emphasis on the possible impairment of the driver. This paper describes a comparative study of drug and alcohol findings in various victim groups (drivers of cars, vans or lorries, car passengers, motorcyclists, motorcycle passengers, cyclists and pedestrians) between 2000 and 2006. Post-mortem blood and urine specimens submitted were analysed by immunoassay, GC-NPD, GC-FID, GC-MS and HPLC-DAD. The results of 1047 cases indicated 54% of all victims were positive for drugs and/or alcohol, with the highest percentage of positive findings occurring in pedestrians (63%). Males between the ages of 17-24 were most likely to be involved in a road traffic accident, whether being in control of a vehicle (driver) or involved indirectly (car passenger, pedestrian, motorcycle passenger). A wide range of drugs were detected (e.g., drugs of abuse, anti-convulsants, anti-histamines, anti-inflammatories, anti-psychotics, cardiac drugs and over-the-counter products), but alcohol and cannabinoids were the most frequent substances across the victim groups. When detected, alcohol was commonly above the legal driving limit in blood and urine (>63% in those in control and >60% not in control). Overall, the presence of drugs and/or alcohol was of similar frequency in those victims in control (55% of driver, 48% of motorcyclists, 33% of cyclists) and not in control of a vehicle (52% of car passengers, 63% of pedestrians). This degree of frequency strongly implicates the involvement of drugs and alcohol in road traffic incidents and infers an effect on driving ability and individual impairment.

  16. Are we there yet? Australian road safety targets and road traffic crash fatalities

    PubMed Central

    2011-01-01

    Background Road safety targets are widely used and provide a basis for evaluating progress in road safety outcomes against a quantified goal. In Australia, a reduction in fatalities from road traffic crashes (RTCs) is a public policy objective: a national target of no more than 5.6 fatalities per 100,000 population by 2010 was set in 2001. The purpose of this paper is to examine the progress Australia and its states and territories have made in reducing RTC fatalities, and to estimate when the 2010 target may be reached by the jurisdictions. Methods Following a descriptive analysis, univariate time-series models estimate past trends in fatality rates over recent decades. Data for differing time periods are analysed and different trend specifications estimated. Preferred models were selected on the basis of statistical criteria and the period covered by the data. The results of preferred regressions are used to determine out-of-sample forecasts of when the national target may be attained by the jurisdictions. Though there are limitations with the time series approach used, inadequate data precluded the estimation of a full causal/structural model. Results Statistically significant reductions in fatality rates since 1971 were found for all jurisdictions with the national rate decreasing on average, 3% per year since 1992. However the gains have varied across time and space, with percent changes in fatality rates ranging from an 8% increase in New South Wales 1972-1981 to a 46% decrease in Queensland 1982-1991. Based on an estimate of past trends, it is possible that the target set for 2010 may not be reached nationally, until 2016. Unsurprisingly, the analysis indicated a range of outcomes for the respective state/territory jurisdictions though these results should be interpreted with caution due to different assumptions and length of data. Conclusions Results indicate that while Australia has been successful over recent decades in reducing RTC mortality, an

  17. Effectiveness of source documents for identifying fatal occupational injuries: a synthesis of studies.

    PubMed Central

    Stout, N; Bell, C

    1991-01-01

    BACKGROUND: The complete and accurate identification of fatal occupational injuries among the US work force is an important first step in developing work injury prevention efforts. Numerous sources of information, such as death certificates, Workers' Compensation files, Occupational Safety and Health Administration (OSHA) files, medical examiner records, state health and labor department reports, and various combinations of these, have been used to identify cases of work-related fatal injuries. Recent studies have questioned the effectiveness of these sources for identifying such cases. METHODS: At least 10 studies have used multiple sources to define the universe of fatal work injuries within a state and to determine the capture rates, or proportion of the universe identified, by each source. Results of these studies, which are not all available in published literature, are summarized here in a format that allows researchers to readily compare the ascertainment capabilities of the sources. RESULTS: The overall average capture rates of sources were as follows: death certificates, 81%; medical examiner records, 61%; Workers' Compensation reports, 57%; and OSHA reports 32%. Variations by state and value added through the use of multiple sources are presented and discussed. CONCLUSIONS: This meta-analysis of 10 state-based studies summarizes the effectiveness of various source documents for capturing cases of fatal occupational injuries to help researchers make informed decisions when designing occupational injury surveillance systems. PMID:1827569

  18. Scuba decompression illness and diving fatalities in an overseas military community.

    PubMed

    Arness, M K

    1997-04-01

    A retrospective study of scuba decompression illness (DCI) and fatalities in the U.S. military community on Okinawa Island, Japan, was performed for 1989-95. Some 94 cases of diving DCI, including 10 cases of cerebral air-gas embolism (CAGE), and 9 diving fatalities were reported, for an annual incidence of 13.4 DCI events and 1.3 fatalities per 100,000 dives. The overall estimated incidence of scuba DCI was estimated to be 1/7400 dives, with an annual incidence of undeserved DCI of 1/37,300, and a fatality rate of 1/76,900. A review of treatment dives revealed a 10% overdiagnosis rate in cases treated for presumed DCI. A bimodal distribution of DCI accidents was observed for depths deeper or shallower than 24.6m/80FSW (feet of sea water). Increased risk of DCI in diving deeper than 24.6m/80FSW was associated with violations of no-decompression limits (NDL), while other risk factors were associated with diving to less than 24.6m/80FSW. NDL violations accounted for only 24/94 (26%) of all DCI accidents. Treatment of divers with hyperbaric oxygen (HBOT) led to complete recovery in 91% of cases, but of those divers requiring retreatment with HBOT, 67% had chronic residua of DCI. Selected illustrative and interesting cases are discussed.

  19. Estimated Lifetime Medical and Work-Loss Costs of Fatal Injuries--United States, 2013.

    PubMed

    Florence, Curtis; Simon, Thomas; Haegerich, Tamara; Luo, Feijun; Zhou, Chao

    2015-10-02

    Injury-associated deaths have substantial economic consequences. In 2013, unintentional injury was the fourth leading cause of death, suicide was the tenth, and homicide was the sixteenth; these three causes accounted for approximately 187,000 deaths in the United States. To assess the economic impact of fatal injuries, CDC analyzed death data from the National Vital Statistics System for 2013, along with cost of injury data using the Web-Based Injury Statistics Query and Reporting System. This report updates a previous study that analyzed death data from the year 2000, and employs recently revised methodology for determining the costs of injury outcomes, which uses the most current economic data and incorporates improvements for estimating medical costs associated with injury. Number of deaths, crude and age-specific death rates, and total lifetime work-loss costs and medical costs were calculated for fatal injuries by sex, age group, intent (intentional versus unintentional), and mechanism of injury. During 2013, the rate of fatal injury was 61.0 per 100,000 population, with combined medical and work-loss costs exceeding $214 billion. Costs from fatal injuries represent approximately one third of the total $671 billion medical and work-loss costs associated with all injuries in 2013. The magnitude of the economic burden associated with injury-associated deaths underscores the need for effective prevention.

  20. Parenting and the Young Driver Problem

    PubMed Central

    Simons-Morton, Bruce G.; Ouimet, Marie Claude; Catalano, Richard F.

    2008-01-01

    Crash rates increase sharply at the age teenagers begin to drive and remain elevated relative to adult levels well into the twenties. Parents have important roles to play in managing the risk for teenage drivers before and after licensure. Parents can be involved in their teenagers’ driving, allowing them to test for permit and licensure, supervising practice driving, providing access to a vehicle, and setting and enforcing limits on driving privileges after licensure. However, the management practices of many parents may not be sufficient to provide safety effects. The literature indicates that the two most important decisions parents can make to reduce teenagers driving risk is to delay licensure and impose limits on high-risk driving conditions (such as driving at night and with teenage passengers) during the first year of licensure. Two intervention programs have been shown to increase parent limit setting as a means of reducing risky driving behaviors and improving driving performance among novice teenage drivers. This article describes the contexts of and opportunities for parent involvement in teenage driving and the efficacy of interventions to increase and improve parental management of young drivers. PMID:18702985

  1. On the highway measures of driver glance behavior with an example automobile navigation system.

    PubMed

    Chiang, Dean P; Brooks, Aaron M; Weir, David H

    2004-05-01

    An over-the-road study of visual-manual destination entry using an example original equipment GPS-based navigation system was accomplished in traffic on urban streets and motorways. The evaluation used typical drivers, and a vehicle instrumented to record driver eye glances and fixations, driver control inputs, and lateral lane position. The primary task was to drive in a safe manner, in traffic, while maintaining speed and lateral lane position. As a secondary task, the drivers entered successive destinations while driving, using a touch screen, and at their own pace. They were told there was no need to enter the destination quickly. Results are shown for driver glance behavior, lane keeping performance, and subjective ratings. Overall, the drivers were able to accomplish the destination entry tasks with acceptably short glance durations, acceptable total task times, and with satisfactory subjective ratings for ease of entry.

  2. Characteristics of Two Groups of Angry Drivers

    ERIC Educational Resources Information Center

    Deffenbacher, Jerry L.; Filetti, Linda B.; Richards, Tracy L.; Lynch, Rebekah S.; Oetting, Eugene R.

    2003-01-01

    High anger drivers acknowledging problems with driving anger and interest in counseling (high anger/problem [HP] drivers) were compared with high and low anger drivers not acknowledging problems with driving anger and seeking counseling (high and low/nonproblem [HNP and LNP, respectively] drivers). High anger groups reported more anger while…

  3. 49 CFR 396.13 - Driver inspection.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 49 Transportation 5 2010-10-01 2010-10-01 false Driver inspection. 396.13 Section 396.13... MAINTENANCE § 396.13 Driver inspection. Before driving a motor vehicle, the driver shall: (a) Be satisfied that the motor vehicle is in safe operating condition; (b) Review the last driver vehicle...

  4. 49 CFR 396.13 - Driver inspection.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 49 Transportation 5 2014-10-01 2014-10-01 false Driver inspection. 396.13 Section 396.13... MAINTENANCE § 396.13 Driver inspection. Before driving a motor vehicle, the driver shall: (a) Be satisfied that the motor vehicle is in safe operating condition; (b) Review the last driver vehicle...

  5. 49 CFR 396.13 - Driver inspection.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 49 Transportation 5 2012-10-01 2012-10-01 false Driver inspection. 396.13 Section 396.13... MAINTENANCE § 396.13 Driver inspection. Before driving a motor vehicle, the driver shall: (a) Be satisfied that the motor vehicle is in safe operating condition; (b) Review the last driver vehicle...

  6. 49 CFR 396.13 - Driver inspection.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 5 2013-10-01 2013-10-01 false Driver inspection. 396.13 Section 396.13... MAINTENANCE § 396.13 Driver inspection. Before driving a motor vehicle, the driver shall: (a) Be satisfied that the motor vehicle is in safe operating condition; (b) Review the last driver vehicle...

  7. 49 CFR 396.13 - Driver inspection.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 49 Transportation 5 2011-10-01 2011-10-01 false Driver inspection. 396.13 Section 396.13... MAINTENANCE § 396.13 Driver inspection. Before driving a motor vehicle, the driver shall: (a) Be satisfied that the motor vehicle is in safe operating condition; (b) Review the last driver vehicle...

  8. 49 CFR 380.507 - Driver responsibilities.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 49 Transportation 5 2012-10-01 2012-10-01 false Driver responsibilities. 380.507 Section 380.507... REQUIREMENTS Entry-Level Driver Training Requirements § 380.507 Driver responsibilities. Each entry-level driver must receive training required by § 380.503....

  9. 49 CFR 380.507 - Driver responsibilities.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 5 2013-10-01 2013-10-01 false Driver responsibilities. 380.507 Section 380.507... REQUIREMENTS Entry-Level Driver Training Requirements § 380.507 Driver responsibilities. Each entry-level driver must receive training required by § 380.503....

  10. 49 CFR 380.507 - Driver responsibilities.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 49 Transportation 5 2014-10-01 2014-10-01 false Driver responsibilities. 380.507 Section 380.507... REQUIREMENTS Entry-Level Driver Training Requirements § 380.507 Driver responsibilities. Each entry-level driver must receive training required by § 380.503....

  11. 49 CFR 380.507 - Driver responsibilities.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 49 Transportation 5 2011-10-01 2011-10-01 false Driver responsibilities. 380.507 Section 380.507... REQUIREMENTS Entry-Level Driver Training Requirements § 380.507 Driver responsibilities. Each entry-level driver must receive training required by § 380.503....

  12. Validation of selected temperament and personality questionnaires for diagnosing drivers' aptitude for safe driving. A Polish study.

    PubMed

    Łuczak, Anna; Tarnowski, Adam

    2014-09-01

    This paper presents the results of a study aimed at validating psychological questionnaires evaluating temperamental and personality features. It discusses their usefulness in diagnosing drivers' aptitude for safe driving and working as professional drivers. Three psychological questionnaires were validated: the Formal Characteristics of Behaviour - Temperament Inventory (FCB-TI), the Eysenck Personality Questionnaire - Revised and Short Scale (EPQ-R (S)) and the Impulsiveness Questionnaire (IVE). Three groups of drivers (n=246) aged 19-75 participated in the study. Group I (professional drivers; n=96) and Group II (nonprofessional drivers; n=75) had never been involved in road crashes, whereas Group III (nonprofessional drivers; n=75) were offenders involved in fatal injury road crashes. Criterion-related validity, Cronbach's alpha and Guttman split-half reliability coefficient were in assessing the psychometric properties of the questionnaires. There were some significant differences between Groups II and III for most traits. However, contrary to expectations, higher Emotional Reactivity, Perseveration and lower Endurance as well as higher Neuroticism, Impulsiveness and Venturesomeness were determined for Group II than for Group III. Additionally, the temperament and personality profile of Group II turned out to be less fitted to the profile of safe drivers than that of Group III, whose profile was actually similar to that of Group I. This seems to result from a high tendency for a positive self-presentation among Group I and Group III (a significantly higher result on the Lie scale in comparison with Group II). The results suggest that if psychological tests are to decide on whether a person may be a professional driver or may drive vehicles, the three questionnaires (FCB-TI, EPQ-R(S) and IVE) do not provide a valid diagnosis of professional drivers' aptitude because of drivers' high tendency for positive self-presentation. However, they can be used in job

  13. Lichtheimia ramosa: A Fatal Case of Mucormycosis

    PubMed Central

    Mouronte-Roibás, Cecilia; Leiro-Fernández, Virginia; Botana-Rial, Maribel; Ramos-Hernández, Cristina; Lago-Preciado, Guillermo; Fiaño-Valverde, Concepción; Fernández-Villar, Alberto

    2016-01-01

    Mucormycosis due to Lichtheimia ramosa is an infrequent opportunistic infection that can potentially be angioinvasive when affecting inmunocompromised hosts. We present a fatal case of mucormycosis, affecting a 56-year-old male with diabetes mellitus and siderosis, initially admitted to our hospital due to an H1N1 infection. The subject's clinical condition worsened and he finally died because of a necrotizing bilateral pneumonia with disseminated mycotic thromboses due to Lichtheimia ramosa, which is an emerging Mucoralean fungus. This is an infrequent case because of the extent to which it affected a subject without overt immunocompromise. This case underlines the importance of an early premortem diagnosis and treatment in order to prevent rapid progression of this disease, as well as the need of considering mucormycosis when facing subjects with multiple emboli and fever unresponsive to usual antimicrobials. PMID:27445521

  14. When attempts at robbing prey turn fatal

    NASA Astrophysics Data System (ADS)

    Dejean, Alain; Corbara, Bruno; Azémar, Frédéric; Carpenter, James M.

    2012-07-01

    Because group-hunting arboreal ants spread-eagle insect prey for a long time before retrieving them, these prey can be coveted by predatory flying insects. Yet, attempting to rob these prey is risky if the ant species is also an effective predator. Here, we show that trying to rob prey from Azteca andreae workers is a fatal error as 268 out of 276 potential cleptobionts (97.1 %) were captured in turn. The ant workers hunt in a group and use the "Velcro®" principle to cling firmly to the leaves of their host tree, permitting them to capture very large prey. Exceptions were one social wasp, plus some Trigona spp. workers and flies that landed directly on the prey and were able to take off immediately when attacked. We conclude that in this situation, previously captured prey attract potential cleptobionts that are captured in turn in most of the cases.

  15. Fatal primary meningoencephalitis caused by Naegleria fowleri.

    PubMed

    Shariq, Ali; Afridi, Faisal Iqbal; Farooqi, Badar Jahan; Ahmed, Sumaira; Hussain, Arif

    2014-07-01

    Naegleria fowleri is a free living parasite which habitats in fresh water reservoirs. It causes a fatal nervous system infection known as primary amoebic meningoencephalitis by invading through cribriform plate of nose and gaining entry into brain. We report a case of primary amoebic meningoencephalitis caused by Naegleria fowleri in Karachi, Pakistan, in a 42 years old male poultry farm worker having no history of swimming. Clinical course was fulminant and death occurred within one week of hospital admission. Naegleria fowleri was detected by wet mount technique in the sample of cerebrospinal fluid collected by lumbar puncture of patient. This is a serious problem and requires immediate steps to prevent general population to get affected by this lethal neurological infection.

  16. Chronic fatal pneumocystosis in nude mice.

    PubMed

    Ueda, K; Goto, Y; Yamazaki, S; Fujiwara, K

    1977-12-01

    A chronic pulmonary disease was encountered in nude mice of a barrier sustained colony, and Pneumocystis carinii was identified as the causative agent histopathologically as well as on impression smear preparations in the affected lungs. Fatal infection was seen only in old nude mice aged more than 6 months, while focal pulmonary lesions were developed without clinical signs in young adult nudes 2 to 3 months of age. The lesions produced in aged nude mice were characterized by propagation of mononuclear cells with the presence of foamy masses of P. carinii. Heterozygous littermates were much less susceptible to the infection but pneumocystic lesions could be produced readily by multiple treatment with immunosuppressants. The infection could be transmitted without immunosuppressant to non-infected nudes but not to heterozygous littermates after intranasal inoculation of affected tissue emulsion or by cage mating with severely affected nudes.

  17. [Fatal outcome of an hydrogen sulfide poisoning].

    PubMed

    Querellou, E; Jaffrelot, M; Savary, D; Savry, C; Perfus, J-P

    2005-10-01

    We report a case of fatal outcome poisoning by massive exposure to hydrogen sulfide of a sewer worker. This rare event was associated with a moderate intoxication of two members of the rescue team. The death was due to asystole and massive lung oedema. Autopsy analysis showed diffuse necrotic lesions in lungs. Hydrogen sulfide is a direct and systemic poison, produced by organic matter decomposition. The direct toxicity mechanism is still unclear. The systemic toxicity is due to an acute toxicity by oxygen depletion at cellular level. It is highly diffusable and potentially very dangerous. At low concentration, rotten egg smell must trigger hydrogen sulfide suspicion since at higher concentration it is undetectable, making intoxication possible. In case of acute intoxication, there is an almost instantaneous cardiovascular failure and a rapid death. Hydrogen sulfide exposure requires prevention measures and more specifically the use of respiratory equipment for members of the rescue team.

  18. Two fatal tiger attacks in zoos.

    PubMed

    Tantius, Britta; Wittschieber, Daniel; Schmidt, Sven; Rothschild, Markus A; Banaschak, Sibylle

    2016-01-01

    Two captive tiger attacks are presented that took place in Cologne and Münster zoos. Both attacks occurred when the handlers, intent on cleaning the enclosures, entered whilst the tigers accidently retained access to the location, and thus defended their territory against the perceived intruders. Both victims suffered fatal neck injuries from the bites. At Münster, colleagues managed to lure the tiger away from its victim to enable treatment, whilst the Cologne zoo tiger had to be shot in order to allow access to be gained. Whilst it was judged that human error led to the deaths of the experienced zookeepers, the investigation in Münster was closed as no third party was found to be at fault, whereas the Cologne zoo director was initially charged with being negligent. These charges were subsequently dismissed as safety regulations were found to be up to date.

  19. Fatal dog maulings associated with infant swings.

    PubMed

    Chu, Albert Y; Ripple, Mary G; Allan, Carol H; Thogmartin, Jon R; Fowler, David R

    2006-03-01

    We present three cases of fatal dog maulings of infants placed in mobile infant swings, a phenomenon not previously described in the literature. In each case, the victim was left in a mobile swing, unsupervised by an adult, and the attacking dog was a family pet. Case 1 involved an 18-day-old male infant attacked by a pit bull; Case 2 involved a 3-month-old male infant attacked by a Chow Chow and/or a Dachshund, and Case 3 involved an 18-day-old female infant attacked by a Labrador-pit bull mix. These cases not only underscore the importance of not leaving young children unattended in the presence of pet dogs, but also raise the possibility that mobile swings may trigger a predatory response in dogs and thus may represent an additional risk factor for dog attack.

  20. Military parachute mishap fatalities: a retrospective study.

    PubMed

    Mellen, P F; Sohn, S S

    1990-12-01

    Military parachuting is relatively safe. Most injuries involve vertebral bodies or the lower extremity, and fatalities are rare. We studied 49 military parachute accident facilities occurring during 1964-1989. Causes of the accidents included accidental deployment of reserve parachute in aircraft, static line failures and entanglements, equipment (canopy) failures, in-air collisions, landing injuries, drowning, and dragging. Rarely, preexisting illness such as coronary artery disease caused or contributed to an accident. Pathologic findings revealed a high proportion of deceleration and blunt force injuries: cardiac, aortic and liver laceration, and skull, pelvic and extremity fractures. Isolated head injury, strangulation, and post traumatic pulmonary embolus were occasionally noted. Toxicological examination demonstrated contributing factors such as alcohol intoxication or antihistamine use in a small number of cases. Background investigations, scene inspections, autopsy and toxicology studies all yielded important data or pertinent negatives during investigations. We propose an investigation protocol.

  1. Two Fatal Intoxications Involving Butyryl Fentanyl.

    PubMed

    Poklis, Justin; Poklis, Alphonse; Wolf, Carl; Hathaway, Cindie; Arbefeville, Elise; Chrostowski, Leszek; Devers, Kelly; Hair, Laura; Mainland, Mary; Merves, Michele; Pearson, Julia

    2016-10-01

    We present the case histories, autopsy findings and toxicology findings of two fatal intoxications involving the designer drug, butyryl fentanyl. The quantitative analysis of butyryl fentanyl in postmortem fluids and tissues was performed by an ultrahigh-performance liquid chromatography tandem mass spectrometry method. In the first case, butyryl fentanyl was the only drug detected with concentrations of 99 ng/mL in peripheral blood, 220 ng/mL in heart blood, 32 ng/mL in vitreous humor, 590 ng/mL in gastric contents, 93 ng/g in brain, 41 ng/g in liver, 260 ng/mL in bile and 64 ng/mL in urine. The cause of death was ruled fatal intoxication by butyryl fentanyl. In the second case, butyryl fentanyl was detected along with acetyl fentanyl, alprazolam and ethanol. The butyryl fentanyl concentrations were 3.7 ng/mL in peripheral blood, 9.2 ng/mL in heart blood, 9.8 ng/mL in vitreous humor, 4,000 ng/mL in gastric contents, 63 ng/g in brain, 39 ng/g in liver, 49 ng/mL in bile and 2 ng/mL in urine. The acetyl fentanyl concentrations were 21 ng/mL in peripheral blood, 95 ng/mL in heart blood, 68 ng/mL in vitreous humor, 28,000 ng/mL in gastric contents, 200 ng/g in brain, 160 ng/g in liver, 330 ng/mL in bile and 8 ng/mL in urine. In addition, the alprazolam concentration was 40 ng/mL and the ethanol concentration was 0.11 g/dL, both measured in peripheral blood. The cause of death in the second case was ruled a mixed drug intoxication. In both cases, the manner of death was accident.

  2. The Role of Spatial Disorientation in Fatal General Aviation Accidents

    NASA Technical Reports Server (NTRS)

    Scheuring, RIchard

    2005-01-01

    In-flight Spatial Disorientation (SD) in pilots is a serious threat to aviation safety. Indeed, SD may play a much larger role in aviation accidents than the approximate 6-8% reported by the National Transportation Safety Board (NTSB) each year, because some accidents coded by the NTSB as aircraft control-not maintained (ACNM) may actually result from SD. The purpose of this study is to determine whether SD is underestimated as a cause of fatal general aviation (GA) accidents in the NTSB database. Fatal GA airplane accidents occurring between January 1995 and December 1999 were reviewed from the NTSB aviation accident database. Cases coded as ACNM or SD as the probable cause were selected for review by a panel of aerospace medicine specialists. Using a rating scale, each rater was instructed to determine if SD was the probable cause of the accident. Agreement between the raters and agreement between the raters and the NTSB were evaluated by Kappa statistics. The raters agreed that 11 out of 20 (55%) accidents coded by the NTSB as ACNM were probably caused by SD (p less than 0.05). Agreement between the raters and the NTSB did not reach significance (p greater than 0.05). The 95% C.I. for the sampling population estimated that between 33-77% of cases that the NTSB identified as ACNM could be identified by aerospace medicine experts as SD. Aerospace medicine specialists agreed that some cases coded by the NTSB as ACNM were probably caused by SD. Consequently, a larger number of accidents may be caused by the pilot succumbing to SD than indicated in the NTSB database. This new information should encourage regulating agencies to insure that pilots receive SD recognition training, enabling them to take appropriate corrective actions during flight. This could lead to new training standards, ultimately saving lives among GA airplane pilots.

  3. Bovine immunity - a driver for diversity in Theileria parasites?

    PubMed

    McKeever, Declan J

    2009-06-01

    Theileria parva and Theileria annulata are tick-borne parasites of cattle that infect and transform leukocytes, causing severe and often fatal parasitic leukoses. Both species provoke strong immunity against subsequent infection. However, considerable diversity is observed in field populations of each parasite and protection is only assured against homologous challenge. The life cycles of these parasites are complex and involve prolonged exposure to host and vector defence mechanisms. Although the relevant vector mechanisms are poorly defined, protective responses of cattle seem to be tightly focused and variable in their specificity between individuals. This review considers whether bovine immunity acts as a driver for diversity in T. parva and T. annulata and explores other factors that might underlie genetic variation in these parasites.

  4. Cross-modal Warnings for Orienting Attention in Older Drivers with and without Attention Impairments

    PubMed Central

    Lees, Monica N.; Cosman, Joshua; Lee, John D.; Vecera, Shaun P.; Dawson, Jeffrey D.; Rizzo, Matthew

    2011-01-01

    Older adults are overrepresented in fatal crashes on a per mile basis. Those with useful field of view (UFOV) reductions show a particularly elevated crash risk that might be mitigated with vehicle-based warnings. To evaluate cross-modal cues that could be used in these warnings, we applied a variation of Posner‘s orienting of attention paradigm. Twenty-nine older drivers with UFOV impairments and 32 older drivers without impairments participated. Cues were presented in either a single modality or a combination of modalities (visual, auditory, haptic). Drivers experienced three cue types (valid spatial information, invalid spatial information, neutral) and an uncued baseline. Following each cue, drivers discriminated the direction of a target (a Landolt square with a gap facing up or down) in the visual panorama. Drivers with and without UFOV impairments showed comparable response times (RTs) across the different cue modalities and cue types. Both groups benefited most from auditory and auditory/haptic cues. Redundant visual cues, when paired with auditory cues, undermined performance rather than enhanced it. Overall, drivers responded faster to targets with valid spatial information followed by neutral, invalid, and uncued targets. Cues provide the greatest benefit in alerting rather than orienting the driver. The cue expected to be most effective at orienting attention—the extra-vehicular cue—performs most poorly when the spatial information is either invalid or neutral. Even when the spatial information is valid the extra-vehicular cue underperforms the auditory cues. The results suggest that temporal information dominates spatial information in the ability of cues to speed responses to targets. This study represents a first step in assessing whether combining a cognitive science paradigm and a driving simulator environment can quickly assess how different warning signals alert and orient drivers. PMID:22204895

  5. 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

  6. Real-time driver drowsiness feedback improves driver alertness and self-reported driving performance.

    PubMed

    Aidman, Eugene; Chadunow, Carolyn; Johnson, Kayla; Reece, John

    2015-08-01

    Driver drowsiness has been implicated as a major causal factor in road accidents. Tools that allow remote monitoring and management of driver fatigue are used in the mining and road transport industries. Increasing drivers' own awareness of their drowsiness levels using such tools may also reduce risk of accidents. The study examined the effects of real-time blink-velocity-derived drowsiness feedback on driver performance and levels of alertness in a military setting. A sample of 15 Army Reserve personnel (1 female) aged 21-59 (M=41.3, SD=11.1) volunteered to being monitored by an infra-red oculography-based Optalert Alertness Monitoring System (OAMS) while they performed their regular driving tasks, including on-duty tasks and commuting to and from duty, for a continuous period of 4-8 weeks. For approximately half that period, blink-velocity-derived Johns Drowsiness Scale (JDS) scores were fed back to the driver in a counterbalanced repeated-measures design, resulting in a total of 419 driving periods under "feedback" and 385 periods under "no-feedback" condition. Overall, the provision of real-time feedback resulted in reduced drowsiness (lower JDS scores) and improved alertness and driving performance ratings. The effect was small and varied across the 24-h circadian cycle but it remained robust after controlling for time of day and driving task duration. Both the number of JDS peaks counted for each trip and their duration declined in the presence of drowsiness feedback, indicating a dynamic pattern that is consistent with a genuine, entropy-reducing feedback mechanism (as distinct from random re-alerting) behind the observed effect. Its mechanisms and practical utility have yet to be fully explored. Direct examination of the alternative, random re-alerting explanation of this feedback effect is an important step for future research.

  7. Skull fracture and haemorrhage pattern among fatal and nonfatal head injury assault victims – a critical analysis

    PubMed Central

    Chattopadhyay, Saurabh; Tripathi, Chandrabhal

    2010-01-01

    Abstract: Background: The global incidence of fatal head injuries as the result of assault is greater than the number of non-fatal cases. The important factors that determine the outcome in terms of survival of such head injury cases include the type of weapon used, type and site of skull fracture, intra cranial haemorrhage and the brain injury. The present study aims to highlight the role of skull fractures as an indirect indicator of force of impact and the intra cranial haemorrhage by a comparative study of assault victims with fatal and nonfatal head injuries. Methods: 91 head injury cases resulting from assault were studied in the Department of Forensic Medicine, IMS, BHU Varanasi over a period of 2 years from which 18 patients survived and 73 cases had a lethal outcome. Details of the fatal cases were obtained from the police inquest and an autopsy while examination of the surviving patients was done after obtaining an informed consent. The data so obtained were analyzed and presented in the study. Results: Assault with firearms often led to fatality whereas with assault involving blunt weapons the survival rate was higher. Multiple cranial bones were involved in 69.3% cases while comminuted fracture of the skull was common among the fatal cases. Fracture of the base of the skull was noted only in the fatal cases and a combination of subdural and subarachnoid haemorrhage was found in the majority of the fatal cases. Conclusions: The present study shows skull fractures to be an important indicator of severity of trauma in attacks to the head. Multiple bone fracture, comminuted fracture and base fractures may be considered as high risk factors in attempted homicide cases. PMID:21483205

  8. Residence place as a risk factor in different types of fatal car accidents.

    PubMed

    Leveau, Carlos M; Vacchino, Marta N

    2015-01-01

    The association between place of residence, population density, relief and type of event (collision or non-collision of the vehicle) has not been evaluated in developing countries. The main objective of this study is to determine the differential factors associated with the occurrence of deaths of collision and non-collision automobile users in Patagonia, Argentina. A multiple logistic regression analysis was performed using as the dependent variable death by car accident (collision or non-collision of the vehicle) and sex, age, place of residence of the victim, relief and population density as the independent variables. Collision fatalities were related to areas of high population density, while non-collision fatalities were related to areas of low population density, mountainous landscape and place of residence of the victims outside the Patagonian region. The results obtained in this study indicate the need to develop differential primary prevention policies by place of residence of car occupants, focusing on Patagonia non-resident drivers and by emphasising non-collision accidents.

  9. Prescription Opioid Use and Non-fatal Overdose in a Cohort of Injection Drug Users

    PubMed Central

    Lake, Stephanie; Wood, Evan; Buxton, Jane; Dong, Huiru; Montaner, Julio; Kerr, Thomas

    2015-01-01

    Background There is growing concern regarding rising rates of prescription drug-related deaths among the general North American population as well as increasing availability of illicitly obtained prescription opioids. Concurrently among people who inject drugs (IDU), illicit prescription opioid use has increased while non-fatal overdose remains a major source of morbidity. Objectives This study aimed to evaluate whether the use of POs was associated with non-fatal overdose among IDU in Vancouver, Canada. Methods Data was obtained from two open prospective cohorts of IDU between December 2005 and May 2013. We used generalized estimating equation (GEE) logistic regression to evaluate the association between prescription opioid use and non-fatal overdose, adjusting for various social, demographic, and behavioral factors. Results There were 1,614 IDU, including 541 (33.5%) women, who were recruited and included in this analysis. At baseline, 526 (32.6%) reported using POs and 118 (7.3%) reported experiencing an overdose in the previous six months. In a multivariable analysis, prescription opioid use remained independently associated with non-fatal overdose (adjusted odds ratio: 1.61, 95% confidence interval: 1.32–1.95), after adjusting for confounders. Conclusion We observed relatively high rates of prescription opioid use among IDU in this setting, and found an independent association between prescription opioid use and non-fatal overdose. Our data is likely representative of riskier substance use associated with those who use prescription opioids within our sample. Interventions to prevent and respond to overdoses should consider the higher risk profiles of IDU who use prescription opioids. PMID:25699628

  10. Fatal Child Maltreatment in England, 2005-2009

    ERIC Educational Resources Information Center

    Sidebotham, Peter; Bailey, Sue; Belderson, Pippa; Brandon, Marian

    2011-01-01

    Objective: This paper presents comprehensive and up-to-date data covering 4 years of Serious Case Reviews into fatal child maltreatment in England. Methods: Information on all notified cases of fatal maltreatment between April 2005 and March 2009 was examined to obtain case characteristics related to a systemic classification of 5 broad groups of…

  11. Fatality Analysis Reporting System, General Estimates System: 2001 Data Summary.

    ERIC Educational Resources Information Center

    2003

    The Fatality Analysis Reporting System (FARS), which became operational in 1975, contains data on a census of fatal traffic crashes within the 50 states, the District of Columbia, and Puerto Rico. The General Estimates System (GES), which began in 1988, provides data from a nationally representative probability sample selected from all…

  12. Child Abuse and Neglect Fatalities: Statistics and Interventions

    MedlinePlus

    ... interventions. Table of Contents Introduction How many children die each year from child abuse or neglect? What groups of children are most vulnerable? How do these deaths occur? Who are the perpetrators? How do communities respond to child fatalities? How can these fatalities be prevented? ...

  13. [Secondary prophylaxis of venous thromboembolism: analysis of 49 fatal cases].

    PubMed

    Wawrzyńska, L; Hajduk, B; Vertun-Baranowska, B; Kober, J; Filipecki, S

    1998-01-01

    The analysis of 49 fatal cases of venous thromboembolism--VTE (15% of total ambulatory patients number during long observation was performed. The advanced age of patients, multiple risk factors, underlying circulatory and respiratory tract diseases, malignancies, previous episodes of VTE especially with secondary pulmonary hypertension were the most important factors determining fatal prognoses in those patients.

  14. Has the great recession and its aftermath reduced traffic fatalities?

    PubMed

    Noland, Robert B; Zhou, Yuhan

    2017-01-01

    An analysis of state-level data from 1984 to 2014 provides evidence on the relationship between economic recessions and US traffic fatalities. While there are large reductions associated with decreases in household median income, other policy variables tend to have additional and in some cases, larger effects. An increase in the inequality of the income distribution, measured by the Gini index, has reduced traffic fatalities. Graduated licensing policies, cell phone laws, and motorcycle helmet requirements are all associated with reductions in fatalities. Other factors include a proxy for medical technology, and access to emergency medical services (based on the percent of vehicle miles traveled in rural areas); reductions in the latter accounted for a substantial reduction in fatalities and is likely another indicator of reduced economic activity. Changes in the road network, mainly increases in the percent of collector roads has increased fatalities. Population growth is associated with increased traffic fatalities and changes in age cohorts has a small negative effect. Overall, results suggest that there has been a beneficial impact on traffic fatalities from reduced economic activity, but various policies adopted by the states have also reduced traffic fatalities.

  15. Fatal carbon monoxide intoxication after acetylene gas welding of pipes.

    PubMed

    Antonsson, Ann-Beth; Christensson, Bengt; Berge, Johan; Sjögren, Bengt

    2013-06-01

    Acetylene gas welding of district heating pipes can result in exposure to high concentrations of carbon monoxide. A fatal case due to intoxication is described. Measurements of carbon monoxide revealed high levels when gas welding a pipe with closed ends. This fatality and these measurements highlight a new hazard, which must be promptly prevented.

  16. Influence of Appalachian Fatalism on Adolescent Identity Processes

    ERIC Educational Resources Information Center

    Phillips, Tommy M.

    2007-01-01

    The influences of the fatalism frequently associated with Appalachian culture on adolescent identity processes were explored. The sample consisted of 91 Appalachian adolescents and 87 non-Appalachian adolescents. Participants completed measures of fatalism (operationalized in terms of higher hopelessness and lower optimism/efficacy scores) and…

  17. Bordetella bronchiseptica and fatal pneumonia of dogs and cats

    Technology Transfer Automated Retrieval System (TEKTRAN)

    Bordetella bronchiseptica frequently causes nonfatal tracheobronchitis, but its role in fatal pneumonia is less well-studied. The objectives of this study were to identify the frequency of Bordetella bronchiseptica infection in fatal cases of bronchopneumonia in dogs and cats and to compare the diag...

  18. Headlamps for light based driver assistance

    NASA Astrophysics Data System (ADS)

    Götz, M.; Kleinkes, M.

    2008-04-01

    Driving at night is dangerous. Although only 25% of all driving tasks are performed at night, nearly half of all fatal accidents happen in this time. In order to increase safety when driving under poor visibility conditions, automotive front lighting systems have undergone a strong development in the last fifteen years. One important milestone was the introduction of Xenon headlamps in 1992, which provide more and brighter light for road illumination than ever before. Since then the paradigm of simply providing more light has changed toward providing optimised light distributions, which support the driver's perception. A first step in this direction was the introduction of dynamic bend lighting and cornering light in 2003. In 2006 the first full AFS headlamp (Adaptive Front Lighting System) allowed an optimised adoption of the light distribution to the driving situation. These systems use information provided by vehicle sensors and an intelligent algorithm to guide light towards those areas where needed. Nowadays, even more information about the vehicle's environment is available. Image processing systems, for example, allow to detect other traffic participants, their speed and their driving directions. In future headlamp systems these data will be used to constantly regulate the reach of the light distribution thus allowing a maximal reach without providing glare. Moreover, technologies that allow to constantly use a high-beam light distribution are under development. These systems will illuminate the whole traffic area only excluding other traffic participants. LED light sources will play a significant role in these scenarios, since they allow to precisely illuminate certain areas of the road, while neighbouring parts will be left in dark.

  19. Effect of Using Different Vehicle Weight Groups on the Estimated Relationship Between Mass Reduction and U.S. Societal Fatality Risk per Vehicle Miles of Travel

    SciTech Connect

    Wenzel, Tom P.

    2016-08-22

    This report recalculates the estimated relationship between vehicle mass and societal fatality risk, using alternative groupings by vehicle weight, to test whether the trend of decreasing fatality risk from mass reduction as case vehicle mass increases, holds over smaller increments of the range in case vehicle masses. The NHTSA baseline regression model estimates the relationship using for two weight groups for cars and light trucks; we re-estimated the mass reduction coefficients using four, six, and eight bins of vehicle mass. The estimated effect of mass reduction on societal fatality risk was not consistent over the range in vehicle masses in these weight bins. These results suggest that the relationship indicated by the NHTSA baseline model is a result of other, unmeasured attributes of the mix of vehicles in the lighter vs. heavier weight bins, and not necessarily the result of a correlation between mass reduction and societal fatality risk. An analysis of the average vehicle, driver, and crash characteristics across the various weight groupings did not reveal any strong trends that might explain the lack of a consistent trend of decreasing fatality risk from mass reduction in heavier vehicles.

  20. Case fatality of COPD exacerbations: a meta-analysis and statistical modelling approach.

    PubMed

    Hoogendoorn, M; Hoogenveen, R T; Rutten-van Mölken, M P; Vestbo, J; Feenstra, T L

    2011-03-01

    The aim of our study was to estimate the case fatality of a severe exacerbation from long-term survival data presented in the literature. A literature search identified studies reporting ≥1.5 yr survival after a severe chronic obstructive pulmonary disease (COPD) exacerbation resulting in hospitalisation. The survival curve of each study was divided into a critical and a stable period. Mortality during the stable period was then estimated by extrapolating the survival curve during the stable period back to the time of exacerbation onset. Case fatality was defined as the excess mortality that results from an exacerbation and was calculated as 1 minus the (backwardly) extrapolated survival during the stable period at the time of exacerbation onset. The 95% confidence intervals (CI) of the estimated case fatalities were obtained by bootstrapping. A random effect model was used to combine all estimates into a weighted average with 95% CI. The meta-analysis based on six studies that fulfilled the inclusion criteria resulted in a weighted average case-fatality rate of 15.6% (95% CI 10.9-20.3), ranging from 11.4% to 19.0% for the individual studies. A severe COPD exacerbation requiring hospitalisation not only results in higher mortality risks during hospitalisation, but also in the time-period after discharge and contributes substantially to total COPD mortality.

  1. Stress among package truck drivers.

    PubMed

    Orris, P; Hartman, D E; Strauss, P; Anderson, R J; Collins, J; Knopp, C; Xu, Y; Melius, J

    1997-02-01

    In 1992, a cross-sectional questionnaire study of package truck drivers in one company was conducted at four widely scattered sites throughout the US; 317 drivers participated, representing 82% of those eligible. The package truck drivers scored significantly above the US working population comparison norm on all summary and individual scales derived from the SCL 90-R, indicating a substantial increase in psychologic distress for this group. The Global Severity Index, the best single summary measure of psychological distress in the SCL 90-R, revealed a mean T score for the drivers of 64.20, 91st percentile of the normative population. The group perceived significantly more daily stressful events than the average working adult, and their sensitivity to these events was also increased. Role overload, a component of the Occupational Stress Inventory, was the most consistent factor associated with symptoms of psychological distress on multiple regression analysis. This study suggests that job stress is a psychological health hazard for these drivers.

  2. Raised speed limits, case fatality and road deaths: a six year follow‐up using ARIMA models

    PubMed Central

    Friedman, Lee S; Barach, Paul; Richter, Elihu D

    2007-01-01

    Background In November 1993, the Israeli government increased the speed limit for all vehicles from 90 to 100 km per hour on a total of 115 km of its three major interurban highways. Design/Setting We use ARIMA time series intervention models to evaluate the effect of the raise in speed limit on fatalities, serious injuries, and case‐fatality for years 1988–1999. Motor vehicle crash data came from the Central Bureau of Statistics of Israel. Results Between January 1988 and December 1999, a total of 6029 persons were killed and 45 616 were seriously injured on roads in Israel. For all roads combined, the time series ARIMA model indicated that there were 4.69 more deaths per month (p<0.001), or 347 more than expected in the post‐intervention period. Case‐fatality rate (CFR) on all roads combined rose significantly (p<0.001). Modified case‐fatality rate (CFRS) showed an increase of 2.5 deaths per 100 serious casualties (p<0.001). Conclusions The impact of raised speed limits was immediate and sustained. The largest increase in deaths occurred on interurban roads but a spillover effect was observed on urban roads as well. The increases in deaths and case‐fatality rates persisted six years after the speed limit change despite major countermeasures and increasing congestion throughout the period of follow‐up. PMID:17567969

  3. Glancing and Stopping Behavior of Motorcyclists and Car Drivers at Intersections.

    PubMed

    Muttart, Jeffrey W; Peck, Louis R; Guderian, Steve; Bartlett, Wade; Ton, Lisa P; Kauderer, Chris; Fisher, Donald L; Manning, Joseph E

    2011-01-01

    For the past decade, motorcycle fatalities have risen while other motor vehicle fatalities have declined. Many motorcycle fatalities occurred within intersections after a driver failed to see a motorcyclist. However, little is known about the behavior of motorcyclists when they negotiate an intersection. A study was undertaken to compare the behavior at intersections of an experienced group of motorcyclists when they were operating a motorcycle with their behavior when they were driving a car. Each participant navigated a course through low-volume, open roads. Participants wore eye-tracking equipment to record eye-glance information, and the motorcycle and car were instrumented with an onboard accelerometer and Global Positioning System apparatus. Results showed that participants were more likely to make last glances toward the direction of the most threatening traffic before they made a turn when they were driving a car than when they were riding a motorcycle. In addition, motorcyclists were less likely to come to a complete stop at a stop sign than car drivers. These results suggested that motorcyclists were exposing themselves to unnecessary risk. Specifically, motorcyclists frequently failed to make proper glances and practice optimal riding techniques. The behavior of the motorcyclists was compared with the current Motorcycle Safety Foundation curriculum. The results suggested that threat-response and delayed-apex techniques should be added to the training curriculum.

  4. Glancing and Stopping Behavior of Motorcyclists and Car Drivers at Intersections

    PubMed Central

    Muttart, Jeffrey W.; Peck, Louis R.; Guderian, Steve; Bartlett, Wade; Ton, Lisa P.; Kauderer, Chris; Fisher, Donald L.; Manning, Joseph E.

    2012-01-01

    For the past decade, motorcycle fatalities have risen while other motor vehicle fatalities have declined. Many motorcycle fatalities occurred within intersections after a driver failed to see a motorcyclist. However, little is known about the behavior of motorcyclists when they negotiate an intersection. A study was undertaken to compare the behavior at intersections of an experienced group of motorcyclists when they were operating a motorcycle with their behavior when they were driving a car. Each participant navigated a course through low-volume, open roads. Participants wore eye-tracking equipment to record eye-glance information, and the motorcycle and car were instrumented with an onboard accelerometer and Global Positioning System apparatus. Results showed that participants were more likely to make last glances toward the direction of the most threatening traffic before they made a turn when they were driving a car than when they were riding a motorcycle. In addition, motorcyclists were less likely to come to a complete stop at a stop sign than car drivers. These results suggested that motorcyclists were exposing themselves to unnecessary risk. Specifically, motorcyclists frequently failed to make proper glances and practice optimal riding techniques. The behavior of the motorcyclists was compared with the current Motorcycle Safety Foundation curriculum. The results suggested that threat-response and delayed-apex techniques should be added to the training curriculum. PMID:23112436

  5. American Academy of Pediatrics. Policy statement--child fatality review.

    PubMed

    2010-09-01

    Injury remains the leading cause of pediatric mortality and requires public health approaches to reduce preventable deaths. Child fatality review teams, first established to review suspicious child deaths involving abuse or neglect, have expanded toward a public health model of prevention of child fatality through systematic review of child deaths from birth through adolescence. Approximately half of all states report reviewing child deaths from all causes, and the process of fatality review has identified effective local and state prevention strategies for reducing child deaths. This expanded approach can be a powerful tool in understanding the epidemiology and preventability of child death locally, regionally, and nationally; improving accuracy of vital statistics data; and identifying public health and legislative strategies for reducing preventable child fatalities. The American Academy of Pediatrics supports the development of federal and state legislation to enhance the child fatality review process and recommends that pediatricians become involved in local and state child death reviews.

  6. Uber and Metropolitan Traffic Fatalities in the United States.

    PubMed

    Brazil, Noli; Kirk, David S

    2016-08-01

    Uber and similar rideshare services are rapidly dispersing in cities across the United States and beyond. Given the convenience and low cost, Uber has been characterized as a potential countermeasure for reducing the estimated 121 million episodes of drunk driving and the 10,000 resulting traffic fatalities that occur annually in the United States. We exploited differences in the timing of the deployment of Uber in US metropolitan counties from 2005 to 2014 to test the association between the availability of Uber's rideshare services and total, drunk driving-related, and weekend- and holiday-specific traffic fatalities in the 100 most populated metropolitan areas in the United States using negative binomial and Poisson regression models. We found that the deployment of Uber services in a given metropolitan county had no association with the number of subsequent traffic fatalities, whether measured in aggregate or specific to drunk-driving fatalities or fatalities during weekends and holidays.

  7. Toxic inhalation fatalities of US construction workers, 1990 to 1999.

    PubMed

    Dorevitch, Samuel; Forst, Linda; Conroy, Lorraine; Levy, Paul

    2002-07-01

    Construction workers account for a disproportionately large number of occupational fatalities. A small percentage of these deaths is attributable to poisoning. Risk factors for such deaths using national data have not been reported previously. Construction poisoning fatalities from 1990 to 1999 in the Occupational Safety and Health Administration Integrated Management and Information System data set were analyzed. Risk and risk factors were determined using Bureau of Labor Statistics and census data. Eighty-seven poisoning deaths of construction workers are characterized, all attributable to toxic inhalation. Cellular and simple asphyxiants accounted for the largest numbers of fatalities. The majority of these deaths occurred in confined spaces. Water, sewer, and utility line workers are at increased risk for poisoning fatality. Toxic inhalation fatalities in the construction industry are preventable. Extending the Occupational Safety and Health Administration's confined space standard could save lives, particularly among water, sewer, and utility line industry workers.

  8. Fragility and crash over-representation among older drivers in Western Australia.

    PubMed

    Meuleners, Lynn B; Harding, Anna; Lee, Andy H; Legge, Matthew

    2006-09-01

    This study assessed age-related and gender differences in the relative contribution of fragility and crash over-representation to serious injuries per crash-involved driver in Western Australia. Police-reported crashes for the period 1998-2003 were extracted from the Western Australian Road Injury Database. For each passenger vehicle driver age and gender group, serious injuries per crash-involved driver and driver involvements in crashes per 100 million vehicle-kilometre travelled (VKT) were calculated as the respective measure of fragility and crash over-representation. Results from the decomposition method of analysis showed that older drivers over the age of 70 sustained serious injury rates more than twice as high as those of the 30-59-year-old drivers. Fragility increased with age, contributing between 47% and 95% for drivers above 65 years, but crash over-representation was the dominant factor for male drivers above 80 years. In contrast, fragility contributed little to the excess injury risk of younger drivers under the age of 30. The importance of fragility as a contributing factor to the inflated serious injury risk per vehicle-kilometre travelled for older drivers suggested that road safety initiatives should be directed towards the protection of vehicle occupants as well as screening for their driving ability.

  9. Key drivers of airline loyalty.

    PubMed

    Dolnicar, Sara; Grabler, Klaus; Grün, Bettina; Kulnig, Anna

    2011-10-01

    This study investigates drivers of airline loyalty. It contributes to the body of knowledge in the area by investigating loyalty for a number of a priori market segments identified by airline management and by using a method which accounts for the multi-step nature of the airline choice process. The study is based on responses from 687 passengers. Results indicate that, at aggregate level, frequent flyer membership, price, the status of being a national carrier and the reputation of the airline as perceived by friends are the variables which best discriminate between travellers loyal to the airline and those who are not. Differences in drivers of airline loyalty for a number of segments were identified. For example, loyalty programs play a key role for business travellers whereas airline loyalty of leisure travellers is difficult to trace back to single factors. For none of the calculated models satisfaction emerged as a key driver of airline loyalty.

  10. The effect of facial makeup on the frequency of drivers stopping for hitchhikers.

    PubMed

    Guéguen, Nicolas; Lamy, Lubomir

    2013-08-01

    Judgments of photographs have shown that makeup enhances ratings of women's facial attractiveness. The present study assessed whether makeup affects the stopping behavior of drivers in response to a hitchhiker's signal. Four 20- to 22-year-old female confederates wore facial makeup, or not, while pretending to be hitchhiking. Frequency of stopping was compared in 1,600 male and female drivers. Facial makeup was associated with an increase in the number of male drivers who stopped to offer a ride. Makeup did not affect frequency of stopping by female drivers.

  11. Youthfulness, inexperience, and sleep loss: the problems young drivers face and those they pose for us

    PubMed Central

    Groeger, J A

    2006-01-01

    Young inexperienced drivers are more likely to be involved in road traffic crashes than drivers who are older and more experienced. This paper argues that neither age nor inexperience are, in and of themselves, sufficient explanations of the association between age, experience, and casualty rates. The aim here is to consider what it is about inexperienced young drivers in particular that may increase crash risk. Evidence is reviewed showing differential sleep loss among different teenage groups, which may relate to recently presented evidence that young teenagers are more crash involved than drivers in their early twenties. Potential acute and chronic effects of sleep loss among teenagers and young adults are described. PMID:16788107

  12. The Missouri child fatality study: underreporting of maltreatment fatalities among children younger than five years of age, 1983 through 1986.

    PubMed

    Ewigman, B; Kivlahan, C; Land, G

    1993-02-01

    Estimates of the incidence of child maltreatment fatalities vary widely; most experts believe they are underreported. To investigate the suspicion that fatal maltreatment was underreported in Missouri preschool children, a statewide, population-based study was conducted using nine data sources. The study cases included the 384 children younger than age 5 who died from 1983 through 1986 and whose death certificates were coded with an external cause (injury) or whose deaths were substantiated as abuse or neglect fatalities by the Missouri Division of Family Services. Each fatality was categorized as one of the following: definite maltreatment, probable maltreatment, possible maltreatment, non-maltreatment, or inadequate information. Of the 121 cases classified as definite maltreatment, only 47.9% had codes consistent with maltreatment on their death certificates. The Division of Family Services had substantiated 79.3% of definite maltreatment cases as abuse or neglect fatalities. The Federal Bureau of Investigation Uniform Crime Reports database reported only 38.8% of these cases as homicides. In 37.2% of the cases, there was at least one criminal conviction. Child maltreatment fatalities are drastically underreported as such in Missouri because of inadequate investigations, lack of information-sharing between investigators and agencies, and reporting systems that fail to capture the contribution of maltreatment as a cause of death. Missouri has created a statewide system of child fatality review panels and a child fatality surveillance system to address the problems documented in this study.

  13. The Influence of Motion Cues on Driver-Vehicle Performance in a Simulator

    NASA Technical Reports Server (NTRS)

    Repa, B. S.; Leucht, P. M.; Wierwille, W. W.

    1981-01-01

    Four different motion base configurations were studied on driving simulator. Differently responding vehicles were simulated on each motion configurations and the effects of the vehicle characteristics on driver vehicle system performance, driver control activity, and driver opinion ratings of vehicle performance during driving are compared for different motion configurations. Data show that: (1)) the effects of changes in vehicle characteristics on the different objective and subjective measures of driver vehicle performance are not disguised by the lack of physical motion; (2) fixed base simulator can be used to draw inferences despite the lack of motion; (3) the presence of motion tends to reduce path keeping errors and driver control activity; (4) roll and yaw motions are recommended because of their marked influence on driver vehicle performance (5) the importance of motion increases as the driving maneuvers become more extreme.

  14. Real-time identification method of driver model with steering manipulation

    NASA Astrophysics Data System (ADS)

    Tokutake, Hiroshi; Sugimoto, Youichi; Shirakata, Tetsuro

    2013-01-01

    This study proposes a method for real-time identification of a driver model. The proposed method requires only the yaw rate sensor, the steering angle sensor, and velocity sensors that are usually installed in the production car. The identification algorithm involves the division of the recorded data, prefiltering of the divided data, estimation of the driver's desired response, and identification. The prefilter extracts the driver's involuntary response that can be modelled in a simple form. The ideal car response that the driver attempts to track is estimated from the recorded data, and this response is provided to the identification algorithm of the feedback driver model for error tracking. These newly developed methods enable real-time identification under actual driving conditions. The driving simulator experiments and the actual driving tests were performed, and the proposed method was validated. The results show that the time history of the variation in the driver's characteristics can be realised in real time using the proposed method.

  15. Analysis of driver injury severity in single-vehicle crashes on rural and urban roadways.

    PubMed

    Wu, Qiong; Zhang, Guohui; Zhu, Xiaoyu; Liu, Xiaoyue Cathy; Tarefder, Rafiqul

    2016-09-01

    This study analyzes driver injury severities for single-vehicle crashes occurring in rural and urban areas using data collected in New Mexico from 2010 to 2011. Nested logit models and mixed logit models are developed in order to account for the correlation between severity categories (No injury, Possible injury, Visible injury, Incapacitating injury and fatality) and individual heterogeneity among drivers. Various factors, such as crash and environment characteristics, geometric features, and driver behavior are examined in this study. Nested logit model and mixed logit model reveal similar results in terms of identifying contributing factors for driver injury severities. In the analysis of urban crashes, only the nested logit model is presented since no random parameter is found in the mixed logit model. The results indicate that significant differences exist between factors contributing to driver injury severity in single-vehicle crashes in rural and urban areas. There are 5 variables found only significant in the rural model and six significant variables identified only in the urban crash model. These findings can help transportation agencies develop effective policies or appropriate strategies to reduce injury severity resulting from single-vehicle crashes.

  16. Death takes a ride. Alcohol-associated single vehicle fatalities revisited.

    PubMed

    Hyland, M J; Lowenfels, A B; Falvo, C E; Chen, E

    1990-07-01

    Records from the Medical Examiner's Office of Westchester County (1980 population = 866,599) were studied for trends in blood alcohol levels in drivers who died after single vehicle accidents. Findings for all motorists (N = 102) who died in the earliest available eight-year period, 1952-1959, were compared with findings for all motorists (N = 183) who died from 1980 to 1987. The mean age of subjects in the two periods did not differ (37.3 yr +/- 15.4 SD versus 35.4 yr +/- 16.8 SD), and mean blood alcohol levels were nearly identical (0.14% +/- 0.12 SD) versus 0.13% +/- 0.12 SD). Based on the increase in vehicular miles travelled during the two periods, there may have been a 20-25% reduction in alcohol-associated mortality over a 30-year period. Following legislation raising the minimum drinking age to 21, no fatally injured drivers 20 years of age or under have had blood alcohol levels greater than or equal to 0.10%.

  17. UWB dual burst transmit driver

    SciTech Connect

    Dallum, Gregory E; Pratt, Garth C; Haugen, Peter C; Zumstein, James M; Vigars, Mark L; Romero, Carlos E

    2012-04-17

    A dual burst transmitter for ultra-wideband (UWB) communication systems generates a pair of precisely spaced RF bursts from a single trigger event. An input trigger pulse produces two oscillator trigger pulses, an initial pulse and a delayed pulse, in a dual trigger generator. The two oscillator trigger pulses drive a gated RF burst (power output) oscillator. A bias driver circuit gates the RF output oscillator on and off and sets the RF burst packet width. The bias driver also level shifts the drive signal to the level that is required for the RF output device.

  18. Evaluation of the elderly driver.

    PubMed

    Craig, Kevin W; Zweig, Steven C

    2007-01-01

    Driving is a daily activity for people across the country. Most Americans, including the elderly, consider it a right. Driving, however, is dangerous and can become more challenging as people age. While evaluating the elderly driver is not a simple task, it is a responsibility that must be shared by Missouri physicians. This paper describes the epidemiology of this problem, common mistakes made by elderly drivers, risk factors that can cause unsafe driving, and strategies physicians can use to evaluate their elderly patients' ability to drive.

  19. Event-Based Modeling of Driver Yielding Behavior to Pedestrians at Two-Lane Roundabout Approaches

    PubMed Central

    Salamati, Katayoun; Schroeder, Bastian J.; Geruschat, Duane R.; Rouphail, Nagui M.

    2013-01-01

    Unlike other types of controlled intersections, drivers do not always comply with the “yield to pedestrian” sign at the roundabouts. This paper aims to identify the contributing factors affecting the likelihood of driver yielding to pedestrians at two-lane roundabouts. It further models the likelihood of driver yielding based on these factors using logistic regression. The models have been applied to 1150 controlled pedestrian crossings at entry and exit legs of two-lane approaches of six roundabouts across the country. The logistic regression models developed support prior research that the likelihood of driver yielding at the entry leg of roundabouts is higher than at the exit. Drivers tend to yield to pedestrians carrying a white cane more often than to sighted pedestrians. Drivers traveling in the far lane, relative to pedestrian location, have a lower probability of yielding to a pedestrian. As the speed increases the probability of driver yielding decreases. At the exit leg of the roundabout, drivers turning right from the adjacent lane have a lower propensity of yielding than drivers coming from other directions. The findings of this paper further suggest that although there has been much debate on pedestrian right-of-way laws and distinction between pedestrian waiting positions (in the street versus at the curb), this factor does not have a significant impact on driver yielding rate. The logistic regression models also quantify the effect of each of these factors on propensity of driver yielding. The models include variables which are specific to each study location and explain the impact size of each study location on probability of yielding. The models generated in this research will be useful to transportation professionals and researchers interested in understanding the factors that impact driver yielding at modern roundabouts. The results of the research can be used to isolate factors that may increase yielding (such as lower roundabout approach

  20. Event-Based Modeling of Driver Yielding Behavior to Pedestrians at Two-Lane Roundabout Approaches.

    PubMed

    Salamati, Katayoun; Schroeder, Bastian J; Geruschat, Duane R; Rouphail, Nagui M

    2014-01-01

    Unlike other types of controlled intersections, drivers do not always comply with the "yield to pedestrian" sign at the roundabouts. This paper aims to identify the contributing factors affecting the likelihood of driver yielding to pedestrians at two-lane roundabouts. It further models the likelihood of driver yielding based on these factors using logistic regression. The models have been applied to 1150 controlled pedestrian crossings at entry and exit legs of two-lane approaches of six roundabouts across the country. The logistic regression models developed support prior research that the likelihood of driver yielding at the entry leg of roundabouts is higher than at the exit. Drivers tend to yield to pedestrians carrying a white cane more often than to sighted pedestrians. Drivers traveling in the far lane, relative to pedestrian location, have a lower probability of yielding to a pedestrian. As the speed increases the probability of driver yielding decreases. At the exit leg of the roundabout, drivers turning right from the adjacent lane have a lower propensity of yielding than drivers coming from other directions. The findings of this paper further suggest that although there has been much debate on pedestrian right-of-way laws and distinction between pedestrian waiting positions (in the street versus at the curb), this factor does not have a significant impact on driver yielding rate. The logistic regression models also quantify the effect of each of these factors on propensity of driver yielding. The models include variables which are specific to each study location and explain the impact size of each study location on probability of yielding. The models generated in this research will be useful to transportation professionals and researchers interested in understanding the factors that impact driver yielding at modern roundabouts. The results of the research can be used to isolate factors that may increase yielding (such as lower roundabout approach speeds

  1. Work-related fatal motor vehicle traffic crashes: Matching of 2010 data from the Census of Fatal Occupational Injuries and the Fatality Analysis Reporting System.

    PubMed

    Byler, Christen; Kesy, Laura; Richardson, Scott; Pratt, Stephanie G; Rodríguez-Acosta, Rosa L

    2016-07-01

    Motor vehicle traffic crashes (MVTCs) remain the leading cause of work-related fatal injuries in the United States, with crashes on public roadways accounting for 25% of all work-related deaths in 2012. In the United States, the Bureau of Labor Statistics (BLS) Census of Fatal Occupational Injuries (CFOI) provides accurate counts of fatal work injuries based on confirmation of work relationship from multiple sources, while the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) provides detailed data on fatal MVTCs based on police reports. Characterization of fatal work-related MVTCs is currently limited by data sources that lack either data on potential risk factors (CFOI) or work-relatedness confirmation and employment characteristics (FARS). BLS and the National Institute for Occupational Safety and Health (NIOSH) collaborated to analyze a merged data file created by BLS using CFOI and FARS data. A matching algorithm was created to link 2010 data from CFOI and FARS using date of incident and other case characteristics, allowing for flexibility in variables to address coding discrepancies. Using the matching algorithm, 953 of the 1044 CFOI "Highway" cases (91%) for 2010 were successfully linked to FARS. Further analysis revealed systematic differences between cases identified as work-related by both systems and by CFOI alone. Among cases identified as work-related by CFOI alone, the fatally-injured worker was considerably more likely to have been employed outside the transportation and warehousing industry or transportation-related occupations, and to have been the occupant of a vehicle other than a heavy truck. This study is the first step of a collaboration between BLS, NHTSA, and NIOSH to improve the completeness and quality of data on fatal work-related MVTCs. It has demonstrated the feasibility and value of matching data on fatal work-related traffic crashes from CFOI and FARS. The results will lead to

  2. A Fatal Outcome of Rhino-orbito-cerebral Mucormycosis Following Tooth Extraction: A Case Report

    PubMed Central

    Motaleb, Hesham Y Abdel; Mohamed, Mostafa S; Mobarak, Fahmy A

    2015-01-01

    Rhino-orbito-cerebral mucormycosis is an uncommon aggressive life-threatening opportunistic fungal infection that affects mainly the immunocompromised population with mortality rate up to 50%. Due to its aggressive nature, early detection and prompt management are of great importance for a good prognosis. Our report describes a fatal outcome of a case of rhino-orbito-cerebral mucormycosis following tooth extraction in an uncontrolled non-insulin-dependent diabetes mellitus patient after 14 days of admission. PMID:26225109

  3. A Fatal Outcome of Rhino-orbito-cerebral Mucormycosis Following Tooth Extraction: A Case Report.

    PubMed

    Motaleb, Hesham Y Abdel; Mohamed, Mostafa S; Mobarak, Fahmy A

    2015-01-01

    Rhino-orbito-cerebral mucormycosis is an uncommon aggressive life-threatening opportunistic fungal infection that affects mainly the immunocompromised population with mortality rate up to 50%. Due to its aggressive nature, early detection and prompt management are of great importance for a good prognosis. Our report describes a fatal outcome of a case of rhino-orbito-cerebral mucormycosis following tooth extraction in an uncontrolled non-insulin-dependent diabetes mellitus patient after 14 days of admission.

  4. Epidemiology of fatal and hospitalised injuries among youth in Fiji (TRIP 15)

    PubMed Central

    Peiris‐John, Roshini; Wainiqolo, Iris; Kafoa, Berlin; Laginikoro, Paul; McCaig, Eddie; Ameratunga, Shanthi

    2016-01-01

    Aim To determine the burden and characteristics of fatal and hospitalised injuries among youth in Fiji. Methods We conducted a cross‐sectional analysis of the Fiji Injury Surveillance in Hospitals database – a prospective population‐based trauma registry – to examine the incidence and epidemiological characteristics associated with injury‐related deaths and hospital admissions among youth aged 15–24 years. The study base was Viti Levu, Fiji, during the 12‐month period concluding on 30 September 2006. Results One in four injuries in the Fiji Injury Surveillance in Hospitals database occurred among youth (n = 515, incidence rate 400/100 000). Injury rates were higher among men, those aged 20–24 years compared with 15‐ to 19‐year‐olds, and indigenous Fijians (iTaukei) compared with Indians. The leading causes among indigenous Fijians were being hit by a person/object (men) and falls (women), whereas for Indians, it was road traffic injuries (men) and intentional poisoning (women). Most injuries occurred at home (39%) or on the road (22%). Of the 63 fatal events, 57% were intentional injuries, and most deaths (73%) occurred prior to hospitalisation. Homicide rates were four times higher among indigenous Fijians than Indians, whereas suicide rates were five times higher among Indians compared with indigenous Fijians. Conclusions Important ethnic‐specific differences in the epidemiology of fatal and serious non‐fatal injuries are apparent among youth in Fiji. Efforts to prevent the avoidable burden of injury among Fiji youth thus requires inter‐sectoral cooperation that takes account of important sociocultural, environmental and health system factors such as unmet mental healthcare needs and effective pre‐hospital trauma services. PMID:27565748

  5. Epidemiology of Road Traffic Incidents in Peru 1973–2008: Incidence, Mortality, and Fatality

    PubMed Central

    Miranda, J. Jaime; López-Rivera, Luis A.; Quistberg, D. Alex; Rosales-Mayor, Edmundo; Gianella, Camila; Paca-Palao, Ada; Luna, Diego; Huicho, Luis; Paca, Ada; Luis, López; Luna, Diego; Rosales, Edmundo; Best, Pablo; Best, Pablo; Egúsquiza, Miriam; Gianella, Camila; Lema, Claudia; Ludeña, Esperanza; Miranda, J. Jaime; Huicho, Luis

    2014-01-01

    Background The epidemiological profile and trends of road traffic injuries (RTIs) in Peru have not been well-defined, though this is a necessary step to address this significant public health problem in Peru. The objective of this study was to determine trends of incidence, mortality, and fatality of RTIs in Peru during 1973–2008, as well as their relationship to population trends such as economic growth. Methods and Findings Secondary aggregated databases were used to estimate incidence, mortality and fatality rate ratios (IRRs) of RTIs. These estimates were standardized to age groups and sex of the 2008 Peruvian population. Negative binomial regression and cubic spline curves were used for multivariable analysis. During the 35-year period there were 952,668 road traffic victims, injured or killed. The adjusted yearly incidence of RTIs increased by 3.59 (95% CI 2.43–5.31) on average. We did not observe any significant trends in the yearly mortality rate. The total adjusted yearly fatality rate decreased by 0.26 (95% CI 0.15–0.43), while among adults the fatality rate increased by 1.25 (95% CI 1.09–1.43). Models fitted with splines suggest that the incidence follows a bimodal curve and closely followed trends in the gross domestic product (GDP) per capita Conclusions The significant increasing incidence of RTIs in Peru affirms their growing threat to public health. A substantial improvement of information systems for RTIs is needed to create a more accurate epidemiologic profile of RTIs in Peru. This approach can be of use in other similar low and middle-income settings to inform about the local challenges posed by RTIs. PMID:24927195

  6. [Fatal methadone poisoning of a child].

    PubMed

    Klupp, N; Risser, D; Stichenwirth, M; Hönigschnabl, S; Stimpfl, T; Bauer, G

    2000-04-21

    The substance methadone is used for substitution therapy since the 1960s in the U.S. Mainly because of the endemic spread of HIV-1 infections among intravenous drug abusers methadone was made legally available through medical prescription in Austria in 1987. Legal authorities today also allow the patient to take home the necessary daily consumption for weekends or public holidays. The drug is distributed as a watery solution in tiny bottles, which are fitted with an ordinary screw cap. This kind of distribution may, however, have fatal consequences. This is demonstrated in the following case of accidental poisoning of an infant: A two-year-old girl whose parents were both participating in the substitution scheme was found dead in her bed in Vienna in 1997. Forensic autopsy revealed a methadone concentration in the liver tissue of 640 ng/g. The criminal investigation determined that the girl had opened a bottle of methadone solution and subsequently had taken the drug. Considering the circumstances of this accident, from the medical point of view safety devices for the screw caps of the methadone bottles should be required by law, in order to avoid future accidental poisoning.

  7. Fatal poisoning by alcohol and heroin.

    PubMed

    Sutlović, Davorka; Definis-Gojanović, Marija

    2007-09-01

    Drug abuse with alcohol consumption have been on the rise in Split-Dalmatian County for a while now. This article reports two separate cases with three deaths due to fatal combinations of heroin and alcohol. The first case of poisoning is related to a young couple, a 30-year-old man and a 28-year-old woman, who were found dead in a car, surrounded by cans of a variety alcoholic drinks. Two needles were found beside the bodies as well. The victims were registered drug abusers who had been in withdrawal programs. The second case was a 29-year-old man who was found dead in a house. Three fresh injection marks were visible on his right arm, and two needles were near his body. He was not known as a drug addict, but he had tried to commit suicide recently. Carboxyhaemoglobin was found in blood samples of both victims from the first case. The concentration was 25% and that could contribute to their death. In both described cases blood alcohol concentration was higher then 1.60 g kg(-1). Toxicology tests were positive for heroin, meconin, acetaminophen, 6-acetylmorphine, codeine, noscapine and papaverine. Ethanol, being a respiratory depressant, combined with morphine drastically increases the risk of rapid death due to respiration failure.

  8. Identifying contributing factors to fatal and serious injury motorcycle collisions involving children in Malaysia

    PubMed Central

    Oxley, Jennifer; Ravi, Mano Deepa; Yuen, Jeremy; Hoareau, Effie; Hashim, Hizal Hanis

    2013-01-01

    In Malaysia, motorcycle crashes constitute approximately 60 percent of all road trauma, and a substantial proportion involve children 16 years and younger. There are, however, many gaps in our knowledge on contributing factors to crashes and injury patterns amongst children killed and seriously injured in motorcycle crashes. The aim of this study was to examine fatal and serious injury motorcycle-related collisions to identify contributing factors and injury patterns amongst child motorcyclists. All identified motorcyclist fatal crashes between 2007 and 2011 (inclusive) were extracted from the national Police-reported crash database (M-ROADS) and a range of variables were selected for examination. A total of 17,677 crashes were extracted where a rider or pillion was killed and of these crashes 2,038 involved children, equating to 12 percent. Examination of crashes involving children revealed that some crashes involved more than two children on the motorcycle, therefore, overall children constituted 9.5% of fatal and 18.4% of serious injury collisions. A high proportion of child fatal or serious injury collisions involved the child as the rider (62%), and this was most common for children aged between 10 and 16 years. The majority of collisions occurred on rural roads, in speed limit zones of 50–70km/h, and approximately one-third occurred at an intersection. Collisions involving another motorcycle or a passenger vehicle contributed to 41% and 53% of the total fatalities and severe injuries, respectively. A high proportion (43.9%) of the children (25.5% riders and 18.8% pillion) sustained head injuries with 37.7% being in the 10–16 age group. Furthermore, 52.4% of the children sustaining head injuries did not wear a helmet. The implications of these findings for countermeasures within a Safe System framework, particularly interventions aimed at reducing the rate of unlicensed riding and helmet wearing, and infrastructure countermeasures are discussed. PMID

  9. Identifying contributing factors to fatal and serious injury motorcycle collisions involving children in Malaysia.

    PubMed

    Oxley, Jennifer; Ravi, Mano Deepa; Yuen, Jeremy; Hoareau, Effie; Hashim, Hizal Hanis

    2013-01-01

    In Malaysia, motorcycle crashes constitute approximately 60 percent of all road trauma, and a substantial proportion involve children 16 years and younger. There are, however, many gaps in our knowledge on contributing factors to crashes and injury patterns amongst children killed and seriously injured in motorcycle crashes. The aim of this study was to examine fatal and serious injury motorcycle-related collisions to identify contributing factors and injury patterns amongst child motorcyclists. All identified motorcyclist fatal crashes between 2007 and 2011 (inclusive) were extracted from the national Police-reported crash database (M-ROADS) and a range of variables were selected for examination. A total of 17,677 crashes were extracted where a rider or pillion was killed and of these crashes 2,038 involved children, equating to 12 percent. Examination of crashes involving children revealed that some crashes involved more than two children on the motorcycle, therefore, overall children constituted 9.5% of fatal and 18.4% of serious injury collisions. A high proportion of child fatal or serious injury collisions involved the child as the rider (62%), and this was most common for children aged between 10 and 16 years. The majority of collisions occurred on rural roads, in speed limit zones of 50-70km/h, and approximately one-third occurred at an intersection. Collisions involving another motorcycle or a passenger vehicle contributed to 41% and 53% of the total fatalities and severe injuries, respectively. A high proportion (43.9%) of the children (25.5% riders and 18.8% pillion) sustained head injuries with 37.7% being in the 10-16 age group. Furthermore, 52.4% of the children sustaining head injuries did not wear a helmet. The implications of these findings for countermeasures within a Safe System framework, particularly interventions aimed at reducing the rate of unlicensed riding and helmet wearing, and infrastructure countermeasures are discussed.

  10. Professional drivers: protection needed for a high-risk occupation.

    PubMed Central

    Baker, S P; Wong, J; Baron, R D

    1976-01-01

    "On the job" motor vehicle deaths number more than 4,000 annually in the U.S. and comprise nearly one-third of all work-related deaths. Yet the Department of Labor has set no standards relating to on-the-road safety of the millions of workers whose jobs entail large amounts of driving, and Department of Transportation standards affecting occupational safety cover only drivers in interstate commerce. Drivers of some commercial vehicles, such as heavy trucks, are at special risk of injury because trucks have usually been exempted for many years from federal motor vehicle safety standards--such as standards for brakes and seatbelts--designed to prevent crashes or protect occupants in crashes. Observations based on a series of 150 fatal crashes involving tractor trailers illustrate the need for better protection of this large population of high-risk workers. Clarification of responsibility within the various federal agencies and application of available knowledge and technology are essential. PMID:937611

  11. The antilock braking system anomaly: a drinking driver problem?

    PubMed

    Harless, David W; Hoffer, George E

    2002-05-01

    Antilock braking systems (ABS) have held promise for reducing the incidence of accidents because they reduce stopping times on slippery surfaces and allow drivers to maintain steering control during emergency braking. Farmer et al. (Accident Anal. Prevent. 29 (1997) 745) provide evidence that antilock brakes are beneficial to nonoccupants: a set of 1992 model General Motors vehicles equipped with antilock brakes were involved in significantly fewer fatal crashes in which occupants of other vehicles, pedestrians, or bicyclists were killed. But, perversely, the risk of death for occupants of vehicles equipped with antilock brakes increased significantly after adoption. Farmer (Accident Anal. Prevent. 33 (2001) 361) updates the analysis for 1996- 1998 and finds a significant attenuation in the ABS anomaly. Researchers have put forward two hypotheses to explain this antilock brake anomaly: risk compensation and improper operation of antilock brake-equipped vehicles. We provide strong evidence for the improper operation hypothesis by showing that the antilock brake anomaly is confined largely to drinking drivers. Further, we show that the attenuation phenomenon occurs consistently after the first three to four years of vehicle service.

  12. Teaching French via Driver Education.

    ERIC Educational Resources Information Center

    Berwald, Jean-Pierre

    1980-01-01

    Driver instruction through the medium of a foreign language is useful in teaching vocabulary, grammar, and culture. The maps, driving manuals, and cars stimulate discussion and communication. Course techniques can include Asher's concept of Total Physical Response wherein students act in response to commands in the foreign language. (PMJ)

  13. Fuel-Cell Drivers Wanted

    ERIC Educational Resources Information Center

    Clark, Todd; Jones, Rick

    2004-01-01

    While the political climate seems favorable for the development of fuel-cell vehicles for personal transportation, the market's demand may not be so favorable. Nonetheless, middle level students will be the next generation of drivers and voters, and they need to be able to make informed decisions regarding the nation's energy and transportation…

  14. Driver Education and Driving Simulators.

    ERIC Educational Resources Information Center

    Fox, James H.

    This study was concerned with--(1) the conditions of transfer of training, (2) armed forces research on the use of synthetic training devices in the learning of complex skills, (3) armed forces research on the use of training devices in learning judgmental skills, and (4) training devices used in driver education. A section with a summary,…

  15. Eight cases of fatal and non-fatal poisoning with Taxus baccata.

    PubMed

    Grobosch, Thomas; Schwarze, Bernd; Felgenhauer, Norbert; Riesselmann, Benno; Roscher, Sonja; Binscheck, Torsten

    2013-04-10

    This paper describes two fatalities, three non-fatal intentional and three accidental oral ingestions of yew (Taxus baccata) leaves. In all cases the post-mortem external examinations showed no signs of violence. Internal examinations revealed small green, needle-like particles on the tongue, in the esophagus and in the stomach. Yew leaves were also identified in the stomach contents, whereas Taxus leaves were cut into small pieces and then ingested in one case. The analytical method used was based on a liquid-liquid-extraction under alkaline conditions followed by LC-MS/MS analysis (QTRAP 5500). Chromatographic separation was achieved by HPLC on a Kinetex C18 2.6u (100×3) mm. The analytical method allows the simultaneous identification and quantification of the commercially available yew alkaloids taxoids (m/z): paclitaxel (854.2→105.0/286.1), 10-deacetyltaxol (10-DAT: 812.2→105.0/286.1), baccatin III (BAC III: 604.0→105.0/327.0), 10-deacetylbaccatin III (10-DAB III: 562.1→105.0/327.0), cephalomannine [taxol B] (562.1→105.0/327.0) and of 3,5-dimethoxyphenol (3,5-DMP: 155.0→111.9/122.9) also encompassing the qualitative analysis of the alkaloidal diterpenoids (Q1→194.0/107.0); reference mass spectra obtained from a yew leaves extract: monoacetyltaxine (MAT: 568.4), taxine B (584.2), monohydroxydiacetyltaxine (MHDAT: 626.4), triacetyltaxine (TAT: 652.4), monohydroxytriacetyltaxine (MHTAT: 668.4). In both fatalities, paclitaxel, 10-DAT and cephalomannine were not identified in urine, cardiac and femoral blood but all taxoids and 3,5-DMP were present in stomach content and excreted into the bile. In urine, highest 3,5-DMP concentration was 7500 μg/L and 23,000 μg/L after enzymatic hydrolysis, respectively. In intentional and accidental poisonings, when electrocardiogram (ECG) examinations revealed ventricular tachycardia and/or prolonged QRS intervals, taxines were identified in plasma/serum, even after the ingestion of a few number of yew leaves

  16. Longer term effects of New York State's law on drivers' handheld cell phone use

    PubMed Central

    McCartt, A; Geary, L

    2004-01-01

    Objective: To determine whether substantial short term declines in drivers' use of handheld cell phones, after a state ban, were sustained one year later. Design: Drivers' daytime handheld cell phone use was observed in four New York communities and two Connecticut communities. Observations were conducted one month before the ban, shortly after, and 16 months after. Driver gender, estimated age, and vehicle type were recorded for phone users and a sample of motorists. Intervention: Effective 1 November 2001, New York became the only state in the United States to ban drivers' handheld cell phone use. Connecticut is an adjacent state without such a law. Sample: 50 033 drivers in New York, 28 307 drivers in Connecticut. Outcome measures: Drivers' handheld cell phone use rates in New York and Connecticut and rates by driver characteristics. Results: Overall use rates in Connecticut did not change. Overall use in New York declined from 2.3% pre-law to 1.1% shortly after (p<0.05). One year later, use was 2.1%, higher than immediately post-law (p<0.05) and not significantly different from pre-law. Initial declines in use followed by longer term increases were observed for males and females, drivers younger than 60, and car and van drivers; use patterns varied among the four communities. Publicity declined after the law's implementation. No targeted enforcement efforts were evident. Cell phone citations issued during the first 15 months represented 2% of all traffic citations. Conclusions: Vigorous enforcement campaigns accompanied by publicity appear necessary to achieve longer term compliance with bans on drivers' cell phone use. PMID:14760020

  17. 49 CFR 380.507 - Driver responsibilities.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... Transportation Other Regulations Relating to Transportation (Continued) FEDERAL MOTOR CARRIER SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION FEDERAL MOTOR CARRIER SAFETY REGULATIONS SPECIAL TRAINING REQUIREMENTS Entry-Level Driver Training Requirements § 380.507 Driver responsibilities. Each...

  18. Spatial evolution of tumors with successive driver mutations

    NASA Astrophysics Data System (ADS)

    Antal, Tibor; Krapivsky, P. L.; Nowak, M. A.

    2015-08-01

    We study the influence of driver mutations on the spatial evolutionary dynamics of solid tumors. We start with a cancer clone that expands uniformly in three dimensions giving rise to a spherical shape. We assume that cell division occurs on the surface of the growing tumor. Each cell division has a chance to give rise to a mutation that activates an additional driver gene. The resulting clone has an enhanced growth rate, which generates a local ensemble of faster growing cells, thereby distorting the spherical shape of the tumor. We derive formulas for the abundance and diversity of additional driver mutations as function of time. Our model is semi-deterministic: the spatial growth of cancer clones is deterministic, while mutants arise stochastically.

  19. Capacitively Coupled CMOS VCSEL Driver Circuits for Optical Communication

    NASA Astrophysics Data System (ADS)

    Kozlov, Victor

    This thesis presents the analysis, design and implementation of a common-cathode capacitively-coupled VCSEL driver in 65nm CMOS intended for short-reach optical interconnects. The driver consists of an AC-coupled high-frequency path and a low-frequency path that provides DC signal components. By increasing the low-frequency path bandwidth by 10 times compared to previous AC-coupled drivers allowed the on-chip coupling capacitor to be reduced to 2.1pF, occupying 3 times less area than prior art. The driver introduces capacitively-coupled two-tap emphasis to equalize the VCSEL's optical response. The VCSEL was modulated with an OMA of up to 5.1dBm and an ER of 9dB, measuring an RMS jitter of 5ps at a data rate of 15Gb/s, which represents the highest OMA and ER achieved in high-speed anode-driving LDDs. The driver could be programmed for a low-power mode, outputting 2.3dBm OMA at power consumption of only 30mW, corresponding to an energy efficiency of 2pJ/bit.

  20. Driver perceptions of the safety implications of quiet electric vehicles.

    PubMed

    Cocron, Peter; Krems, Josef F

    2013-09-01

    Previous research on the safety implications of quiet electric vehicles (EVs) has mostly focused on pedestrians' acoustic perception of EVs, and suggests that EVs are more difficult for pedestrians to hear and, therefore, compromise traffic safety. The two German field studies presented here examine the experiences of 70 drivers with low noise emissions of EVs and the drivers' long-term evaluation of the issue. Participants were surveyed via interviews and questionnaires before driving an EV for the first time, after 3 months of driving, and in the first study, again after 6 months. Based on participants' reports, a catalogue of safety-relevant incidents was composed in Study 1. The catalogue revealed that low noise-related critical incidents only rarely occur, and mostly take place in low-speed environments. The degree of hazard related to these incidents was rated as low to medium. In Study 1, driver concern for vulnerable road users as a result of low noise diminished with increasing driving experience, while perceived comfort due to this feature increased. These results were replicated in Study 2. In the second study, it was additionally examined, if drivers adjust their perceived risk of harming other road users over time. Results show that the affective assessment of risk also decreased with increased driving experience. Based on individual experience, drivers adjust their evaluation of noise-related hazards, suggesting that dangers associated with low noise emissions might be less significant than previously expected.