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PubMed1996

Trends in motor vehicle traffic fatalities among Hispanics, non-Hispanic whites and American Indians in New Mexico, 1958-1990.

OBJECTIVE: New Mexico has had the highest motor vehicle fatality rate in the nation for many years. Our objective was to examine ethnic differences and trends in motor vehicle fatality rates. DESIGN: Using death certificate data from the New Mexico Bureau of Vital Records and Health Statistics, we compiled age-adjusted motor vehicle-related mortality rates from 1958-1990 among the three major ethnic groups in New Mexico--Hispanics, white non-Hispanics and American Indians. RESULTS: Over the 33-year study period, American Indians of both sexes had two to three times higher mortality rates than white non-Hispanics. Hispanic males also had higher motor vehicle death rates than white non-Hispanic males. During the 1970s fatality rates peaked, with age-adjusted death rates of 233/100,000 for American Indian males, 74.7 for Hispanic males and 49.3 for white non-Hispanics for the period 1973-1977. Evaluation of successive 5-year birth cohorts showed highest mortality rates for ages 15-29 years for each ethnic group and both sexes, and a dramatic decline in most ethnic, sex and age-specific rates during the last eight years of the study period. CONCLUSION: Although the recent trends indicate favorable changes in motor vehicle fatality rates, our data highlight the need for ethnic and age-specific interventions to further reduce rates of motor vehicle-related mortality in this state.

Accidents, Traffic↗
PubMed2006

Motor vehicle fatalities among Gulf War era veterans: characteristics, mechanisms, and circumstances.

OBJECTIVES: Our objective was to describe fatal motor vehicle crashes (MVC) among veterans of the 1991 Gulf War era and to compare the distribution of crash and individual characteristics between those deployed to the Gulf War (GWV) and those not deployed (NDV). METHODS: We compared individual characteristics, crash mechanisms, and crash circumstances between 765 GWV and 553 NDV who died from MVC within the first five years of the war, between May 1991 and December 1995. RESULTS: Overall, GWV and NDV who died from a MVC were more likely to be enlisted males (97%), 21-30 years old (72%), have a high school education or less (91%), drive a passenger car (52%), and not use restraints (60%). The overall annual rate of motor vehicle fatalities for GWV (23.6 per 100,000; 95% confidence interval: 21.9-25.3) was significantly greater than the rate for NDV (15.9, 95% CI: 14.6-17.3). GWV with the highest motor vehicle fatality rates include males (24.8, 95% CI: 23.0-26.6), 17-20 year olds (105.0, 95% CI: 78.2-138.1), and those not married (27.3, 95% CI: 25.1-30.1). Adjusting for differences in age distribution across GWV and NDV did not account for the difference in rates. Characteristics of MVC fatalities that were over-represented among GWV include serving as regular active duty (p = 0.001), having a high school education or less (p = 0.01), being involved in a single-vehicle crash (p = 0.008), and dying within the first hour following the crash (p = 0.004). Also, we identified a greater proportion of alcohol-related crashes among GWV during the late night and early morning hours. CONCLUSIONS: The highest rates of motor vehicle fatality among young, single males in the military mirror the experience of the general population. Further research is necessary to determine modifiable risk factors that can be targeted for specific interventions and whether the elevated late night alcohol-related crash rate among GWV is an effect of deployment or an inherent population bias among those selected for operational deployments.

Accidents, Traffic↗
PubMed2003

Traffic-law enforcement and risk of death from motor-vehicle crashes: case-crossover study.

BACKGROUND: Driving offences and traffic deaths are common in countries with high rates of motor-vehicle use. We tested whether traffic convictions, because of their direct effect on the recipient, might be associated with a reduced risk of fatal motor-vehicle crashes. METHODS: We identified licensed drivers in Ontario, Canada, who had been involved in fatal crashes in the past 11 years. We used the case-crossover design to analyse the protective effect of recent convictions on individual drivers. FINDINGS: 8975 licensed drivers had fatal crashes during the study period. 21501 driving convictions were recorded for all drivers from the date of obtaining a full licence to the date of fatal crash, equivalent to about one conviction per driver every 5 years. The risk of a fatal crash in the month after a conviction was about 35% lower than in a comparable month with no conviction for the same driver (95% CI 20-45, p=0.0002). The benefit lessened substantially by 2 months and was not significant by 3-4 months. The benefit was not altered by age, previous convictions, and other personal characteristics; was greater for speeding violations with penalty points than speeding violations without points; was no different for crashes of differing severity; and was not seen in drivers whose licences were suspended. INTERPRETATION: Traffic-law enforcement effectively reduces the frequency of fatal motor-vehicle crashes in countries with high rates of motor-vehicle use. Inconsistent enforcement, therefore, may contribute to thousands of deaths each year worldwide.

Accident Prevention↗
PubMed2002

Modeling young driver motor vehicle crashes: data with extra zeros.

Much of the data collected on motor vehicle crashes is count data. The standard Poisson regression approach used to model this type of data does not take into account the fact there are few crash events and hence, many observed zeros. In this paper, we applied the zero-inflated Poisson (ZIP) model (which adjusts for the many observed zeros) and the negative binomial (NB) model to analyze young driver motor vehicle crashes. The results of the ZIP regression model are comparable to those from fitting a NB regression model for general over-dispersion. The findings highlight that driver confidence/adventurousness and the frequency of driving prior to licensing are significant predictors of crash outcome in the first 12 months of driving. We encourage researchers, when analyzing motor vehicle crash data, to consider the empirical frequency distribution first and to apply the ZIP and NB models in the presence of extra zeros due, for example, to under-reporting.

Accidents, Traffic↗
PubMed2005

Comparison of fatalities from work related motor vehicle traffic incidents in Australia, New Zealand, and the United States.

OBJECTIVE: To compare the extent and characteristics of motor vehicle traffic incidents on public roads resulting in fatal occupational injuries in Australia, New Zealand (NZ), and the United States (US). DESIGN AND SETTING: Information came from separate data sources in Australia (1989--92), NZ (1985--98), and the US (1989--92). METHODS: Using data systems based on vital records, distributions and rates of fatal injuries resulting from motor vehicle traffic incidents were compared for the three countries. Common inclusion criteria and occupation and industry classifications were used to maximize comparability. RESULTS: Motor vehicle traffic incident related deaths accounted for 16% (NZ), 22% (US), and 31% (Australia) of all work related deaths during the years covered by the studies. Australia had a considerably higher crude rate (1.69 deaths/100,000 person years; 95% confidence interval (95% CI) 1.54 to 1.83) compared with both NZ (0.99; 95% CI 0.85 to 1.12) and the US (0.92; 95% CI 0.89 to 0.94). Industry distribution differences accounted for only a small proportion of this variation in rates. Case selection issues may have accounted for some of the remainder, particularly in NZ. In all three countries, male workers, older workers, and truck drivers were at higher risk. CONCLUSIONS: Motor vehicle traffic incidents are an important cause of work related death of workers in Australia, NZ, and the US. The absolute rates appear to differ between the three countries, but most of the incident characteristics were similar. Lack of detailed data and inconsistencies between the data sets limit the extent to which more in-depth comparisons could be made.

Accidents, Occupational↗
PubMed1994

Psychoactive medications and injurious motor vehicle collisions involving older drivers.

Older drivers have the second highest risk for motor vehicle collisions of any age group, after adolescents. Psychoactive medications may place older drivers at increased risk for injurious motor vehicle collisions. We conducted a population-based matched case-control study of older drivers who were involved in injurious crashes during 1987 and 1988. The 234 cases and 447 controls were members of a large Seattle-based health maintenance organization. Use of anti-depressants and opioid analgesics by older drivers was associated with increased risk for injurious motor vehicle collisions. Compared with non-users, current users of cyclic antidepressants had an adjusted relative risk (RR) of 2.3 [95% confidence interval (CI) = 1.1-4.8]. Opioid analgesic use was also associated with an elevated crash risk (adjusted RR = 1.8; 95% CI = 1.0-3.4). We found no evidence of a dose-related effect with either class of drug. Current use of benzodiazepines or sedating antihistamines had little association with increased risk for injurious collisions.

Accidents, Traffic↗
PubMed2005

Seat-belt injuries in children involved in motor vehicle crashes.

BACKGROUND: The efficacy of seat belts in reducing deaths from motor vehicle crashes is well documented. A unique association of injuries has emerged in adults and children with the use of seat belts. The "seat-belt syndrome" refers to the spectrum of injuries associated with lap-belt restraints, particularly flexion-distraction injuries to the spine (Chance fractures). METHODS: We describe the injuries sustained by 8 children, including 2 sets of twins, in 3 different motor vehicle crashes. RESULTS: All children were rear seat passengers wearing lap or 3-point restraints. All had abdominal lap-belt ecchymosis and multiple abdominal injuries due to the common mechanism of seat-belt compression with hyperflexion and distraction during deceleration. Five of the children had lumbar spine fractures and 4 remained permanently paraplegic. CONCLUSIONS: These incidents illustrate the need for acute awareness of the complete spectrum of intra-abdominal and spinal injuries in restrained pediatric passengers in motor vehicle crashes and for rear seat restraints that include shoulder belts with the ability to adjust them to fit smaller passengers, including older children.

Abdominal Injuries↗
PubMed1988

Motor vehicle accidents and IDDM.

A case-control study examining the 1-yr motor vehicle accident experiences of 158 insulin-dependent diabetes mellitus (IDDM) cases and 158 nondiabetic siblings was undertaken to evaluate the risk of motor vehicle accidents among drivers with IDDM. In multivariate analyses the overall accident risk of the cases and control subjects did not differ significantly. Female diabetic drivers, however, showed a marked increased risk for motor vehicle accidents. The accident risk among female cases was five times higher than among the female control subjects (P less than .05). Age and marital status were also significantly associated with accident probability in the multivariate model. The results suggest that IDDM could have an effect on the accident rate of diabetic drivers, particularly women. However, the traditional risk factors for automobile accidents, i.e., age and marital status, appear to have an equally strong influence on accident occurrence. Further studies are needed to 1) document the role of IDDM in accidents among representative samples of the IDDM population and 2) properly evaluate the licensing restrictions recommended for diabetic drivers.

Accidents, Traffic↗
PubMed1991

Motor vehicle deaths in children: geographic variations.

Motor vehicle-related injury is the leading cause of death in children ages 0-14 years in the United States. Using data from the National Center for Health Statistics and the Fatal Accident Reporting System, specific types of motor vehicle injury death in children were examined for the years 1980-1985 (using NCHS data) and 1985-1986 (using FARS data). Death rates were calculated for each specific category of motor vehicle injury for each state and were then mapped to determine patterns of geographic variation. In general, nontraffic pedestrian death rates and death rates for crashes involving light trucks and/or rollovers were higher in the West, and rates of pedestrian deaths in traffic were highest in the South. Some of the likely contributing factors and possible interventions are discussed.

Accidents, Traffic↗
PubMed1984

Developing motor vehicle occupant protection programs in local health departments.

Motor vehicle crashes are the leading cause of death for young people in America and a major national health threat. Unfortunately most crash victims do not use safety belts or child safety seats which could reduce or eliminate their injuries. This article describes how motor vehicle occupant protection issues have been introduced into local health departments in Michigan and how several of these health departments have developed programs to increase the proper use of child safety seats and safety belts in their communities.

Adolescent↗
PubMed1989

Patterns of maxillofacial injuries in restrained and unrestrained motor vehicle crash victims.

Safety belts reduce the frequency and severity of injuries sustained in motor vehicle crashes. Since the head and face are the most frequently injured anatomic regions in motor vehicle crash victims, the use of active restraints should lessen these injuries. This study was undertaken to examine the ability of safety belts to prevent and alter the pattern of maxillofacial injuries. During a 6-month period beginning February 1, 1987, 613 motor vehicle crash victims presented alive to the Trauma Center at the University of Tennessee Medical Center at Knoxville and were entered into this study. There were 254 restrained victims (R), 290 unrestrained (UR), and 69 who were excluded for lack of sufficient data regarding restraint usage. Unrestrained victims tended to be younger (mean age: UR = 27.9, R = 31.7; p less than 0.03), and more often male (UR = 65% vs. R = 51%; p less than 0.03). Irrespective of position within the vehicle, the mean number of facial lacerations per person was less in the restrained group (R = 0.31, UR = 0.76; p less than 0.03). This injury reduction was more pronounced in front seat occupants (R = 0.27, UR = 0.82; p less than 0.03). Furthermore, a smaller proportion of the lacerations in the restrained group were categorized as complex, i.e., involving more than skin and subcutaneous tissue (R = 5.0%, UR = 15.9%; p less than 0.03). The pattern of skeletal injuries was also significantly different.(ABSTRACT TRUNCATED AT 250 WORDS)

Accidents, Traffic↗
PubMed1998

Motor vehicle occupant deaths among Hispanic and black children and teenagers.

OBJECTIVE: To determine the risk of motor vehicle occupant deaths per unit of travel for Hispanic, non-Hispanic black, and non-Hispanic white children (aged 5-12 years) and teenagers (aged 13-19 years). DESIGN: Comparison of 1989 to 1993 motor vehicle occupant death rates of children and teenagers by race, ethnicity, and sex by using data on mortality from the National Center for Health Statistics, travel data from the 1990 Nationwide Personal Transportation Survey, and 1990 US census data. RESULTS: Among children 5 to 12 years old, race/ ethnicity differences per 100000 persons were unremarkable, but per billion vehicle-miles of travel, the rates were 14 for non-Hispanic blacks, 8 for Hispanics, and 5 for non-Hispanic whites. Among teenagers aged 13 to 19, the rates per 100000 persons were highest for non-Hispanic whites; however, the rates per billion vehicle-miles were 45 for Hispanics, 34 for non-Hispanic blacks, and 30 for non-Hispanic whites. Black and Hispanic male teenagers had substantially higher death rates per billion vehicle-miles of travel than either white male teenagers or female teenagers in any racial/ethnic group. CONCLUSIONS: Black and Hispanic children and teenagers are at higher risk of dying in motor vehicle crashes when they travel. Greater public health attention is needed to address these increased risks.

Adolescent↗
PubMed2004

Incidence and clinical significance of abdominal wall bruising in restrained children involved in motor vehicle crashes.

BACKGROUND: Children involved in motor vehicle crashes (MVC) can sustain bruising of the abdominal wall associated with seat belt restraint. The incidence of bruising and its relationship with significant intraabdominal injuries are not known. METHODS: An analysis of children involved in MVC between December 1998 and November 2002 was performed, using the crash surveillance database from the Partners for Child Passenger Safety (PCPS) project. Optimally (OR) or suboptimally (S-OR) restrained children aged 4 to 15 years were selected. The incidence of abdominal wall bruising was calculated then correlated with the type of restraint as well as any intraabdominal injury with an Abbreviated Injury Scale score > or =2. RESULTS: A total of 147,985 children in 102,548 crashes met study criteria. An abdominal bruise was noted in 1.33% of the children (n = 1,967; 881 OR and 1,086 S-OR). Significant intraabdominal injury was present in 309 children (0.21%, 95% CI 0.13 to 0.33), including 69 OR and 240 S-OR. The sensitivity, specificity, and positive and negative predictive values of abdominal wall bruising for a significant intraabdominal injury were 73.5%, 98.8%, 11.5%, and 99.9%, respectively. Children with a bruise were substantially more likely to have an intraabdominal injury than children without a bruise. (Odds Ratio 232.1, 95% CI, 75.9 to 710.3) Among those children with an abdominal bruise, 1% required an abdominal operation (n = 20). CONCLUSIONS: Abdominal wall bruising was relatively uncommon in both OR and S-OR children. Among restrained children involved in MVC, those with a bruise were 232 times more likely to have a significant intraabdominal injury when compared with those without a bruise. It is imperative to pursue intraabdominal injury in children with a bruise of the abdominal wall after MVC.

Abdominal Injuries↗
PubMed2005

Seat position and the risk of serious thoracoabdominal injury in lateral motor vehicle crashes.

CONTEXT: Previous studies have suggested that motor vehicle occupants seated on the near-side of a lateral impact have a higher proportion of thoracoabdominal injuries. However, due to limitations in previous studies, the true association between seat position, side of lateral impact, and thoracoabdominal injury is unclear. OBJECTIVE: To assess the relationship between seat position (i.e., near-side, middle-seat, and far-side, regardless of row), side of lateral motor vehicle crash (MVC), and serious thoracoabdominal injury after adjusting for important crash factors. DESIGN: National population-based cohort of adult subjects involved in MVCs and included in the National Automotive Sampling System Crashworthiness Data System database (NASS CDS) from 1995 to 2003. PATIENTS: Occupants aged > or =16 years involved in MVCs where the highest external deformation of the vehicle was located on the right or left side (i.e., lateral). MAIN OUTCOME MEASURE: Serious thoracic or abdominal injury, defined as an Abbreviated Injury Scale (AIS) > or =3 in the thoracic or abdominal body region. RESULTS: Fifteen thousand, one hundred and sixty persons involved in primary lateral MVCs were represented in the NASS CDS database during the 9-year period. There were 1867 (2%) persons with serious thoracic injuries and 507 persons (0.5%) with serious abdominal injuries. In multivariable logistic regression models that adjusted for important crash factors and the NASS CDS sampling design, seat position was a strong effect modifier of the association between side of lateral impact and serious thoracic (p<0.0001) and abdominal (p=0.0009) injury, with the risk of serious thoracic and abdominal injury highest for occupants seated on the near-side of the crash. The mean probability of injury was higher for near-side and middle-seat occupants compared to far-side occupants, and the probability of thoracic injury was approximately four times higher than that of abdominal injury for all seat positions. CONCLUSIONS: There is a strong, synergistic relationship between seat position and side of lateral MVC in assessing risk of serious thoracic and abdominal injury among adult occupants. The probability of serious thoracoabdominal injury increases with increasing proximity of seat position to side of the crash and the risk of thoracic injury is higher than abdominal injury for all seat positions.

Abdominal Injuries↗
PubMed2002

Environmental tobacco smoke in homes, motor vehicles and licensed premises: community attitudes and practices.

OBJECTIVE: To assess community knowledge, attitudes and practices in relation to environmental tobacco smoke (ETS) especially in homes, private motor vehicles and licensed premises, and to document levels of support for further government legislation. METHODS: 656 persons aged 18 years and over, a sub-sample in a computer-assisted telephone survey of 2,087 randomly selected respondents across NSW, answered 12 ETS-specific questions. The whole sample was asked demographic, smoking status and household membership questions. The overall response rate was 61.4% (consent rate 75.4%). RESULTS: Overall, 32.8% (95% CI 27.8-37.8) of children aged 0-4 years in the households surveyed were reported to live with at least one smoker. Agreement about ETS hazards was lowest in relation to child ear problems (31.2%) and sudden infant death syndrome (50.6%). Complete bans on smoking were reported in 69.9% of homes and 77.1% of private motor vehicles. The percentages favouring total bans in homes (p < 0.001) and private motor vehicles (p < 0.001) were significantly lower among smokers than non-smokers. Overall, 55.8% supported legislation to ban smoking in private vehicles carrying children. The majority support restrictions on smoking in non-eating areas of licensed clubs (88.7%) and hotels (84.8%). Overall, the data indicate a ban on smoking in licensed premises is likely to increase business. CONCLUSION: Smoking is banned in most NSW homes and private motor vehicles. Acceptance of ETS risks is high but there are important knowledge gaps. Considerable support exists for further government regulation of ETS. Media campaigns are likely to reinforce a public environment already receptive of the need for more government ETS restrictions.

Adolescent↗
PubMed2001

Mechanical failures as a contributing cause to motor vehicle accidents South Africa.

Over the past decades motor vehicles became the primary mode of transportation in developing countries. At the same time an improvement in automotive engineering and manufacturing as well as the phenomena of urbanisation have resulted in more vehicles spending more time on the road at higher speeds. Invariably this leads to driving scenarios where safety critical manoeuvres have to be performed that rely on the mechanical condition of the vehicles. In developing countries, where economic realities force the population to make use of older and less reliable vehicles, the risk of accidents caused by some sort of mechanical failure increases. The casualty rate (events causing death and/or serious injuries) for road traffic accidents in South Africa is amongst the highest in the world. This trend has persisted with little variation over the years, despite the efforts of local road safety organisations and research institutes to decrease them. The main goal of this study was to establish the contribution of mechanical failures to motor vehicle accidents, and furthermore, to compare it with international trends. Data obtained from accident response units (ARU) indicate that tyres and brakes were the main contributors to mechanical failures resulting in accidents in the Pretoria region (Gauteng Province). However, the reported percentage of approximately 3% is comparable to similar statistics from developed countries. Detailed information on the condition of road-going vehicles was then collected in this area. The roadside survey (potential mechanical defect tests (PMDT)) indicated that 40% of the vehicles surveyed on the suburban road and 29% of the vehicles surveyed on the highway had mechanical defects that contravened current road and traffic regulations in South Africa and may, therefore, be at risk of causing an accident due to a mechanical failure. In the Minibus (taxi) survey, large irregularities in tyre inflation pressure were identified as a cause of concern. The main conclusion from this work is that tyres and brakes are the two most dominant components that contribute to the mechanical defects causing accidents, with overloading an additional factor to consider. It is important to acknowledge that these three factors can easily be monitored during simple roadside inspections.

Accidents, Traffic↗
PubMed1995

Spatial analysis of Honolulu motor vehicle crashes: II. Zonal generators.

The spatial relationship between activities which generate trips and motor vehicle accidents is examined and applied to the City and County of Honolulu for 1990. A method is described for examining spatial variations in motor vehicle accidents, aggregated into small geographical areas. A spatial lag model is developed which examines the zonal relationship of motor vehicle accidents to population, employment and road characteristics. The resulting model is tested for each hour of the day, weekdays and weekends separately. The predictors of accidents fluctuate according to different trip generating activities and change considerably over the day. The method can generate expected accidents, allowing for an identification of areas which have higher than expected levels. It is argued that this method focuses attention on characteristics of neighborhoods and areas, and not just on the road system.

Accidents, Traffic↗
PubMed1998

Exposure to motor vehicle exhaust and childhood cancer.

OBJECTIVES: A case-referent study was conducted to test the hypothesis that exposure to motor vehicle exhaust increases the risk of childhood cancer. METHODS: Data from a study of residential magnetic field exposure and childhood cancer were used. From a population of 127000 children living within 300 m of transmission lines in Sweden, 142 cases of childhood cancer were identified, including 39 cases of leukemia and 33 cases of central nervous system tumor. Approximately 4 referents per case were selected at random from the study base. The nitrogen dioxide content of the outdoor air was estimated as an indicator of motor vehicle exhaust. The applied methods give the 99th percentile of the nitrogen dioxide content of the outdoor air for 1-h averages over 1 year. RESULTS: A relative risk estimate of 2.7 [95% confidence interval (95% CI) 0.9-8.5] was found for total cancer at exposure levels of > or = 50 microg/m3, related to those with < or = 39 microg/m3. At > or = 80 microg/m3, the relative risk was estimated at 3.8 (95% CI 1.2-12.1). Elevated, but imprecise risk estimates were found for leukemia and central nervous system tumors. CONCLUSIONS: The results indicate an association between childhood cancer and motor vehicle exhaust, although the number of cases was small. These findings and the results of previous studies suggest that further studies of the association between motor vehicle exhaust and childhood cancer are warranted.

Adolescent↗