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PubMed1997

Motor-vehicle crash-injury risk factors among American Indians.

The rates of motor-vehicle crash mortality are highest among American Indians and Alaska Natives, compared to other ethnic groups. The aim of this study was to compare risk factors for motor-vehicle crashes and occupant injuries between rural and urban American-Indian (AI) drivers, and between rural AI and non-AI rural drivers. A statewide traffic-accident database was linked to the Indian Health Service patient-registration database to identify crashes that involved American-Indian drivers. Using a cross-sectional design, crashes occurring in a two-county region during 1989 and 1990 were studied. A total of 9329 motor-vehicle crashes involving 16,234 drivers and 6431 passengers were studied. Two percent of drivers were American Indian. Compared to American-Indian drivers in urban crashes, rural crashes involving American-Indian drivers were more likely to result in injury or death (38% vs 64% p < 0.001). The difference in risk for crashes between urban and rural non-AI drivers was not as high (42% vs 33%). Only 44 percent of rural American-Indian motor-vehicle occupants reported wearing seat belts, compared to 70 percent of urban American-Indian occupants (p < 0.05). Rates of driver alcohol impairment, as assessed by the police, were much higher among AI drivers and highest among rural AI drivers. We conclude that, compared to non-American-Indian drivers, AI drivers are less likely to be restrained and more likely to be alcohol-impaired at the time of the crash. These risks are higher among rural AI drivers than urban AI drivers.

Accidents, Traffic↗
PubMed2004

Spatial analysis of alcohol-related motor vehicle crash injuries in southeastern Michigan.

Temporal, behavioral and social risk factors that affect injuries resulting from alcohol-related motor vehicle crashes have been characterized in previous research. Much less is known about spatial patterns and environmental associations of alcohol-related motor vehicle crashes. The aim of this study was to evaluate geographic patterns of alcohol-related motor vehicle crashes and to determine if locations of alcohol outlets are associated with those crashes. In addition, we sought to demonstrate the value of integrating spatial and traditional statistical techniques in the analysis of this preventable public health risk. The study design was a cross-sectional analysis of individual-level blood alcohol content, traffic report information, census block group data, and alcohol distribution outlets. Besag and Newell's spatial analysis and traditional logistic regression both indicated that areas of low population density had more alcohol-related motor vehicle crashes than expected (P < 0.05). There was no significant association between alcohol outlets and alcohol-related motor vehicle crashes using distance analyses, logistic regression, and Chi-square. Differences in environmental or behavioral factors characteristic of areas of low population density may be responsible for the higher proportion of alcohol-related crashes occurring in these areas.

Accidents, Traffic↗
PubMed1996

Alcohol availability and motor vehicle fatalities.

PURPOSE: To examine the association between the availability of alcohol and male (15-24-years-old) motor vehicle fatalities. METHODS: Assessed association between motor vehicle fatality rates for each of 75 counties for males with measures of alcohol availability (whether the county was wet or dry, number of licensed on-site and off-site alcohol outlets) after controlling for other variables for a 6-year period. Poisson regression models were employed. RESULTS: No significant relationships were found between county-level motor vehicle fatality rates and any of the alcohol availability measures examined. However, rural residence was associated with much higher fatality rates. CONCLUSIONS: Overall, ecologic models, employing a wide range of variables, account for little of the variance in motor vehicle fatality rates for young men. These findings support the position that further legal or regulatory restrictions on alcohol outlet licensing may not have an impact on fatalities. The higher rates associated with rural residence, while consistent with other work, cannot be explained by alcohol beverage outlets.

Accidents, Traffic↗
PubMed2002

Motor vehicle and fall related deaths among older Americans 1990-98: sex, race, and ethnic disparities.

OBJECTIVES: To examine differences in motor vehicle and fall related death rates among older adults by sex, race, and ethnicity. METHODS: Annual mortality tapes for 1990-98 provided demographic data including race and ethnicity, date, and cause of death. Trend analyses were conducted using Poisson regression. RESULTS: From 1990-98, overall motor vehicle related death rates remained stable while death rates from unintentional falls increased. Motor vehicle and fall related death rates were higher among men. Motor vehicle related death rates were higher among people of color while fall related death rates were higher among whites. Among whites, fall death rates increased significantly during the study period, with an annual relative increase of 3.6% for men and 3.2% for women. CONCLUSIONS: The risk of death from motor vehicle and fall related injuries among older adults differed by sex, race and ethnicity, results obscured by simple age and sex specific death rates. This study found important patterns and disparities in these death rates by race and ethnicity useful for identifying high risk groups and guiding prevention strategies.

Accidental Falls↗
PubMed1992

Prevention of brain trauma by legislation, regulation, and improved technology: a focus on motor vehicles.

More than half of all brain trauma is caused by motor vehicle crashes. Prevention strategies that reduce the likelihood of motor vehicle crashes or injuries to occupants will also prevent trauma. Many effective strategies have yet to be applied on a large scale. Roadway design improvements such as removal of fixed objects from roadsides, widening roadside recovery zones, installing dividers between opposing lanes of traffic, and replacing fixed utility poles with breakaway designs, have been effective in reducing crashes and injuries. Driver measures of documented benefit include the 55 mph speed limit, safety belt use laws, 21 year legal drinking age, administrative license suspension for drinking drivers, and driving curfews and postponement of licensure for teenagers. Motor vehicle safety has improved greatly since the National Highway Traffic Safety Administration began regulating vehicle design. Significant design requirements include lap and shoulder belts in front seat positions, and, more recently, automatic safety belts or air bags in front seat positions, head restraints in front seat positions, reinforcing side and roof beams, and the center-mounted brake light. The most significant future advance will be the provision of full front seat air bags in all passenger vehicles. As much as one-quarter of brain trauma can be prevented or reduced in severity by this measure alone. Further safety requirements should include head restraints in rear positions, a-pillar, b-pillar, and roof padding, antilock brakes, and a vehicle rollover standard.

Accidents, Traffic↗
PubMed2002

Toll road crashes of commercial and passenger motor vehicles.

Revenue-collection data from toll roads allow for accurate estimates of miles driven by vehicle type and, when combined with crash data, valid estimates of crash involvements per mile driven. Data on vehicle-miles traveled and collisions were obtained from toll road authorities in Florida. Kansas, and New York. In addition, state crash files and published vehicle-miles of travel were obtained for toll roads in Illinois. Indiana, Ohio, and Pennsylvania. Large commercial motor vehicles were significantly underinvolved in single-vehicle crashes on all state toll roads. In five states, commercial motor vehicles were significantly overinvolved in multiple-vehicle crashes relative to passenger vehicles; the exceptions were Kansas, where they had significantly lower multiple-vehicle involvement rates, and Indiana. where there were no significant differences in multiple-vehicle involvements by vehicle type. The risk of commercial motor vehicle involvement in multiple-vehicle crashes resulting in deaths or serious injuries was double that of passenger vehicles in the two states (Ohio and Pennsylvania) that identified serious injuries. Whether crash rates, on toll roads of commercial motor vehicles are higher or lower than those of passenger vehicles appears to depend on the type of crash, specific toll road. and traffic density.

Accidents, Occupational↗
PubMed2005

Emergency department brief motivational interventions for alcohol with motor vehicle crash patients.

STUDY OBJECTIVE: This study compares the effect of a brief motivational intervention for alcohol plus a booster given to emergency department (ED) patients with subcritical injuries from a motor vehicle crash with the effect of brief motivational intervention for alcohol plus a booster in patients treated for non-motor vehicle crash-related injuries. METHODS: A randomized controlled trial (n=539) was conducted at an urban Level I trauma center of brief intervention (1 ED session of brief intervention), brief motivational intervention for alcohol plus a booster (1 ED session plus booster session), or standard care for injured ED patients with an alcohol use problem who were being discharged home. At 12 months, alcohol-related negative consequences and injuries were measured. We performed a secondary analysis comparing motor vehicle crash-injured patients and non-motor vehicle crash-injured patients in the study sample. RESULTS: Subcritically injured ED patients with harmful or hazardous alcohol use who received brief motivational intervention for alcohol plus a booster had fewer alcohol-related negative consequences and alcohol-related injuries than those receiving brief intervention or standard care at 12-month follow-up (previously reported). A secondary analysis of this result showed that motor vehicle crash patients (n=133) given brief motivational intervention for alcohol plus a booster (n=34) had fewer alcohol-related injuries than those receiving standard care (n=46; P =.001). Moreover, there were no significant differences in alcohol-related injuries among the non-motor vehicle crash-injured patients who received brief intervention or standard care. CONCLUSION: Brief motivational intervention for alcohol plus a booster is a useful intervention for subcritically injured ED patients with harmful or hazardous alcohol use. Its effects may be moderated by the cause of injury.

Accidents, Traffic↗
PubMed2006

Accidental asphyxia due to closing of a motor vehicle power window.

Injuries and deaths among children left unattended in motor vehicles are frequent and the rates are increasing. Injuries associated with motor vehicle power windows usually affect children, in particular children under 6 years of age. This case report is about a child who was asphyxiated because of a motor vehicle power window closing. She was rapidly resuscitated and recovered fully. A brief review of the literature, epidemiology, and preventive measures to avoid this type of injury is also presented.

Accidents↗
PubMed1995

Risk factors for motor vehicle crashes among older drivers in a rural community.

OBJECTIVE: To estimate the motor vehicle crash rate in a cohort of older drivers from a rural community and to identify health-related conditions that increase their risk for crash involvement. DESIGN: Cohort study with 5 years of crash-record surveillance. SETTING: The Iowa 65+ Rural Health Study, one of four Established Populations for Epidemiologic Studies of the Elderly (EPESE). PARTICIPANTS: A total of 1791 drivers aged 68 years and older. MAIN MEASURES: Exposure measures of physical, mental, and sensory well-being from a health interview survey; outcome measure of police-reported crashes maintained by the Iowa Department of Motor Vehicles. RESULTS: Between 1985 and 1989, 206 drivers were involved in 245 state-recorded crashes. The estimated annual crash involvement rate for these rural older drivers (28 per 1000 driving-years) was about 20% less than the national average for drivers aged 65 years and over (36 per 1,000). An increased risk for motor vehicle crashes was associated with episodes of back pain (Relative Risk = 1.4, P < .05), use of nonsteroidal anti-inflammatory drugs (RR = 1.7, P < .01), and poor performance on a free-recall memory test (RR = 1.4, P < .05). CONCLUSIONS: If these and other geriatric conditions are confirmed as risk factors for motor vehicle crashes, medical guidelines for license renewal may need updating and health professionals may need new instruments to detect older patients at high risk for unsafe driving.

Accidents, Traffic↗
PubMed2004

Lost working days, productivity, and restraint use among occupants of motor vehicles that crashed in the United States.

BACKGROUND: In 2001, 6.3 million passengers were involved in motor vehicle crashes. This study aimed to determine the number of work days lost as a result of motor vehicle crashes and factors that influenced people's return to work. METHODS: This was a retrospective, population based cohort study of occupants in motor vehicles involved in crashes from the 1993-2001 Crashworthiness Data System produced by the National Highway Traffic Safety Administration. The sample population of people aged 18-65 years included two groups: occupants who survived and were working before the crash and occupants who were injured fatally and were estimated to have been working before the crash. Multivariate linear regression was used to analyze the impact of restraint use and injury type on return to work. RESULTS: Overall, 30.1% of occupants of vehicles that crashed missed one or more days of work. A crash resulted in a mean 28.0 (95% confidence interval 15.8 to 40.1) days lost from work, including losses associated with fatalities. The 2.1 million working occupants of vehicles that crashed in 2001 lost a total of 60 million days of work, resulting in annual productivity losses of over $7.5 billion (2964 to 12 075). Unrestrained vehicle occupants accounted for $5.6 billion in lost productivity. CONCLUSIONS: Motor vehicle crashes result in large and potentially preventable productive losses that are mostly attributable to fatal injuries.

Accidents, Traffic↗
PubMed1985

Noncrash motor vehicle accidents. Injuries to children in the vehicle interior.

Injuries caused by hitting against the vehicle interior during a noncrash motor vehicle accident are noteworthy. Data on children 0 to 15 years of age involved in motor vehicle accidents were obtained from an ongoing multihospital monitoring system. Approximately 12% of the passengers were injured in a noncrash accident. One half of the noncrash injuries were caused by a child hitting against the vehicle interior during a sudden stop, turn, or swerve or after losing balance in a moving vehicle. Most of these accidents involved a child between 1 and 4 years of age who was traveling in the front passenger seat unrestrained. While most of the injuries were minor, some children sustained serious injuries. An analysis of the cases indicated that most of these injuries could have been avoided if the child had been restrained. Medical costs as well as use of medical resources could have been saved by preventing these noncrash injuries.

Accidents, Traffic↗
PubMed2003

Association of alcohol-related laws with deaths due to motor vehicle and motorcycle crashes in the United States, 1980-1997.

The authors compared US motor vehicle and motorcycle mortality rates during periods when each of several alcohol-related laws were in effect with mortality rates during other periods. During the period 1980-1997, there were 792,184 deaths due to motor vehicle crashes and 63,052 deaths due to motorcycle crashes. An estimated 26% and 49% of these fatalities, respectively, were attributable to alcohol use. The incidence of alcohol-related mortality in motor vehicle crashes was lower when laws specifying a blood alcohol concentration of 0.08 g/dl per se (laws stating that it is a criminal offense to drive with a blood alcohol concentration above the state's legal limit) were in effect (adjusted rate ratio (RR) = 0.86, 95% confidence interval (CI): 0.83, 0.88). For motorcycle deaths, the adjusted rate ratio was 0.87 (95% CI: 0.79, 0.95). The incidence of alcohol-related mortality in motor vehicle crashes was also lower during periods when two other types of laws were in effect: zero tolerance laws (adjusted RR = 0.88, 95% CI: 0.86, 0.90) and administrative license revocation laws (adjusted RR = 0.95, 95% CI: 0.93, 0.98). Overall motorcycle mortality was lower when administrative license revocation laws were in effect (adjusted RR = 0.95, 95% CI: 0.92, 0.98).

Accidents, Traffic↗
PubMed1999

Railway train versus motor vehicle collisions: a comparative study of injury severity and patterns.

OBJECTIVE: This study compares the demographics, injury severity, resource use, and injury patterns of patients involved in railway train-motor vehicle (RT-MV) to motor vehicle-motor vehicle (MV-MV) collisions. METHODS: Retrospective trauma registry review of 74 RT-MV and 1,931 MV-MV consecutive patients, age more than 14 years, presenting to two Level I trauma centers, January of 1991 to May of 1998. RESULTS: Compared with MV-MV, RT-MV had significantly more males (72% vs. 54%), higher mortality (15% vs. 7%), higher Injury Severity Score (median, 20 vs. 9), longer intensive care unit length of stay (1.7 vs. 0.04 days), and longer hospital length of stay (7.5 vs. 4 days). RT-MV patients had a higher percentage of scalp/facial lacerations; intracranial hemorrhage; hemothorax and pneumothorax; fractures of the rib/sternum, upper extremity, skull, and face; and lung, splenic, and renal injuries. After adjusting for the difference in Injury Severity Score between groups, the only remaining significant group difference was the odds of a scalp/facial laceration. CONCLUSION: RT-MV collisions are a marker for more severe injuries, but not a different pattern of injury, compared with MV-MV collisions.

Accidents↗
PubMed2005

Risky driving habits and motor vehicle driver injury.

Risky driving is an important cause of motor vehicle injury, but there is a lack of good epidemiological data in this field, particularly data comparing risky driving in younger drivers to those of other age groups. We examined the relationship between risky driving habits, prior traffic convictions and motor vehicle injury using cross-sectional data amongst 21,893 individuals in New Zealand, including 8029 who were aged 16-24 years. Those who reported frequently racing a motor vehicle for excitement or driving at 20 km/h or more over the speed limit, and those who had received traffic convictions over the past 12 months, were between two and four times more likely to have been injured while driving over the same time period. Driving unlicensed was a risk factor for older but not younger drivers, and driving at 20 km/h or more above the speed limits was a stronger risk factor for younger (<25 years) than older drivers. These results confirm the need for interventions targeting risky driving and suggest that different strategies may be required for different high-risk groups.

Accidents, Traffic↗
PubMed1998

The impact of catalytic converters on motor vehicle exhaust gas suicides.

OBJECTIVE: To examine the trends in motor vehicle exhaust gas suicides since 1970 and to investigate the impact of catalytic converters. DESIGN: Australia-wide database analyses and a retrospective stratified series of 100 Victorian cases. DATA SOURCES: Australian Bureau of Statistics, 1970-1995; Australian Institute of Health and Welfare, National Injury Surveillance Unit, 1991/92-1995/96; Victorian Coroner's files, 1994-1996. RESULTS: There were 509 motor vehicle exhaust gas suicides in Australia in 1995, representing 22% of total suicides. Since the 1986 requirements for reduced carbon monoxide emissions from new vehicles (and thus the use of catalytic converters), the absolute numbers and rates of such suicides have increased, and they have come to represent a larger percentage of total suicides. Of 75 Victorian victims' vehicles traced, 36% were manufactured during or after 1986, showing that exhaust gas suicides have occurred in vehicles with catalytic converters. Blood carboxyhaemoglobin levels did not differ between victims using vehicles with or without catalytic converters. Between 1976 and 1991 exhaust gas suicides increased at a faster rate than motor vehicle registrations. Australian hospital admissions for exhaust gas suicide attempts have increased substantially since 1991-1992. CONCLUSION: Catalytic converters and the associated lower CO emission limits of 9.3 g/km had not, by 1995, resulted in a reduction in numbers, rates or percentages of exhaust gas suicides in Australia.

Australia↗
PubMed2001

A general model of the effects of sleep medications on the risk and cost of motor vehicle accidents and its application to France.

BACKGROUND: Although various prescription drugs may be equally effective in promoting sleep, some may lead to substantial impairment in psychomotor functioning and an increased risk of motor vehicle accidents. OBJECTIVE: To develop a general model to evaluate the potential effects of sleep medications on motor vehicle accidents and costs, and apply the model to the French setting. METHODS: Impairment in driving performance, as evaluated by randomised controlled open-road studies using the standard deviation of a vehicle's lateral position (SDLP), a measure of weaving, was expressed in terms of equivalent blood alcohol (ethanol) concentration (BAC). Epidemiological data were then used to relate BAC to the excess risk of motor vehicle accidents. Although a non-impairing medication would not increase risk, a medication that produces mild impairment in driving performance (a change of 2.5 cm in SDLP, equivalent to 0.05% BAC) would increase motor vehicle accident risk by 25%. One that leads to moderate impairment (an SDLP change of 4.5 cm, equivalent to 0.08% BAC) would roughly double this risk, and a severely impairing medication (an SDLP change of 7 cm, equivalent to 0.12% BAC) would result in up to a 5-fold increase in motor vehicle accident risk. For application to the French setting, a hypothetical cohort of 100,000 adult drivers with insomnia was assumed to be treated for 14 days either with zaleplon 10 mg, a new sleep medication that has been shown not to significantly impair driving performance, or zopiclone 7.5 mg, which has been shown to cause moderate impairment. RESULTS: Compared with zaleplon, use of zopiclone over 14 days in France would be expected to result in 503 excess accidents per 100,000 drivers at an additional cost of 158 French francs (31 US dollars) per person (1996 values). CONCLUSIONS: Our model illustrates the extent to which non-impairing sleep medications could reduce the burden posed by motor vehicle accidents. Our model is designed to be general, and thus can serve as the basis for similar investigations.

Accidents, Traffic↗
PubMed1997

Motor vehicle crashes and maternal mortality in New Mexico: the significance of seat belt use.

In recent years, as deaths from medical complications during pregnancy have declined, injuries-specifically those sustained in motor vehicle crashes-represent a growing proportion of all pregnancy-associated deaths. To investigate pregnancy-associated deaths in motor vehicle crashes in New Mexico, we scrutinized the database of the New Mexico Office of the Medical Investigator for all deaths during pregnancy and up to 6 weeks postpartum from 1986 through 1995. A total of 97 deaths were identified, 47 of which were injury-related. Motor vehicle crashes accounted for 33 (approximately 70%) of the injury-related deaths. We analyzed the data on motor vehicle crashes for decedent's age and ethnicity, fetal gestational age, time of crash, rural vs urban location of crash, seat belt use, and drug and alcohol use. Compared with non-Hispanic white women, proportionately higher numbers of Hispanic and American Indian pregnant women were killed in motor vehicle crashes. In searching for modifiable risk factors, we noted that 45% of the crashes involved alcohol and that the majority of pregnant women killed (77%) were not wearing seat belts at the time of the crash. We conclude that education about seat belt use during pregnancy (as well as the dangers of alcohol use and riding with intoxicated drivers while pregnant) is a promising strategy to reduce motor vehicle fatalities.

Accidents, Traffic↗
PubMed2006

Obesity and risk for death due to motor vehicle crashes.

OBJECTIVES: We examined the role of body mass index (BMI) and other factors in driver deaths within 30 days after motor vehicle crashes. METHODS: We collected data for 22 107 drivers aged 16 years and older who were involved in motor vehicle crashes from the Crashworthiness Data System of the National Automotive Sampling System (1997-2001). We used logistic regression and adjusted for confounding factors to analyze associations between BMI and driver fatality and the associations between BMI and gender, age, seatbelt use, type of collision, airbag deployment, and change in velocity during a crash. RESULTS: The fatality rate was 0.87% (95% confidence interval [CI]=0.50, 1.24) among men and 0.43% (95% CI=0.31, 0.56) among women involved as drivers in motor vehicle crashes. Risk for death increased significantly at both ends of the BMI continuum among men but not among women (P<.05). The association between BMI and male fatality increased significantly with a change in velocity and was modified by the type of collision, but it did not differ by age, seatbelt use, or airbag deployment. CONCLUSIONS: The increased risk for death due to motor vehicle crashes among obese men may have important implications for traffic safety and motor vehicle design.

Accidents, Traffic↗