Is there a link between motor vehicle collisions and being a cigarette smoker in Canada? Analysis of survey data from Ontario from 2002 to 2014

Distracted Driving Among Patients with Trauma Attending Fracture Clinics in Canada: The Canadian Multicenter DRIVSAFE Study

BACKGROUND

Globally, every 25 seconds, a person dies in a motor vehicle crash (MVC) and 58 people get injured. Adding to the rising distracted-driving rates is the rapid growth of the number of cars in circulation globally. This study examined the proportion of distracted drivers among patients attending orthopaedic fracture clinics, as well as associated factors.

METHODS

In this large, multicenter, cross-sectional study, we recruited 1,378 patients across 4 Canadian fracture clinics. Eligible patients completed an anonymous questionnaire about distracted driving. We calculated the percentages of specific distractions. Using questionnaire responses and published crash risk odds ratios (ORs), patients were grouped as distraction-prone and distraction-averse. Regression analyses to determine the association of demographic characteristics with distracting behaviors and the odds of being in a distraction-related crash were performed.

RESULTS

In total, 1,358 patients (99.7%) self-reported distracted driving. Prevalent distractions included talking to passengers (98.7%), distractions outside the vehicle (95.5%), listening to the radio (97.6%), adjusting the radio (93.8%), and daydreaming (61.2%). Of the 1,354 patients who acknowledged mobile phone distractions, 889 (65.7%) accepted phone calls and continued driving, 675 (49.8%) read electronic messages, and 475 (35.1%) sent electronic messages. Younger age (OR, 0.94 [95% confidence interval (CI), 0.91 to 0.97]; p < 0.001) and household incomes of $80,000 to <$100,000 (OR, 1.92 [95% CI, 1.17 to 3.14]; p = 0.01) and ≥$100,000 (OR, 2.48 [95% CI, 1.57 to 3.91]; p < 0.001) were associated with being in the distraction-prone group. Distraction-prone patients were twice as likely to be in a distraction-related MVC (OR, 1.98 [95% CI, 1.43 to 2.74]; p < 0.001). Of 113 drivers who sustained injuries from MVCs, 20 (17.7%) acknowledged being distracted. Of 729 patients who reported being the driver in a previous MVC in their lifetime, 226 (31.0%) confirmed being distracted.

CONCLUSIONS

This survey-based study showed that driving distractions were near universally acknowledged. The pervasiveness of distractions held true even when only the more dangerous distractions were considered. One in 6 patients in MVCs reported being distracted in their current crash, and 1 in 3 patients disclosed being distracted in an MVC during their lifetime.

Alcohol, marijuana, and nicotine use as predictors of impaired driving and riding with an impaired driver among college students who engage in polysubstance use

OBJECTIVE

While alcohol, marijuana, and nicotine are the most commonly used substances, there is limited research on the between- and within-person associations of their use and driving under the influence (DUI) and riding with an impaired driver (RWID). The current study utilized a burst design to assess how use and co-use of these substances is associated with DUI and RWID.

METHODS

College student drinkers with past-year marijuana and/or nicotine use (N = 367) were assessed on two consecutive weekends for three semesters. Logistic regression compared students who only reported drinking to student drinkers who used marijuana, nicotine, or all three substances on likelihood to DUI and RWID. Multilevel logistic models assessed the associations of varied combinations of substances with the daily likelihood of DUI and RWID.

RESULTS

Compared to students who only used alcohol, students who also reported marijuana use were more likely to DUI (OR = 5.44), and students who reported use of alcohol, nicotine and marijuana more likely to DUI (OR = 10.33) and RWID (OR = 10.22). Compared to occasions when only alcohol was used, DUI was more likely on marijuana only occasions (OR = 9.08), and RWID was more likely on alcohol and marijuana occasions (OR = 3.86). However, confidence intervals were wide for effects.

DISCUSSION

Students reporting use of all 3 substances had higher overall risk of DUI and RWID indicating prevention efforts for DUI and RWID should include all substances. Implications for prevention and intervention strategies at the individual and environmental level are discussed.

Truck Drivers' Cigarette Smoking and Preferred Smoking Cessation Methods

Introduction:

Some studies show that truck drivers use tobacco and other stimulants to stay awake as they drive. Despite their increased risks for many of tobacco-related health disparities, there is limited engagement of truck drivers in smoking cessation programs. The objective of this study was to describe smoking characteristics and identify their preferred smoking cessation methods among truck drivers.

Methods:

This was a cross-sectional mixed methods study. Participants were truck drivers recruited at trucking companies in Utah in 2019. Participants were either individually interviewed (n = 4), or filled out a survey (n = 33). We conducted qualitative data analysis of the interviews followed by descriptive statistics of smoking and cessation characteristics from the survey.

Results:

Reasons for smoking included, staying awake, stress reduction, or something to do while driving. Of the drivers surveyed, 68.8% were daily smokers while 97% had smoked at least 100 cigarettes in their life time. The mean number of cigarettes per day (cpd) was 15.7, and 25 among those who had 10 or more cpd. Sixty-one percent had made at least a quit attempt. In addition to counseling or brief advice, 68% reported interest in using Nicotine Replacement Therapy (NRT) either as gum or patch to help them quit. 21% reported interest in telephone text messaging to engage them in treatment.

Conclusion:

Cigarette smoking is a public health problem among truck drivers. Our findings suggest that truck drivers are interested in quitting smoking. Evidence based interventions tailored to this population are needed to help them quit and reduce their smoking-related morbidity.

Behavioral and psychosocial correlates of road traffic injuries: evidence from a nationwide study on Chinese undergraduates

Objective: The purpose of this study was to investigate the prevalence and behavioral and psychosocial correlates of road traffic injuries (RTIs) among Chinese university students.Methods: A cross-sectional survey was conducted among fifty universities in China, using a multi-stage sampling methodology. The participants were asked to report their RTIs in the past year. The chi-square test and binary logistic regression analysis were utilized to identify factors associated with RTIs, including specific types of RTIs.Results: Among the 11,770 participants, a total of 1,482 university students reported at least one RTI yielding an overall weighted injury prevalence of 12.96% over the past year. Estimated weighted prevalence by type was 6.10%, 5.94%, 5.12%, and 5.35% for automobile (car, truck, or bus), bicycle, motorcycle, and pedestrian injuries, respectively. Logistic regression analysis found that students who studied at low-level universities, smoked cigarettes, drank alcohol, slept less than 7 hours, went to bed after 12:00 am, or students with psychological distress were more likely to experience overall and four types of RTIs. Students who studied in the eastern universities had a higher likelihood of automobile injury, motorcycle injury and pedestrian injury than those who studied in western universities.Conclusions: Several critical factors associated with RTIs were identified. These findings have implications for the design and implementation of RTI prevention and interventions programs targeted at university students.

Health-Risk Behaviours and Injuries among Youth and Young Adults in Chiang Mai, Thailand: A Population-Based Survey

This study aimed to identify the prevalence of health-risk behaviours (alcohol use, tobacco smoking and gambling) and the associations between health-risk behaviours and injuries among youth (15–24 years) and young adults (25–39 years). A multi-stage cluster sampling survey was conducted in Chiang Mai, Thailand. The associations between health-risk behaviours and injuries were analysed using logistic regression and adjusted for potential confounders. Sample weights were applied in all analyses. Six-hundred-and-thirty participants were included. Fifty-three percent of males and 12.3% of females drank in the past three months. Smoking in the past three months was higher among males (38.5%) than females (0.7%). About a quarter of men and a fifth of the women had gambled in the past year. A total of 6.4% of males and 4.8% of females sought medical attention in the past year due to injuries. Compared to those without any of the three health-risk behaviours, the odds ratio for injuries requiring medical attention was 3.81 (95% CI: 1.33 to 10.90, p = 0.013) for those with two health-risk behaviours and 13.8 (95% CI: 4.24 to 45.10, p < 0.001) for those with all three health-risk behaviours. Injury prevention policies may need to incorporate interventions designed to assess multiple health-risk behaviours.

The relationship between motor vehicle collisions and cigarette smoking in Ontario: Analysis of CAMH survey data from 2002 to 2016

Research has shown that tobacco users have an increased risk of collisions compared to nonsmokers. Studies from 1967 through 2013 documented a crude relative risk of collision involvement of about 1.5 among smokers compared to nonsmokers. In January 2009, in response to concerns about the health risks associated with potentially high concentrations of secondhand smoke resulting from smoking in vehicles, the provincial government in Ontario, Canada, introduced legislation restricting smoking in vehicles where children and adolescents are present. We examined the association between reported smoking and involvement in a motor vehicle collision in a large representative sample of adult drivers in Ontario, Canada, from 2002 and 2016, with particular focus on 2002-2008 and 2010-2016, periods before and after the legislation. Data are based on the Centre for Addiction and Mental Health (CAMH) Monitor. Among licensed drivers, prevalence of self-reported collision involvement within the past year for 2002-2008 was 9.39% among those who currently smoked compared to 7.08% of nonsmokers. Following implementation of the legislation, for 2010-2016, the prevalence of collisions for smokers was 7.01% and for nonsmokers was 6.02%. The overall difference for both smokers and nonsmokers between the two time periods was statistically significant; however, the difference between the two groups for the pre-legislation period was significant even after adjusting for potential confounders, while post legislation the difference was not significant. Prior to the legislation, the prevalence of collision was higher among smokers than nonsmokers; following the introduction of the legislation the prevalence was similar for the two groups.