Validity of self reported crashes and injuries in a longitudinal study of young adults

The mediator role of safety motivation and knowledge between safety culture and safety performance: The results of a sociotechnical and macroergonomics approach

BACKGROUND: Nowadays, although the effect of positive safety culture on improving safety performance has been confirmed, the mechanisms of this effect are somewhat ambiguous. OBJECTIVES: This study aimed to investigate the direct and indirect effects of safety culture on safety performance based on a sociotechnical and macroergonomics approach. METHODS: The participants consisted of 276 workers, supervisors, and managers in an oil and gas refinery complex. The data collection conducted using questionnaires including safety culture in accordance with the organization’s sociotechnical characteristics with 12 dimensions (effectiveness of safety management, management’s attitude towards safety, training, awareness and safety policy, peer support, work schedule, job demands, confrontation of tasks and safety, behavioural features and commitment to safety, work equipment and tools, personal protective equipment, workplace hazards, and external environmental factors), safety motivation and safety knowledge as mediators between safety culture and safety performance, and safety compliance and safety participation as the components of safety performance. RESULTS: The examination of paths in three structural models indicated that in the presence of the direct effect, the indirect paths were not approved due to the lack of confirmation of safety motivation ⟶ safety performance and safety knowledge ⟶ safety performance. In the model without the direct effect, indirect paths were confirmed; however, a low amount of safety performance variance was explained by safety culture. CONCLUSIONS: The safety culture tool explained the highest value of variance for the direct path due to the use of industry-related factors.

Essential…but also vulnerable? Work intensification, effort/reward imbalance, fatigue and psychological health of Spanish cargo drivers during the COVID-19 pandemic

Objective

This study investigates the combined effect of the Effort/Reward Imbalance (ERI) model of stress and work intensification within the context of the COVID-19 pandemic on the psychological health (general and work-related fatigue, and psychological strain) of cargo drivers, one of the most demanded workforces during the first year of this pandemic.

Methods

For this cross-sectional research, the data provided by n = 1,013 professional drivers from the different 17 autonomous communities (regions) of Spain were analyzed. Participants answered a questionnaire composed of the short version of the Effort Reward Imbalance (ERI) questionnaire, a Work Intensification Scale (WIS) designed for this study, the fatigue subscale of the Checklist Individual Strength (CIS), the Need for Recovery after Work Scale (NFR), and the General Health Questionnaire (GHQ).

Results

Hierarchical regression analyses show that both (ERI and work intensification) models significantly predict driver's fatigue and psychological strain. The effect of work intensification exists above and beyond the effect of effort/reward imbalance, which has been previously related to the safety performance of cargo drivers.

Conclusions

These findings suggest that the ERI and work intensification models can be complementarily used, especially in scenarios introducing substantial changes in the work environment, such as the COVID-19 crisis. Also, the results of this study support the need to intervene in the working conditions of professional drivers in order to improve their psychological health and well-being during both pandemic and post-pandemic times, as crisis-related management interventions are necessary to promote health and safety in professional drivers in potentially similar contexts in the future.

Improvement in Outpatient Follow-up With a Postdischarge Phone Call Intervention

INTRODUCTION

Attending clinic appointments after injury is crucial for orthopaedic trauma patients to evaluate healing and to update recommendations. However, attendance at these appointments is inconsistent. The purpose of this study was to assess the effect of a personalized phone call placed 3 to 5 days after hospital discharge on attendance at the first postdischarge outpatient clinic visit.

METHODS

This prospective study was done at an urban level 1 trauma center. One hundred fifty-nine patients were exposed to a reminder phone call, with 33% of patients being reached for a conversation and 28% receiving a voicemail reminder. Phone calls were made by a trained trauma recovery coach, and the main outcome measure was attendance at the first postdischarge clinic visit.

RESULTS

Eighty-six patients (54%) attended their scheduled appointments. Appointment adherence was more common among the group reached for a conversation (70% versus 51% for voicemail cohort and 34% for no contact group). Patients exposed to the Trauma Recovery Services (TRS) during their hospital stay attended appointments more often (91% versus 61%, P = 0.026). Age, sex, mechanism of injury, and distance from the hospital were not associated with specific follow-up appointment adherence. Insured status was associated with higher attendance rates (71% versus 46%, P = 0.0036). Other economic factors such as employment were also indicative of attendance (64% versus 48%, P = 0.05). Current tobacco use was associated with poor appointment attendance (30%) versus 56% for nonsmokers (P = 0.001).

DISCUSSION

Patients reached by telephone after discharge had better rates of subsequent clinic attendance. Economic factors and substance use appear vital to postoperative clinic visit compliance. Patients with met psychosocial needs, as identified by individuals with satisfactory emotional support, and exposure to TRS had the highest rates of postdischarge appointment attendance.

Exposure to a motor vehicle collision and the risk of future back pain: A systematic review and meta-analysis

OBJECTIVE

The purpose of this study is to summarize the evidence for the association between exposure to a motor vehicle collision (MVC) and future low back pain (LBP).

LITERATURE SURVEY

Persistent low back pain (LBP) is a relatively common complaint after acute injury in a MVC, with a reported 1 year post-crash prevalence of at least 31 % of exposed individuals. Interpretation of this finding is challenging given the high incidence of LBP in the general population that is not exposed to a MVC. Risk studies with comparison control groups need to be examined in a systematic review.

METHODOLOGY

A systematic search of five electronic databases from 1998 to 2019 was performed. Eligible studies describing exposure to a MVC and risk of future non-specific LBP were critically appraised using the Quality in Prognosis Studies (QUIPS) instrument. The results were summarized using best-evidence synthesis principles, a random effects meta-analysis and testing for publication bias.

SYNTHESIS

The search strategy yielded 1136 articles, three of which were found to be at low to medium risk of bias after critical appraisal. All three studies reported a positive association between an acute injury in a MVC and future LBP. Pooled analysis of the results resulted in an unadjusted relative risk of future LBP in the MVC-exposed and injured population versus the non-exposed population of 2.7 (95 % CI [1.9, 3.8]), which equates to a 63 % attributable risk under the exposed.

CONCLUSIONS

There was a consistent positive association in the critically reviewed literature that investigated the risk of future LBP following an acute MVC-related injury. For the patient with chronic low back pain who was initially injured in a MVC, more often than not (63 % of the time) the condition was caused by the MVC. These findings are likely to be of interest to clinicians, insurers, patients, governments and the courts. Future studies from both general and clinical populations would help strengthen these results.

Implementing recovery resources in trauma care: impact and implications

Objectives:

To identify resources that patients perceive as helpful to their recovery and to characterize the impact of the Trauma Survivor Network (TSN), a program committed to enhancing recovery through education and engagement.

Design:

Prospective cohort study.

Setting:

Level 1 trauma center.

Patients/Participants:

Four hundred eighty-five patients with musculoskeletal injuries. Two hundred eleven were exposed to TSN resources (Group 1). One hundred thirty-five patients were treated during the same period with no exposure (Group 2, control). One hundred thirty-nine patients were treated 1 to 3 months prior to TSN implementation (Group 3, control).

Intervention:

TSN resources including educational materials, family classes, peer survivor visits, coaching, online services, and support groups.

Main outcome measure:

A survey to assess hospital experience and perceptions about recovery.

Results:

On a Likert scale from 0 to 5, patients were highly satisfied (mean 4.24), with no differences based on TSN exposure. Patients exposed to TSN programming reported greater perceived likelihood of recovery: mean 3.73 vs 3.41 vs 3.38, Group 1 vs Group 2 vs Group 3 (P = .05) and regarding return to daily activities: 3.69 vs 3.49 vs 3.10, P = .003. Fifty-three percent of Group 1 patients exposed to TSN programming utilized peer relationships and 42% read the educational materials provided. Support groups were also popular, with 26% of patients attending at least 1 session. Patients who recalled utilization of TSN services were overall highly satisfied with these services, mean 4.42.

Conclusion:

Patients were overall highly satisfied with their hospital stay, with those exposed to TSN services reporting greater perceived likelihood of recovery and return to daily activities. Development of nontraditional services, including peer visitation and support groups, appears to enhance expectations about recovery.

Investigating the underreporting of pedestrian and bicycle crashes in and around university campuses - a crowdsourcing approach

In this paper, the non-motorized traffic safety concerns in and around three university campuses are evaluated by comparing police-reported crash data with traffic safety information sourced from the campus communities themselves. The crowdsourced traffic safety data comprise of both self-reported crashes as well as perceived hazardous locations. The results of the crash data analysis reveal that police-reported crashes underrepresent non-motorized safety concerns in and around the campus regions. The spatial distribution of police-reported crashes shows that police-reported crashes are predominantly unavailable inside the main campus areas, and the off-campus crashes over-represent automobile involvement. In comparison, the self-reported crash results report a wide variety of off-campus collisions not involving automobiles, while also highlighting the issue of high crash concentrations along campus boundaries. An assessment of the perceived hazardous locations (PHLs) reveals that high concentrations of such observations at/near a given location have statistically significant association with both survey-reported crashes as well as future police-reported crashes. Moreover, the results indicate the presence of a saturation point in the relationship between crashes and PHLs wherein beyond a certain limit, an increasing number of traffic safety concerns may not necessarily correlate with a proportional increase in the number of crashes. These findings suggests that augmenting our existing knowledge of traffic safety through crowdsourcing techniques can potentially help in better estimating both existing as well as emerging traffic safety concerns.

Exposure to a Motor Vehicle Collision and the Risk of Future Neck Pain: A Systematic Review and Meta-Analysis

Objective

To summarize the literature that has examined the association between a motor vehicle collision (MVC) related neck injury and future neck pain (NP) in comparison with the population that has not been exposed to neck injury from an MVC.

Literature Survey

Neck injury resulting from an MVC is associated with a high rate of chronicity. Prognosis studies indicate 50% of injured people continue to experience NP a year after the collision. This is difficult to interpret due to the high prevalence of NP in the general population.

Methodology

We performed a systematic review of the literature using five electronic databases, searching for risk studies on exposure to an MVC and future NP published from 1998 to 2018. The outcome of interest was future NP. Eligible risk studies were critically appraised using the modified Quality in Prognosis Studies (QUIPS) instrument. The results were summarized using best‐evidence synthesis principles, a random effects meta‐analysis, metaregression, and testing for publication bias was performed with the pooled data.

Synthesis

Eight articles were identified of which seven were of lower risk of bias. Six studies reported a positive association between a neck injury in an MVC and future NP compared to those without a neck injury in an MVC. Pooled analysis of the six studies indicated an unadjusted relative risk of future NP in the MVC exposed population with neck injury of 2.3 (95% CI [1.8, 3.1]), which equates to a 57% attributable risk under the exposed. In two studies where exposed participants were either not injured or injury status was unknown, there was no increased risk of future NP.

Conclusions

There was a consistent positive association among studies that have examined the association between MVC‐related neck injury and future NP. These findings are of potential interest to clinicians, insurers, patients, governmental agencies, and the courts.

Level of Evidence

I.

Near-miss crashes and other predictors of motorcycle crashes: Findings from a population-based survey

OBJECTIVE

Crash and injury surveillance studies have identified a range of rider-related factors, including age, sex, licensure, training and experience, as being associated with motorcycle crash risk. The aim of this study was to establish whether these previously identified factors were associated with crash involvement in an Australian-based population.

METHODS

Data obtained from motorcyclists recruited from road authority licensing offices in a population-based survey design were analyzed. In addition to descriptive analysis, survey logistic regression was used to examine predictors of self-reported motorcycle crashes. A statewide population prevalence study of motorcyclists in New South Wales, Australia, was conducted using a multistage stratified random sampling plan. Participants (n = 503) represented 47% of eligible riders invited to participate. The distribution of responses was weighted to represent the population based on motorcycle registrations as a proxy for active motorcyclists, adjusted for age, sex, and variations in sample size and population density between survey sites.

RESULTS

This analysis investigated factors associated with having crashed in the past 12 months. The key predictors of increased crash risk included frequent near-crash experiences (6-10) in the past year (adjusted odds ratio [OR_adj] = 5.3; 95% confidence interval [CI], 1.3-21.8), having 4 or more riding demerit points (OR_adj = 4.1; 95% CI, 1.1-14.7), and motorcycle type and riding purpose. Sports (OR_adj = 2.8; 95% CI, 1.1-7.3) and commuter motorcycles (OR_adj = 4.0; 95% CI, 1.1-15.3) were associated with higher odds of crashes compared to cruiser/touring motorcycles. Those whose purpose for riding frequently involved commuting, high-speed roads, or motorcycle sports had higher odds of being involved in a crash compared to riders who rarely took part in such activities. Rider age, license type, and time holding a motorcycle license were not predictive of crash involvement when other factors were taken into account.

CONCLUSIONS

These findings provide important population-level information and insights about risk exposure for motorcyclists. Taking a more tailored approach to data collection meant that factors associated with crash involvement were identified that are not commonly observed in studies relying on administrative data. In particular, the study highlights the importance of near-crash experiences as warnings to riders and the need to use such experiences as learning opportunities to improve their riding style and safety.

Muscular imbalances and balance capability in dance

Objective

A high unilateral load to the musculoskeletal system is specific for formation dance. Due to the lack of data the aim of this study was the side-related (right – left) analysis of strength- and balance capability subject to injuries, gender and performance standards.

Methods

N = 51 dancers (m: n = 24, f: m = 27) of two performance levels participated in this cross-sectional study. Double-sided tests of the isometric maximal strength of relevant muscle groups and the balance capability were carried out. The tests were supplemented by a self report questionnaire.

Results

Tests of the isometric maximal strength in the elite performance level showed significant differences between either side of the body. As to the balance capability, no significant side-related differences could be found in. Correlations between the strength capability and the injuries could be observed in either group.

Conclusion

The significant strength differences are presumably caused by the right-sided load in the dance-specific movements. The cautious conclusion that movement patterns challenge the stability of either side of the body likewise may be allowed. The increased injury frequency at the muscularly stronger side of the body primarily results from an overload. An additive muscular training should be considered as a preventive measure.

Under-reporting bicycle accidents to police in the COST TU1101 international survey: Cross-country comparisons and associated factors

Police crash reports are often the main source for official data in many countries. However, with the exception of fatal crashes, crashes are often underreported in a biased manner. Consequently, the countermeasures adopted according to them may be inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling. This study utilized data collected in the COST TU1101 action "Towards safer bicycling through optimization of bicycle helmets and usage". The data came from an online survey that included questions related to bicyclists' attitudes, behaviour, cycling habits, accidents, and patterns of use of helmets. The survey was filled by 8655 bicyclists from 30 different countries. After applying various exclusion factors, 7015 questionnaires filled by adult cyclists from 17 countries, each with at least 100 valid responses, remained in our sample. The results showed that across all countries, an average of only 10% of all crashes were reported to the police, with a wide range among countries: from a minimum of 0.0% (Israel) and 2.6% (Croatia) to a maximum of a 35.0% (Germany). Some factors associated with the reporting levels were type of crash, type of vehicle involved, and injury severity. No relation was found between the likelihood of reporting and the cyclist's gender, age, educational level, marital status, being a parent, use of helmet, and type of bicycle. The significant under-reporting - including injury crashes that do not lead to hospitalization - justifies the use of self-report survey data for assessment of bicycling crash patterns as they relate to (1) crash risk issues such as location, infrastructure, cyclists' characteristics, and use of helmet and (2) strategic approaches to bicycle crash prevention and injury reduction.

Accuracy of recall of musculoskeletal injuries in elite military personnel: a cross-sectional study

BACKGROUND

Self-reported data are often used in research studies among military populations.

OBJECTIVE

The accuracy of self-reported musculoskeletal injury data among elite military personnel was assessed for issues with recall.

DESIGN

Cross-sectional study.

SETTING

Applied research laboratory at a military installation.

PARTICIPANTS

A total of 101 subjects participated (age 28.5±5.6 years). Study participants were active duty military personnel, with no conditions that precluded them from full duty.

PRIMARY AND SECONDARY OUTCOME MEASURES

Self-reported and medical record reviewed injuries that occurred during a 1-year period were matched by anatomic location, injury side (for extremity injuries), and injury year and type. The accuracy of recall was estimated as the per cent of medical record reviewed injuries correctly recalled in the self-report. The effect of injury anatomic location, injury type and severity and time since injury, on recall, was also assessed. Injuries were classified as recent (≤4 years since injury) or old injuries (>4 years since injury). Recall proportions were compared using Fisher's exact tests.

RESULTS

A total of 374 injuries were extracted from the subjects' medical records. Recall was generally low (12.0%) and was not different between recent and old injuries (P=0.206). Injury location did not affect recall (P=0.418). Recall was higher for traumatic fractures as compared with less severe non-fracture injuries (P values 0.001 to <0.001). Recall for non-fracture injuries was higher for recent as compared with old injuries (P=0.033). This effect of time since injury on recall was not observed for fractures (P=0.522).

CONCLUSIONS

The results of this study highlight the importance of weighing the advantages and disadvantages of self-reported injury data before their use in research studies in military populations and the need for future research to identify modifiable factors that influence recall.

The association between a lifetime history of low back injury in a motor vehicle collision and future low back pain: a population-based cohort study

PURPOSE

This population-based cohort study investigated the association between a lifetime history of a low back injury in a motor vehicle collision (MVC) and future troublesome low back pain. Participants with a history of a low back injury in a motor vehicle collision who had recovered (no or mild low back pain) were compared to those without a history of injury. Current evidence from two cross-sectional and one prospective study suggests that individuals with a history of a low back injury in a MVC are more likely to experience future LBP. There is a need to test this association prospectively in population-based cohorts with adequate control of known confounders.

METHODS

We formed a cohort of 789 randomly sampled Saskatchewan adults with no or mild LBP. At baseline, participants were asked if they had ever injured their low back in a MVC. Six and 12 months later, participants were asked about the presence of troublesome LBP (grade II-IV) on the Chronic Pain Grade Questionnaire. Multivariable Cox proportional hazards regression analysis was used to estimate the association while controlling for known confounders.

RESULTS

The follow-up rate was 74.8% (590/789) at 6 months and 64.5% (509/789) at 12 months. There was a positive crude association between a history of low back injury in a MVC and the development of troublesome LBP over a 12-month period (HRR = 2.76; 95% CI 1.42-5.39). Controlling for arthritis reduced this association (HRR = 2.25; 95% CI 1.11-4.56). Adding confounders that may be on the casual pathway (baseline LBP, depression and HRQoL) to the multivariable model further reduced the association (HRR = 2.20; 95% CI 1.04-4.68).

CONCLUSION

Our analysis suggests that a history of low back injury in a MVC is a risk factor for developing future troublesome LBP. The consequences of a low back injury in a MVC can predispose individuals to experience recurrent episodes of low back pain.

Injury risks in schoolchildren with attention-deficit/hyperactivity or autism spectrum disorder: Results from two school-based health surveys of 6- to 17-year-old children in Sweden

INTRODUCTION

Injuries are one of the leading causes of death and disability among children in Sweden and attention-deficit/hyperactivity disorder (ADHD) has previously been associated with an increased risk of injury in pediatric populations elsewhere in the world. Current evidence regarding the possible link between autism spectrum disorder (ASD) and injury risk appears limited, even though some potentially risk-increasing symptoms overlap. The purpose of this study was thus to study the association between both ADHD and ASD concerning the risk of injury among Swedish schoolchildren.

METHODS

Two samples were used: a population-based register study containing data from 18,416 children ranging from the ages of 6-17years collected by school nurses during 2012/2014 (Survey A), and a national cross-sectional study of 3202 ninth-grade children (~15years old) collected from 92 schools in 2011 (Survey B). The data were analyzed using χ(2)-tests and log-binomial generalized linear models to obtain risk ratios (RR), comparing cases reportedly affected by ADHD or ASD to unaffected controls.

RESULTS

After adjusting for confounders, ADHD was associated with a 65% increased risk of injury (RR 1.65 [95% CI: 1.32-2.05] in Survey A, and a 57% increased risk of injury (RR 1.57 [95% CI: 1.27-1.95]) in Survey B. ASD was not significantly associated with any differences in injury risk (RR 0.81 [95% CI: 0.57-1.14]).

CONCLUSIONS

The results indicate that there is an elevated injury risk among Swedish schoolchildren with ADHD but not for children with ASD. Future studies should focus on causal mechanisms mediating the association between ADHD and injuries in order to facilitate injury prevention strategies.

PRACTICAL APPLICATIONS

Parents and teachers of schoolchildren with ADHD should be made aware of the elevated injury risks associated with the diagnosis. Safety experts and injury control professionals should consider the development of specialized prevention strategies in order to reduce these risks.

Student motorcyclists' mobile phone use while driving in Vientiane, Laos

To investigate mobile phone use while driving among student motorcyclists in Laos, we conducted a school-based questionnaire survey in central Vientiane in May 2014. Of the 883 high school students who reported to drive motorcycles at least once a week, 40% have ever used phones while driving motorcycles in both sexes. Those phone users had longer driving exposures than non-users, with about half engaging in phone use while driving at least 2 days a week and 70% engaging for 1 min or longer on an average day. They reported not just talking on the phone while driving but operating the phone such as dialling and text-messaging. In some instances, phone use was reportedly involved in their past crash experiences. To formulate a sound policy on this emerging distracting behaviour among motorcyclists, its contribution to the occurrence of overall crashes among motorcyclists should be investigated.

Irritable and defiant sub-dimensions of ODD: their stability and prediction of internalizing symptoms and conduct problems from adolescence to young adulthood

Emerging research has identified sub-dimensions of oppositional defiant disorder - irritability and defiance - that differentially predict internalizing and externalizing symptoms in preschoolers, children, and adolescents. Using a theoretical approach and confirmatory factor analyses to distinguish between irritability and defiance, we investigate the associations among these dimensions and internalizing (anxiety and depression) and externalizing problems (conduct problems) within and across time in a community-based sample of 662 youth (342 females) spanning ages 12 to 18 years old at baseline. On average, irritability was stable across assessment points and defiance declined. Within time, associations of irritability with internalizing were consistently stronger than associations of irritability with conduct problems. Defiance was similarly associated within time with both internalizing and conduct problems in mid-adolescence, but was more highly related to internalizing than to conduct problems by early adulthood (ages 18 to 25). Over time, increasing irritability was related to changes in both internalizing and conduct problems; whereas increases in defiance predicted increases in conduct problems more strongly than internalizing symptoms. Increases in both internalizing and conduct problems were also associated with subsequent increases in both irritability and defiance. Sex differences in these associations were not significant.

It gets better or does it? Peer victimization and internalizing problems in the transition to young adulthood

Consistent research shows that peer victimization predicts internalizing symptoms in childhood and adolescence, but the extent to which peer victimization and its harmful effects on mental health persists into young adulthood is unclear. The current study describes patterns of physical and relational victimization during and after high school, and examines concurrent and prospective associations between internalizing symptoms (depressive and anxious symptoms) and peer victimization (physical and relational) from adolescence to young adulthood (ages 12-27). Data were collected from the Victoria Healthy Youth Survey, a five-wave multicohort study conducted biennially between 2003 and 2011 (N = 662). Physical victimization was consistently low and stable over time. Relational victimization increased for males after high school. Both types of victimization were associated concurrently with internalizing symptoms across young adulthood for males and for females. Although sex differences were important, victimization in high school also predicted increases in internalizing problems over time.

Parental influence on adolescent compliance with graduated driver licensing conditions and crashes as a restricted licensed driver: New Zealand drivers study

AIM

To examine the influence of parental knowledge of, and support for graduated driver licensing (GDL) conditions, parental management of adolescent driving and parental driving behaviour on adolescent compliance with GDL conditions and crashes as a restricted licence driver.

METHOD

This research was part of the New Zealand Drivers Study (NZDS), a prospective cohort study of 3992 newly licensed car drivers. NZDS participants were recruited at the learner licence stage, with follow-up aligned with the GDL stages. At the restricted licence stage 1200 parents of NZDS adolescents, aged 15-17 years at learner licensure, were recruited and completed interviews. 895 of these adolescents progressed to their full licence and completed the full licence interview. These 895 parent-adolescent pairs were the study population in this research. Topics examined included parental knowledge of, and support for GDL conditions, management of adolescent driving (driving rules, adolescent vehicle ownership, delaying licensure), and their own driving behaviours. Outcomes examined were adolescent compliance with GDL restricted licence conditions (night-time and passenger), and crashes as a driver during the restricted licence stage.

RESULTS

After controlling for other variables, factors independently associated with adolescent low compliance with GDL conditions were: low parental knowledge of conditions, parents' implementing few driving rules, adolescent vehicle ownership, and parent crash involvement. Factors independently associated with adolescents being a crash involved driver were: parents' actively delaying licensure, adolescent vehicle ownership, and parent crash involvement.

CONCLUSION

There is increasing recognition of the importance of parental involvement in adolescent driving. The results show that parents are influential in determining adolescent compliance with GDL and risk of crash. Parents can have considerable positive influence on their adolescent's driving through ensuring compliance with the components of GDL, limiting vehicle ownership and by modelling safe driving behaviours.

Evaluating the effectiveness of a post-license education program for young novice drivers in Belgium

The disproportionately large number of traffic accidents of young novice drivers highlights the need for an effective driver education program. The Goals for Driving Education (GDE) matrix shows that driver education must target both lower and higher levels of driver competences. Research has indicated that current education programs do not emphasize enough the higher levels, for example awareness and insight. This has raised the importance of insight programs. On the Road (OtR), a Flemish post-license driver education program, is such an insight program that aims to target these higher levels. The program focus is on risky driving behavior like speeding and drink driving. In addition, the program addresses risk detection and risk-related knowledge. The goal of the study was to do an effect evaluation of this insight program at immediate post-test and 2 months follow-up. In addition, the study aimed to generalize the results of this program to comparable programs in order to make usable policy recommendations. A questionnaire based on the Theory of Planned Behavior (TPB) was used in order to measure participants' safety consciousness of speeding and drink driving. Moreover, we focused on risk detection and risk-related knowledge. Participants (N=366) were randomly assigned to a baseline-follow-up group or a post-test-follow-up group. Regarding speeding and driving, we found OtR to have little effect on the TPB variables. Regarding risk detection, we found no significant effect, even though participants clearly needed substantial improvement when stepping into the program. Regarding risk-related knowledge, the program did result in a significant improvement at post-test and follow-up. It is concluded that the current program format is a good starting point, but that it requires further attention to enhance high level driving skills. Program developers are encouraged to work in a more evidence-based manner when they select target variables and methods to influence these variables.

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

OBJECTIVE

The aim of this study was to determine whether pre-licence driving experiences, that is driving before beginning the licensing process, increased or decreased crash risk as a car driver, during the learner or the restricted licence stages of the graduated driver licensing system (GDLS).

METHOD

Study participants were 15-24 year old members of the New Zealand Drivers Study (NZDS) - a prospective cohort study of newly licensed car drivers. The interview stages of the NZDS are linked to, the three licensing stages of the GDLS: learner, restricted and full. Baseline demographic (age, ethnicity, residential location, deprivation), personality (impulsivity, sensation seeking, aggression) and, behavioural data, (including pre-licensed driving behaviour), were obtained at the learner licence interview. Data on distance driven and crashes that occurred at the learner licence and restricted licence stages, were reported at the restricted and full licence interviews, respectively. Crash data were also obtained from police traffic crash report files and this was combined with the self-reported crash data. The analysis of the learner licence stage crashes, when only supervised driving is allowed, was based on the participants who had passed the restricted licence test and undertaken the NZDS, restricted licence interview (n=2358). The analysis of the restricted licence stage crashes, when unsupervised driving is first allowed, was based on those who had passed the full licence test and completed the full licence interview (n=1428).

RESULTS

After controlling for a range of demographic, personality, behavioural variables and distance driven, Poisson regression showed that the only pre-licence driving behaviour that showed a consistent relationship with subsequent crashes was on-road car driving which was associated with an increased risk of being the driver in a car crash during the learner licence period.

CONCLUSION

This research showed that pre-licensed driving did not reduce crash risk among learner or restricted licensed drivers, and in some cases (such as on-road car driving) may have increased risk. Young people should be discouraged from the illegal behaviour of driving a car on-road before licensing.

Completeness and accuracy of crash outcome data in a cohort of cyclists: a validation study

Background

Bicycling, despite its health and other benefits, raises safety concerns for many people. However, reliable information on bicycle crash injury is scarce as current statistics rely on a single official database of limited quality. This paper evaluated the completeness and accuracy of crash data collected from multiple sources in a prospective cohort study involving cyclists.

Methods

The study recruited 2438 adult cyclists from New Zealand’s largest mass cycling event in November 2006 and another 190 in 2008, and obtained data regarding bicycle crashes that were attended by medical personnel or the police and occurred between the date of recruitment and 30 June 2011, through linkage to insurance claims, hospital discharges, mortality records and police reports. The quality of the linked data was assessed by capture-recapture methods and by comparison with self-reported injury data collected in a follow-up survey.

Results

Of the 2590 cyclists who were resident in New Zealand at recruitment, 855 experienced 1336 crashes, of which 755 occurred on public roads and 120 involved a collision with a motor vehicle, during a median follow-up of 4.6 years. Log-linear models estimated that the linked data were 73.7% (95% CI: 68.0%-78.7%) complete with negligible differences between on- and off-road crashes. The data were 83.3% (95% CI: 78.9%-87.6%) complete for collisions. Agreement with the self-reported data was moderate (kappa: 0.55) and varied by personal factors, cycling exposure and confidence in recalling crash events. If self-reports were considered as the gold standard, the linked data had 63.1% sensitivity and 93.5% specificity for all crashes and 40.0% sensitivity and 99.9% specificity for collisions.

Conclusions

Routinely collected databases substantially underestimate the frequency of bicycle crashes. Self-reported crash data are also incomplete and inconsistent. It is necessary to improve the quality of individual data sources as well as record linkage techniques so that all available data sources can be used reliably.

Commercial vehicles and road safety in Pakistan: exploring high-risk attributes among drivers and vehicles

Road traffic injuries are on the rise in developing countries with a disproportionately high number of crashes involving commercial vehicles. Baseline information on risk factors is necessary to develop targeted prevention programmes. A survey of commercial drivers was conducted at the largest bus and truck station in Rawalpindi, Pakistan. Structured interviews elicited information from 857 drivers on their socio-demographics, high-risk driving behaviours, fatigue, use of drugs while driving, vehicle maintenance and health conditions, as well as crash involvement. A binary logistic regression analysis was used to investigate the factors associated with crash involvement in the last five years. Overall, 92 (11.2%) drivers reported having had a road crash in the last 5 years. Factors independently associated with the occurrence of crashes were alcohol use (OR 2.2, 95% CI 1.1-4.4), poor vehicle maintenance (OR 3.4, 95% CI 1.7-7.01) and lack of seat belt use (OR 2.7, 95% CI 1.3-5.6). The high prevalence of high-risk attributes in the study population indicates a great need for targeted risk prevention.

The role of seating position in determining the injury pattern among unrestrained children involved in motor vehicle collisions presenting to a level I trauma center

BACKGROUND AND OBJECTIVES

Seating position in motor vehicle collisions (MVC) plays a major role in determining the injury pattern in mainly restrained children. However, compliance with child seating and restraint laws is still suboptimal. The role of seating position in predicting injury patterns among unrestrained children has not been previously studied.

DESIGN AND SETTING

Retrospective review based on the trauma registry of a level I trauma center in Riyadh, Saudi Arabia. Data collection was restricted to unrestrained children involved in MVC.

PATIENTS AND METHODS

Between July 2001 and March 2010, 274 records were identified. Detailed information about the collision, child seating position and the use of restraints was cross-verified using parental phone interviews.

RESULTS

Of the 274 identified records, cross-verification was possible for 89 (32.4%) unrestrained children, 64 boys and 25 girls, with a mean (SD) age of 83 (40) months. Of these children, 41 (46.1%) were front seated (FS), and 48 (53.9%) were back seated (BS). There were higher rates of rollover (52.1% vs 24.4%, P=.02), ejection (41.7% vs 22%, P=.05), and occupant death ratio (14.8 vs 4, P=.04) among BS children. However, the two groups did not differ in pediatric trauma scores, Glascow coma scale score, or age distribution. FS children were more likely to present with isolated head, neck or facial injuries (HNFI) (51.2% vs 25%, P=.01), whereas BS children were more likely to suffer long bone or pelvic fractures (LPF) (60.4% vs 36.6%, P=.025).

CONCLUSION

Injury pattern can vary according to seating position among unrestrained children presenting at trauma centers after MVC. While FS children are more likely to present with HNFI, BS children more often sustain LPF. BS children had similar trauma severity compared with FS children despite the higher-impact nature of their MVCs. While highlighting the value of proper restraints use and seating position, these results can be valuable in the initial assessment of traumatized children involved in MVC.

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

Background

A significant proportion of road traffic crashes are attributable to alcohol and marijuana use while driving globally. Sale and use of both substances is illegal in Pakistan and is not considered a threat for road traffic injuries. However literature hints that this may not be the case. We did this study to assess usage of alcohol and marijuana in Pakistani commercial drivers.

Methods

A sample of 857 commercial bus and truck drivers was interviewed in October 2008 at the largest commercial vehicle station in Rawalpindi and Islamabad, Pakistan. Time location cluster sampling was used to select the subjects and a structured questionnaire was used to assess the basic demographic profile, substance abuse habits of the drivers while on the road, and reasons for usage of illicit substances while driving were recorded. Self reported information was collected after obtaining informed consent. Chi square and fisher exact tests were used to assess differences between groups and logistic regression was used to identify significant associations between driver characteristics and alcohol and marijuana use.

Results

Almost 10% of truck drivers use alcohol while driving on Pakistani roads. Marijuana use is almost 30% in some groups. Statistically different patterns of usage are seen between population subgroups based on age, ethnicity, education, and marital status. Regression analysis shows association of alcohol and marijuana use with road rage and error behaviours, and also with an increased risk of being involved in road crashes. The reported reasons for using alcohol or marijuana show a general lack of awareness of the hazardous nature of this practice among the commercial driver population.

Conclusion

Alcohol and marijuana use is highly prevalent in Pakistani commercial drivers. The issue needs to be recognized by concerned authorities and methods such as random breath tests and sobriety check points need to be employed for proper law enforcement.

Validation of self-reported motor-vehicle crash and related work leave in a multi-purpose prospective cohort

Validation studies about self-reported motor vehicle crashes and related work leave are scarce. The Seguimiento Universidad de Navarra (SUN) is a multi-purpose cohort study undertaken in Spain. Motor vehicle crash risk factors are assessed within it. The objective of this study was to validate the incidents of self-reported motor vehicle crashes (MVC) and related work leave through mailing and clinical notes' review. The method included questions in the cohort's questionnaire regarding motor vehicle crash incident and work leave. We made both a re-test and a criterion validity study for self-reported answers. The results show a moderate κ Cohen's correlation coefficient for both events. Re-test reliability κ for MVC was 0.55, for MVC-related work leave it was 0.53. Criterion validity κ was 0.25 for MVC and 0.25 for MVC-related work leave. These results show a moderate agreement for re-test both for MVC and work MVC-related leave. For criterion validity, the results show a fair agreement. The magnitude of the agreement is similar to other similar studies and allows the use of these data in epidemiological studies.

Adolescent, and their parents, attitudes towards graduated driver licensing and subsequent risky driving and crashes in young adulthood

PROBLEM

Although Graduated Driver Licensing Systems (GDLS) have helped reduce young driver crash rates, they remain significantly over-represented in crash statistics. To be effective GDLS rely heavily on support for the legislation by those directly involved; parents to enforce the restrictions and adolescents to comply. There is some evidence that practices regarding GDLS restrictions influence adolescent driving outcomes in the early stage of licensure. However there has been no examination undertaken on the influence of parent and adolescent attitudes toward GDLS on adolescents' driving behavior and crash experiences as they move into their young adult years. The aim of this research was to examine these relationships.

METHOD

This investigation was based on a longitudinal study of a birth cohort, and uses data collected when the cohort members were aged 15, 18, and 21years. At age 15 both adolescent and their parent attitudes toward GDLS were measured. At age 18 adolescent GDLS attitudes were measured again. The association between these measures and self-reported risky driving behavior and crash involvement at age 21 were examined.

RESULTS

Negative attitudes toward the learner supervisor restriction for males, and negative attitudes toward a GDLS for females were strongly associated with risky driving and crash involvement as young adults.

IMPACT ON INDUSTRY

Targeting interventions to improve adolescents and parents understanding of the reasons for graduated licensing and the specific restrictions may improve attitudes and views and thereby contribute to a reduction in risky driving behaviors and crash risk among young adults.

Exposure to traffic and risk of hospitalization due to injuries

Research on the risk of motor vehicle injuries and their relationship with the amount of travel has been only partially analyzed. The few individual exposure assessments are related to very specific subsets of the driving and traveling populations. This study analyzes the relationship between kilometers traveled and hospitalization due to motor vehicle injuries. Twelve thousand three hundred and sixty nine Spanish university graduates from the Seguimiento Universidad de Navarra multipurpose cohort study were evaluated. They had not been hospitalized due to motor vehicle injuries at baseline and were followed up to eight years. Biannual questionnaires allowed for self-reporting of kilometers traveled in motor vehicles, together with incidence of hospitalization. Covariates in the Cox regression models included age and gender and baseline use of safety belt while driving, driving a vehicle with driver-side airbag, driving a motorcycle, and drinking and driving. There were 49,766 participant-years with an average yearly travel of 7,828 km per person-year. Thirty-six subjects reported a first hospitalization event during this time. The adjusted hazard ratio per additional kilometer traveled was 1.00005 (95% confidence interval 1.000013 to 1.000086). Even the smallest of reductions in the amount of kilometers traveled (from an average of 3,250 km per year to 1,000) has a statistically significant protective effect on the likelihood of sustaining hospitalization due to motor vehicle injury (aHR 0.9, 95% CI 0.78 to 0.98). In light of current policies aimed to reduce motorized traffic due to environmental concerns, it may be appropriate to consider the additional health benefit related to reductions in injuries.

Older drivers' road traffic crashes in the UK

A sample of over 2000 crashes involving drivers aged 60 years or over was considered, from three UK midland police forces, from the years 1994-2007 inclusive. Each case was summarized on a database including the main objective features (such as time and place), a summary narrative, a sketch plan and a list of explanatory factors. The main findings were that older drivers have significant problems with intersection collisions and failing to give right of way; these formed the largest single class of crashes in the sample. Possible behavioural explanations for this will be discussed, along with other findings regarding older driver blameworthiness, fatigue and illness, time of day factors, and 'unintended accelerations'.

The association between a lifetime history of a neck injury in a motor vehicle collision and future neck pain: a population-based cohort study

The objective of this population-based cohort study was to investigate the association between a lifetime history of neck injury from a motor vehicle collision and the development of troublesome neck pain. The current evidence suggests that individuals with a history of neck injury in a traffic collision are more likely to experience future neck pain. However, these results may suffer from residual confounding. Therefore, there is a need to test this association in a large population-based cohort with adequate control of known confounders. We formed a cohort of 919 randomly sampled Saskatchewan adults with no or mild neck pain in September 1995. At baseline, participants were asked if they ever injured their neck in a motor vehicle collision. Six and twelve months later, we asked about the presence of troublesome neck pain (grade II-IV) on the chronic pain grade questionnaire. Multivariable Cox regression was used to estimate the association between a lifetime history of neck injury in a motor vehicle collision and the onset of troublesome neck pain while controlling for known confounders. The follow-up rate was 73.5% (676/919) at 6 months and 63.1% (580/919) at 1 year. We found a positive association between a history of neck injury in a motor vehicle collision and the onset of troublesome neck pain after controlling for bodily pain and body mass index (adjusted HRR = 2.14; 95% CI 1.12-4.10). Our analysis suggests that a history of neck injury in a motor vehicle collision is a risk factor for developing future troublesome neck pain. The consequences of a neck injury in a motor vehicle collision can have long lasting effects and predispose individuals to experience recurrent episodes of neck pain.

Comparison of self-reported crashes, state crash records and an on-road driving assessment in a population-based sample of drivers aged 69-95 years

OBJECTIVE

The study evaluated associations between outcome measures used in driving research including self-reported crashes, state crash records, and an on-road driving test (ORT).

METHOD

A total of 750 community dwelling participants aged 69 to 95 were recruited via the electoral roll into a study on injury prevention. Of these, 509 were drivers, and data on self-reported crashes, and either state crash records, or an on-road assessment were available for 488. Crash history data were obtained from state records (five-year retrospective and twelve-month prospective), retrospective self-report (five-year) and prospective monthly injury diaries (twelve months). A subsample completed an on-road driving test.

RESULTS

During the last five years, 22.3% reported a crash, 10.0% reported a crash in the twelve-month follow-up period, 3.2% of the sample had state crash records during the previous five years, and 0.6% had state-recorded crashes during the twelve-month follow-up period. State crash records did not agree with any other outcome measure. Those who scored 5 or less on the ORT were more likely to report a crash in the past five years (55.4% vs. 36.8%; p = .009). Results did not differ when participants with probable dementia were excluded (n = 2).

CONCLUSION

The results suggest that caution should be applied when using state crash records as an outcome measure in driving research and suggest that in the Australian context, retrospective self-reported crashes over five years are preferable when objective measures of driving performance are unavailable.

A longitudinal examination of the relationship between adolescent problem behaviors and traffic crash involvement during young adulthood

Previous research examining the relationship between adolescent problem behaviors and young adult traffic outcomes (crashes, convictions, risky driving) has produced differing results. Possible reasons for this may be the heterogeneity of the crash outcomes (from minor fender-benders to fatal crashes), the gender of the driver, and/or the age of the driver. The aim of this research was to investigate the relationship between adolescent problem behaviors and young adult crashes to determine the extent to which the above factors influenced this relationship. This study was part of the Dunedin Multidisciplinary Health and Development Study (DMHDS), which is a longitudinal study of a cohort (n = 1,037) born in Dunedin, New Zealand, from April 1972 to March 1973. This cohort has been followed up regularly since birth, and the data for the present research were obtained at the 18-, 21-, and 26-year-old follow-up interviews. The problem behaviors examined were those identified by Jessor in the theory of problem behavior, namely, tobacco smoking, marijuana use, alcohol use, delinquent behavior, and unsafe sexual behavior. Data for these measures were obtained in personal interviews when the cohort was aged 18 years. The self-reported crash data were obtained at the age 21 and age 26 follow-up interviews. Driving exposure, academic qualifications, employment, being a parent, and marital status were included as potential confounders. The results show that involvement in adolescent problem behaviors predicted crash involvement at age 21 for the females but not the males and at age 26 for the males but not the females. Possible explanations for these differences by age and gender are discussed.

Personality factors as predictors of persistent risky driving behavior and crash involvement among young adults

OBJECTIVES

The aim of this study was to examine the relationship between personality factors assessed during adolescence and persistent risky driving behavior and traffic crash involvement among young adults.

DESIGN

Data for this investigation were drawn from the Dunedin Multidisciplinary Health and Development Study, a longitudinal study of a cohort born in Dunedin, New Zealand.

SUBJECTS

The study population was 1037 young people born between 1 April 1972 and 31 March 1973.

MAIN OUTCOME MEASURES

The main outcome measures were persistent risky driving behaviors and crash involvement, collected in a face-to-face road-safety interview at ages 21 and 26.

RESULTS

The only outcomes for which there were sufficient numbers of females were a driver involved in any crash and a driver involved in an injury crash. Univariate logistic regression revealed that there were no significant predictors for either of these outcomes. For the males, at the univariate level, aggression, traditionalism, and alienation were the personality scales most frequently associated with risky driving behavior and crash risk. After adjusting for driving exposure, only high levels of aggression predicted being a driver involved in a crash, and alienation predicted being a driver involved in an injury crash.

CONCLUSION

These results suggest that road-safety interventions seeking to deter young adult males from persistent risky driving behavior need to be directed at those who do not endorse traditional views, are aggressive, and feel alienated from the rest of society.

The role of psychosocial, behavioural and emotional factors on self-reported major injuries in Brazilian adolescents: a case-control study

INTRODUCTION

The objective of this research was to investigate the sociodemographic, psychosocial, behavioural and emotional risk factors associated with self-reported major injuries.

METHODS

A case-control study, nested in a two-stage survey, was carried out in two cities of the Distrito Federal, Brazil. Cases were defined as subjects who reported an event resulting in injury or physical harm to the person, about which a hospital was visited or a doctor consulted (major injury), during the period of 6 months preceding the interview. Controls (n=640) were matched to cases (n=231) based on sex and neighbourhood. Information on determinants of injuries was collected by self-completed questionnaires and included sociodemographic, psychosocial, behavioural and emotional variables. Data analysis used conditional logistic regression models.

RESULTS

Controlling for social support and pro-social behaviour, adolescents reporting "abnormal" behaviour and emotional problems had more than three times the chance of reporting a major injury compared to "normal" status adolescents (OR=3.65, 95%CI=1.83-7.32).

DISCUSSION

The findings of this study suggest that preventive strategies, while addressing the broader community and environmental risk factors for injuries, need to address the behavioural and emotional factors associated with these injuries.

Teen driver crash risk and associations with smoking and drowsy driving

Motor vehicle crashes are the leading cause of death for young people in the United States. The goal of this study was to identify risk factor profiles of teen and young adult drivers involved in crashes. General demographic and behavioral as well as driving-related factors were considered. Analysis of a nationally representative telephone survey of U.S. young drivers ages 14 to 22 (N=900) conducted in 2005 was restricted to 506 licensed drivers (learners excluded). Statistically significant univariate associations between factors of interest and the primary outcome, crash involvement (ever) as a driver, were identified and included within a multivariate logistic regression model, controlling for potential demographic confounders. Aside from length of licensure, only driving alone while drowsy and being a current smoker were associated with having been in a crash. Gaining a better understanding of these behaviors could enhance the development of more customized interventions for new drivers.

A comparison of self-reported motor vehicle collision injuries compared with official collision data: an analysis of age and sex trends using the Canadian National Population Health Survey and Transport Canada data

OBJECTIVE

The purpose of this study was to compare the age and sex trends of motor vehicle collision injuries between a nationally representative self-report survey and official police motor vehicle collision report data. To do this, population-based estimates of motor vehicle collision injuries were established using data from the National Population Health Survey (NPHS), a prospective, population-based, longitudinal survey that was compared to Transport Canada's official motor vehicle collision report statistics.

METHODS

Aggregated mean data (1994-1996) were compared for seven age groups (15-19, 20-24, 25-34, 35-44, 45-54, 55-64, and 65+) from both data sets.

RESULTS

No significant differences were found between males' and females' MVC injuries for any age category in the NPHS. A comparison of the NPHS and Transport Canada data found two small (significant) within-sex differences between the data sets, but overall, the analysis largely revealed similar trends for self-reported injury for all age categories and sex.

CONCLUSIONS

The results indicate that the incidence of injuries based on self-report data in a nationally representative sample is similar to official sources of reporting and are thus a valid indicator or motor vehicle collision injury incidence. The results also confirm that injury trends differ from fatality trends.

Attitudes of teenagers and their parents to Pennsylvania's graduated driver licensing system

OBJECTIVES

To determine the attitudes of teens and parents in Pennsylvania (PA) towards the enhanced graduated driver licensing (GDL) system implemented in 2000, and to assess their understanding of teen crash risk.

METHODS

Cross-sectional survey of teen drivers and their parents. Eligible teens were 16 or 17 years old when they obtained their first learner's permits in 2000. A simple random sample of 2500 was obtained from 48,372 meeting inclusion criteria. Questions were based on previous surveys and pre-tested in focus groups.

ANALYSIS

Chi-square, McNemar, or t-tests, as appropriate.

RESULTS

A total of 1561 surveys (811 parents and 750 teens) were included in the analysis. There were no differences between the sample and teen respondents. Their junior license had been achieved by 735 (98%) teens and had been driving unsupervised for a mean of 14.1 months (SD 4.89). Greater than ninety percent (90%) of parents approved of the overall system, the six-month learner phase, and the requirement for parental certification of 50 hours of supervised driving. The teens' reactions were less positive than the parents' (p < 0.001), but only 16% reported a negative overall reaction. 31.4% of the teens reported not completing the required 50 hours of supervised driving. 70.6% of parents felt the nighttime driving restriction was "just right" at 11 pm but 54.0% of teens preferred that it be returned to 12 mn (p < 0.001). When asked about the crash rate for teen drivers, 72.8% of teens and 74.0% of parents chose rates 2 to 100 times less than the reported crash rate (p = 0.8).

CONCLUSIONS

In PA, the primary stakeholders, teen drivers and their parents, were poorly informed about teen crash risk. Parents were very positive and teens are generally neutral or weakly positive about the new restrictions imposed by the enhanced graduated driver licensing system. Better understanding of the crash rate for teen drivers might increase approval of system restrictions, enhance compliance, and further strengthen the system.

The impact of driver distraction on road safety: results from a representative survey in two Australian states

OBJECTIVE

To quantify the prevalence and effects of distracting activities while driving.

DESIGN

Cross sectional driver survey.

SETTING

New South Wales and Western Australia, Australia.

PARTICIPANTS

1347 licensed drivers aged between 18 and 65 years. Data were weighted to reflect the corresponding driving population.

MAIN OUTCOME MEASURES

Prevalence of distracting activities while driving; perceived risks and adverse outcomes due to distractions.

RESULTS

The most common distracting activities during the most recent driving trip were lack of concentration (weighted percentage (standard error, SE) 71.8% (1.4%) of drivers); adjusting in-vehicle equipment (68.7% (1.5%)); outside people, objects or events (57.8% (1.6%)); and talking to passengers (39.8% (1.6%)). On average, a driver engaged in a distracting activity once every six minutes. One in five crashes (21%) during the last three years, involving one in 20 drivers (5.0% (0.7%)), was attributed to driver distraction based on self-report. In the population under study, this equated to 242,188 (SE 34,417) drivers. Younger drivers (18-30 years) were significantly more likely to report distracting activities, to perceive distracting activities as less dangerous, and to have crashed as a result.

CONCLUSIONS

Distracting activities while driving are common and can result in driving errors. Driver distraction is an important cause of crashes. Further research is needed to estimate the risk conferred by different distracting activities and the circumstances during which activities pose greatest risk. These results suggest that a strategy to minimize distracting activities while driving, with a focus on young drivers, is indicated.

A comparison of information on motor vehicle crashes as reported by written or telephone interviews

OBJECTIVE

To compare information about traffic crash injuries and kilometers driven reported in a written questionnaire with information reported in a telephone interview.

DESIGN

Telephone and paper surveys.

SETTING

The Seguimiento Universidad de Navarra (SUN, University of Navarra Follow-up) study, in Spain. The SUN study is an open enrollment cohort study with 17 000 enrolled graduates followed through biennial mailed questionnaires.

SUBJECTS

A sample of 542 individuals from the SUN study participants.

MAIN OUTCOME MEASURE

Agreement on information about traffic crash injuries and mileage driven in a mailed questionnaire and a telephone survey.

RESULTS

Participation was 90.4%. Considering the phone survey as the gold standard, data on traffic crash injuries in the mailed questionnaire had 83% sensitivity (95% CI 77% to 89%), 77% specificity (95% CI 71% to 82%), 74% positive predictive value (95% CI 67% to 80%), and 89% negative predictive value (95% CI 83% to 93%). Agreement beyond chance, measured by the kappa statistic, was 0.63 (95% CI 0.56 to 0.70). Correlation between questionnaire and telephone surveys and kilometers driven on average during a year assessed by the intraclass correlation coefficient was 0.64 (95% CI 0.57 to 0.70), p<0.001.

CONCLUSIONS

Information on sustained traffic crash injuries and traveled mileage over the previous two years as reported through mailed questionnaires in a highly educated population could be used in the study of associations between traffic crash injuries and a variety of risk factors.

Older drivers do not have a high crash risk--a replication of low mileage bias

The widespread claim that older drivers are overly involved in crashes has apparent support from crash data, especially when distance travelled is used as the exposure measure. However, independent of age, drivers travelling more kilometres will typically have lower crash rates per kilometre than those driving fewer kilometres. This paper uses Dutch travel survey data from a large sample of respondents to confirm previous research findings concerning the association between annual mileages driven and crash involvement. When the crash rates of drivers of different ages were compared after being matched for yearly driving distance, most drivers aged 75 years and above were indicatively safer than all other drivers. Only older drivers travelling less than 3000 km per year (just over 10% of all older drivers in the survey) gave any indication of elevated crash rates.

Is there value in using physician billing claims along with other administrative health care data to document the burden of adolescent injury? An exploratory investigation with comparison to self-reports in Ontario, Canada

BACKGROUND

Administrative health care databases may be particularly useful for injury surveillance, given that they are population-based, readily available, and relatively complete. Surveillance based on administrative data, though, is often restricted to injuries that result in hospitalization. Adding physician billing data to administrative data-based surveillance efforts may improve comprehensiveness, but the feasibility of such an approach has rarely been examined. It is also not clear how injury surveillance information obtained using administrative health care databases compares with that obtained using self-report surveys. This study explored the value of using physician billing data along with hospitalization data for the surveillance of adolescent injuries in Ontario, Canada. We aimed i) to document the burden of adolescent injury using administrative health care data, focusing on the relative contribution of physician billing information; and ii) to explore data quality issues by directly comparing adolescent injuries identified in administrative and self-report data.

METHODS

The sample included adolescents aged 12 to 19 years who participated in the 1996-1997 cross-sectional Ontario Health Survey, and whose survey responses were linked to administrative health care datasets (N = 2067). Descriptive analysis was used to document the burden of injuries as a proportion of all physician care by gender and location of care, and to examine the distribution of both administratively-defined and self-reported activity-limiting injuries according to demographic characteristics. Administratively-defined and self-reported injuries were also directly compared at the individual level.

RESULTS

Approximately 10% of physician care for the sample was identified as injury-related. While 18.8% of adolescents had self-reported injury in the previous year, 25.0% had documented administratively-defined injury. The distribution of injuries according to demographic characteristics was similar across data sources, but congruence was low at the individual level. Possible reasons for discrepancies between the data sources included recall errors in the survey data and errors in the physician billing data algorithm.

CONCLUSION

If further validated, physician billing data could be used along with hospital inpatient data to make an important and unique contribution to adolescent injury surveillance. The limitations inherent in different datasets highlight the need to continue rely on multiple information sources for complete injury surveillance information.

Influences during adolescence on perceptions and behaviour related to alcohol use and unsafe driving as young adults

OBJECTIVE

To investigate whether aggression, parent and peer influences, and previous traffic-related experiences at ages 15 and 18 impacted on (a) differences between the perceived safe and estimated legal alcohol consumption limit, and (b) driving while impaired (DWI) behaviour at age 21.

METHOD

The study population was a birth cohort involved in a longitudinal investigation of health and development. At the ages of 15 and 18, study members completed questionnaires assessing parent and peer attachment, experience travelling with an alcohol impaired adult or youth, aggression, and previous crash experience. At age 21, study members were questioned about how much alcohol they perceived they could drink and still drive safely, and whether they had driven after 'perhaps consuming too much alcohol'. For each participant their legal alcohol consumption limit was estimated using their height and weight. Path analysis was used to determine whether variables measured at ages 15 and 18 predicted differences between the perceived safe and estimated legal alcohol consumption limit and driving while impaired, both measured at age 21.

RESULTS

Insufficient females drove while impaired at age 21, who also had complete data on all other variables, to conduct path analysis for this outcome. For males, aggression at ages 15 and 18, travelling with an impaired youth at age 18, and previous crash experience at age 18 predicted DWI behaviour at age 21. Only aggression at age 15 predicted the difference between perceived safe and estimated legal alcohol consumption limit for the males. For females, aggression at ages 15 and 18, and travelling with an impaired adult at age 15 predicted the difference between perceived safe and estimated legal alcohol consumption limit.

CONCLUSION

The results show that aggressive behaviours and adult and/or youth modelling of drink driving behaviours in mid- to late-adolescence are related to differences between perceived safe and estimated legal alcohol consumption limit for both genders and driving while impaired for males.

Behavioural characteristics and accidents: findings from the Health Survey for England, 1997

This study analysed the relationship between major and minor accidents, and major accidents involving a moving vehicle, and behavioural and emotional factors in children, aged 4-15 years, using the Strengths and Difficulties Questionnaire (SDQ), and adjusting for demographic, socio-economic and family type factors. Data from a large representative national sample of about 6000 children were analysed using simple and multiple logistic regression. The analysis shows that the prevalence of SDQ scales, such as hyperactivity and conduct disorder were significantly higher in boys, lower social classes and step- and single-parent families. After adjusting for the demographic, socio-economic and family type factors, children who scored borderline or high for hyperactivity were almost two times more likely to report having major accidents. Children who scored high for hyperactivity and emotional symptoms were one and a half times more likely to report having minor accidents. For major accidents involving moving vehicles, the relationships with the behavioural and emotional factors were generally stronger than for major accidents in general. Hyperactivity, in particular, was significantly associated with the occurrence of major and minor accidents, and major accidents involving moving vehicles. The behavioural risk factors were significantly more common in the lower social classes, families receiving benefits and step- and single-parent families.

Factors associated with severity of motorcycle injuries among young adult riders

STUDY OBJECTIVE

A cohort of 4,729 junior college students in Taiwan was studied to determine risk factors for increased severity of motorcycle injuries.

METHODS

Crash characteristics were collected by using self-administered questionnaires soon after a student was involved in a motorcycle crash. The proportional odds model with generalized estimating equations, with correlated ordinal responses for collisions categorized into not injured, mildly injured, and severely injured categories, was used to determine the odds of injury severity.

RESULTS

A total of 1,889 motorcycle crashes involving 1,284 persons occurred over a 20-month period from November 1994 to June 1996. There were 1,339 noninjuries, 474 mild injuries, and 76 severe injuries. The adjusted odds ratio (OR) of rural to urban roads having a greater level of injury severity was 1.64. Compared with noncollisions, collisions with a moving car (adjusted OR=1.76), a parked car (adjusted OR 1.90), or another stationary object (adjusted OR=2.31) increased the odds for a greater level of injury severity. Riders using Sanyang (adjusted OR=1.63) and Yamaha (adjusted OR=1.39) motorcycles had greater odds of being involved in a crash with a greater level of injury compared with those riding Kymco motorcycles. Darkness (adjusted OR=1.65) and greater speeds (adjusted OR=1.63 to 4.69) also increased the odds of greater injury severity.

CONCLUSION

At the time of motorcycle crashes, factors such as being on rural roads, collisions with a heavier object, some motorcycle makes, darkness, and greater speeds increased the severity of motorcycle injuries among these young adult riders.

Driving beliefs and behaviors of novice teen drivers and their parents: implications for teen driver crash risk

This project was a cross sectional survey of 739 matched family pairs of recently licensed teens and their parents. It was designed to assess the relationship of driving behaviors between parents and teens and to investigate predictors of teen crashes. One third of teens reported being involved in a crash during an average of 14 months of driving while 19.9% reported received a moving violation. Teens reported engaging in most risky driving behaviors more frequently than their parents. Teen and parental driving behaviors were associated, but the level of association was low, suggesting that other factors may outweigh parental influence. In multivariate analysis, only the teen's belief about their crash risk and whether the teen had received a moving violation were associated with reporting a crash.

A survey of forest workers in New Zealand. Do hours of work, rest, and recovery play a role in accidents and injury?

PROBLEM

A number of structural and organizational changes have occurred recently within the New Zealand Forestry Industry, with concerns being raised about the impact of these changes on the forestry worker in terms of fatigue, sleepiness, and compromised safety. This study explored the relationship of fatigue, and some of its key determinants, with accidents and injuries in a group of forestry industry workers in New Zealand.

METHOD

A total of 367 forestry workers responded to a self-administered questionnaire.

RESULTS

Fatigue was found to be commonly experienced at work in the forest, with 78% of workers reporting that they experienced fatigue at least "sometimes." This study found that certain groups of workers reported long working hours, reduced sleep, compromised recovery time, and intensely paced work. The results of logistic regression analysis showed that recent sleep, number of breaks taken during the workday, and specific job/tasks were independently associated with reporting of high fatigue levels at work. Near-miss injury events were significantly more common among those reporting a high level of fatigue at work. Accidents and lost-time injury were associated with length of time at work, ethnicity, and having had near-miss injury events.

DISCUSSION

Together, these results suggest that fatigue and aspects of work organization, which are likely to be fatiguing, may be associated with compromised safety for forest workers.

IMPACT ON INDUSTRY

With an already slim margin of error present in forest operations, an impairment due to increased fatigue may constitute a significant risk factor for accidents and injuries in this workforce. The results indicate the need for further examination of shift and workload management among forestry workers, as well as a role for improving industry awareness about the causes and consequences of fatigue.