The effects of a mandatory motorcycle helmet law on helmet use and injury patterns among motorcyclist fatalities

BACKGROUND: The National Highway Traffic Safety Administration (NHTSA) has found that motorcycle helmets are 37% effective in preventing death and 65% effective in preventing brain injuries in a crash. Unfortunately, in 1995 Congress lifted federal sanctions against states without helmet laws and since then there have been a number of primary motorcycle helmet laws repealed or weakened. More lives could be saved and serious injuries avoided if there was increased helmet use throughout the United States. METHODS: This study analyzed helmet use and injury patterns among motorcycle riders in the United States involved in fatal crashes from 1995 through 2003 and compared the results between states with and without a primary helmet law. Age, sex, injury severity and helmet use are some of the variables obtained from the Fatality Analysis Reporting System (FARS). RESULTS: In the 20 states and the District of Columbia, which currently have a primary helmet law, 84.0% of fatally injured riders were wearing a helmet. In the 27 states with a secondary helmet law, 36.2% of fatalities used a helmet, and in the remaining three states with no law at all, helmet use dropped to 17.6%. In the two states (Arkansas and Texas) that changed from a primary helmet law to a secondary helmet law in 1997, helmet use decreased from 78.2% in 1996 to 31.7% in 2000. CONCLUSION: If all states were to enact a primary motorcycle helmet law, helmet use would dramatically increase while decreasing the number of motorcyclist head injuries and fatalities. IMPACT ON INDUSTRY: The results of this study will hopefully persuade law makers to enact primary helmet laws in all states throughout the nation. Helmet manufacturers can use this data to design more comfortable helmets while also improving upon the protective qualities of these safety devices.     

Shipyard fatalities in Turkey

The objective of this paper is to investigate causes and incidence rates of 115 fatalities between 2000 and 2010 in Turkish shipyards and to propose mitigation measures. The fatality rate in Turkish shipbuilding industry is unacceptably high, being 3.5 times the average of all industry groups. Classification of fatal occupational accidents revealed five major fatality reasons for the shipbuilding industry; falling from higher elevation to a lower level, exposed to electric shock, fire and/or explosion, being struck by or struck against objects, and caught in between. The highest number of cases of fatal accidents was found among welders, blasters, painters and substructure workers. Statistically analyzed data showed that working on Mondays and Saturdays have special impact on the fatality probability. Also, the number of fatalities is highest in working temperatures above average 25 °C, which covers from June through September. Strategies recommended to minimize the fatalities at shipyards are discussed. Furthermore a risk framework of fatal occupational accidents were drawn so that when working conditions are within the high risk region, extra precautions can be taken in order to minimize the occurrence of accidents and fatalities.     

Risk factors in urban road traffic accidents

INTRODUCTION: The urban road traffic accident (RTA) risks for the city of Zagreb, Croatia, from 1999 through 2000 were analyzed with the aim of reducing the increasing injury incidence. METHOD: Simple and bivariate analysis using chi(2), odds ratio, and confidence interval of 95% was used to determine risks in three outcome groups: killed, severely, and mildly injured. RESULTS: There were 528 RTA victims consisting of 260 severely, 213 mildly injured, and 55 killed at the scene of an accident and during transportation. More fatal accidents occurred during night hours (OR=3.78; 95% CI, 2.08-6.85), on urban road links (OR=2.33; 95% CI, 1.30-4.19), and at exceeding speed limit (OR=2.56; 95% CI, 1.43-4.61). More people were injured than killed on urban junctions (OR=5.27; 95% CI, 2.21-12.57). The highest combined risk of dying or being severely injured was found in males, driving at excessive speed, on urban links, and during bad visibility (OR=16.15; 95% CI, 3.901-66.881). CONCLUSION: These results will influence the urban traffic police enforcement measures, which will change inappropriate behavior of drivers and protect the least experienced road users.     

Occupational accidents with ladders in Spain: Risk factors

Introduction

Occupational accidents suffered by workers in Spain when using ladders were analyzed over a six year period from 2003-2008, during which the total of notified ladder-related accidents amounted to 21,725. Method: Different accident-related factors were identified for the purpose of developing a pattern of those factors that had the greatest influence on the seriousness and the fatality of such accidents. Thus, a series of variables were examined such as age and length of service of the injured worker, firm size, the work sector, the injury suffered, and the part of the body that was injured. Since falls is the most frequent and most serious of ladder related occupational accidents, a special analysis of falls was performed. Results: The findings showed that the seriousness of ladder-related accidents increased with the age of the injured worker. Likewise, accidents at places other than the usual workplace were more serious and registered higher fatalities than those that occurred at the usual place of work. Conclusions: The analysis of falls from ladders established that accidents in smaller-sized firms were of greater seriousness and involved more fatalities than those in larger-sized firms. The investigation also underlined the need for stricter compliance with preliminary safety assessments when working with ladders.     

Visibility-related fatalities related to construction equipment

The construction industry annually experiences one of the highest fatality rates among the industrial sectors in the United States. The factors that contribute to this reputation include the nature of the work, human behavior, the tools and equipment involved, and also the compact work zones. Industrial fatalities are investigated by the Occupational Safety and Health Administration (OSHA). While OSHA groups the causes of fatalities into a few general categories, too little information is gleaned to effectively target specific problem areas.To improve safety performance in the construction industry, it is necessary to understand the underlying causes of accidents. With targeted analysis, patterns emerge and causal factors can be identified. These findings may then be used to form the basis for recommendations that will help to improve construction worker safety. Little research has been conducted in this area.Research was conducted that isolated fatalities in which vision or lack of good visibility was the principle factor or contributing cause. The objective of examining the details surrounding these fatalities was to uncover the contributing factors and to identify the agents that compromised visibility. The study identified 659 fatality accidents from a data pool of 13511 OSHA-investigated cases. It was discovered that blind spots, obstructions and lighting conditions were the most common factors contributing to vision-related fatalities. This research also analyzed the specific conditions associated with particular pieces of construction equipment.     

Trends and causes of fatalities in South African mines

Leger, J.-P., 1991. Trends and causes of fatalities in South African mines. Safety Science, 14: 169–185.The trends and principal causes of occupational fatalities and disasters (defined as six or more fatalities in one incident) in the South African mining industry are analysed. A miner who spends twenty years working underground faces a one in thirty chance of dying in an occupational accident. The gold mine fatality rate has improved only 33% since 1945, whereas in the coal mines it has declined substantially. Fatality rates in the diamond mines remain at levels similar to those of the 1920s. In other mineral mines the rate has increased since the 1930s. The most important cause of fatalities are falls of ground. In gold mines, rockbursts increase the fatality rate to three times the average at depths below 3000 m. Disasters remain a significant contributor to total fatalities, more disasters having occurred in the 1980s than in any other decade this century. In comparison with the accident experience of the United States, New South Wales, West Germany, India and Britain, countries with substantial coal mining industries, the South African underground colliery fatality rate is worse by factors ranging from two to eight times. Recommendations to ameliorate the high rate of fatalities include publication of improved accident statistics; elucidation of the relationship between injury rates and depth; identification of high risk occupations; special attention to be paid to the poor improvements in fatality rate trends for gold, diamond and other mineral mines; the establishment of an independent (government) deep level mining research institute; and more thorough investigations into disasters and analyses of disaster trends.     

Flow diagram analysis of electrical fatalities in construction industry

The current study reanalyzed 250 electrical fatalities in the construction industry from 1996 to 2002 into seven patterns based on source of electricity (power line, energized equipment, improperly installed or damaged equipment), direct contact or indirect contact through some source of injury (boom vehicle, metal bar or pipe, and other conductive material). Each fatality was coded in terms of age, company size, experience, performing tasks, source of injury, accident cause and hazard pattern. The Chi-square Automatic Interaction Detector (CHAID) was applied to the coded data of the fatal electrocution to find a subset of predictors that might derive meaningful classifications or accident scenarios. A series of flow diagrams was constructed based on CHAID result to illustrate the flow of electricity traveling from electrical source to human body. Each of the flow diagrams can be directly linked with feasible prevention strategies by cutting the flow of electricity.     

Relationship between traffic fatalities and drunk driving in Japan

OBJECTIVE: The present study was performed to clarify the relation between alcohol use and traffic fatalities in accidents involving motor vehicles in Japan. METHODS: Data on traffic accidents were collected from Fukuoka Prefectural Police records of traffic accidents which occurred in that prefecture between 1987 and 1996. Multiple logistic regression models were used to assess the effect of alcohol use on the risk of traffic-accident death. RESULTS: The data showed that 58,421 male drivers were involved in traffic accidents during the 10-year study period, and that 271 of these were killed as a result of the accident. Alcohol use was significantly associated with speed, seat belt use, time, and road form. Among male motorcar drivers, the odds ratio of alcohol use before driving, after adjusting for age, calendar year, time, and road form, was 4.08 (95% confidence interval, 3.08-5.40), which means that about 75% of fatalities (attributable risk percent among exposed) might have been prevented if drivers had not drunk before driving. CONCLUSIONS: Alcohol use before driving resulted in a 4.08-fold increase in the risk of death in a traffic accident. It is suggested that alcohol use is considered an important risk factor for fatality in traffic accidents.     

Occupational fatalities due to electrocutions in the construction industry

Introduction

Occupational fatalities due to contact with electricity account for approximately 9% of all deaths in the construction industry and is the fourth leading cause of death in this industry.

Method

Differences in the proportions of electrocutions in the construction industry are significantly different from other industries based upon the age of the worker and the source of the electricity.

Results

This study found that, in the construction industry, the proportion of occupational fatalities due to contact with electric current is significantly higher for workers in the 16 to 19 years old age group. Contact with overhead power lines occurred more frequently with younger workers, while contact with electric wiring, transformers, and related equipment was found to occur more frequently with older workers. The proportion of fatalities due to this event was also found to account for a significantly greater proportion of fatalities in the construction industry overall.

Impact on industry

The proportions of electrocution fatalities in the construction industry were found to be significantly higher for younger workers when compared to all other industries. Focusing prevention measures toward younger workers who work near overhead power lines could have a significant impact upon death rates. For older workers, the focus should be on those who work on or near transformers, electrical wiring, and components. Across the construction industry, implementation of effective lockout-tagout programs, and verification of energy isolation, can prevent approximately 125 fatalities per year in the construction industry.     

Traumatic work-related fatalities in forestry and sawmill workers in Australia

Work-related traumatic forestry and sawmill fatalities were studied as part of a larger study of all work-related traumatic fatalities in Australia from 1982 to 1984. Data on 79 cases were obtained from inspection of coroners' files. The fatality incidence per 100,000 person-years was extremely high for loggers (396), and high for forest service workers (52) and workers employed in sawmills (30), compared to the entire Australian workforce (8.1). Felling/trimming trees, traffic-related activities and operating heavy machinery (forestry workers) and loading/unloading logs and operating bench saws (sawmill workers) were the most common tasks being performed at the time of the fatal injury. Being struck by a falling tree, often one that had been disturbed by the tree being felled, was the most common mechanism of fatal injury. Isolation, poor work practice, errors of judgement, and equipment problems were the most common contributing factors to the fatal incidents. Emphasis on correct work practice and training (especially in felling), equipment maintenance, and availability of communication and medical retrieval in isolated areas are recommended.     

Diseases and motor vehicle fatalities in Finland in 2001 and 2002

OBJECTIVES: The possible connection between diseases among drivers and traffic accidents was examined for traffic safety purposes. METHODS: We studied medical conditions of drivers and passengers in all motor vehicle crashes with fatalities in Finland in 2001 and 2002 by using reports of road accident investigation teams, including autopsy reports. We analyzed a total of 542 crashes with 640 fatalities. Findings were also compared with available epidemiological data in Finland. RESULTS: An insignificant difference in the number of reported diseases was present between the different parties involved in crashes. However, among killed key drivers, so-called A-parties, psychiatric diseases, especially alcoholism, depression, and unspecific mental disorders, were diagnosed more often than in the groups of other drivers or passengers. In addition, A-parties were reported to more frequently suffer from cerebral arteriosclerosis and arterial hypertension. CONCLUSIONS: Drivers' diseases can be a risk factor for traffic accidents. Fitness to drive should therefore be considered in medical practice, particularly in patients with alcoholism and other psychiatric disorders.     

Analysis of fatalities and injuries involving mining equipment

INTRODUCTION: Despite significant reductions, the number of injuries and fatalities in mining remains high. A persistent area of concern continues to be equipment-related incidents. METHOD: Mine Safety and Health Administration (MSHA) and Current Population Survey (CPS) data were used to examine equipment-related injuries over the period 1995-2004. Incidents were reviewed to determine which types of mining equipment were most often involved and to identify and characterize trends. RESULTS: Non-powered hand tools was the equipment category most often involved with non-fatal injuries while off-road ore haulage was the most common source of fatalities. SUMMARY: Younger employees had an elevated risk of injury while workers >55 years had an elevated risk for fatality. A large majority of incidents involve workers with <5 years experience. IMPACT ON INDUSTRY: Results should increase hazard awareness and enable mine management to select and prioritize problem areas and safety system weaknesses in both underground and surface mining.     

人群密度对人群拥挤事故的影响

为了研究公共场所的人群密度与拥挤事故的发生概率.基于连续人群流动模型,从人群密度角度探讨了人群拥挤事故发生的机理.由于不同民族个体生理尺寸的差异,人群最大忍受密度不同,以此作为判断人群拥挤事故的标准,并结合我国情况提出我国人群最大忍受密度为9人/m2.最后模拟了某个拥挤事故场景,用该模型对其进行拥挤事故分析.结果表明,连续人群流动模型可以用于预测拥挤事故的发生,对预防和控制人群拥挤事故具有一定的指导意义.     

空中危险接近事件中的空管风险因素识别

空中相撞是全球航空五大高风险事件类别之一,空中危险接近是导致空中相撞事故的必然环节之一.为了找出导致空中危险接近发生的空管风险因素,厘清其中的关键因素并进行控制,从系统角度建立了空中危险接近的系统控制结构,构建了空中危险接近中空管风险因素的STAMP-HFACS分析框架.利用该框架得到了管制指挥的机型复杂性、指挥席错发指令、注意力分配不当和排班不合理等22个空中危险接近事件的空管风险因素.使用德尔菲法确定了各因素间的直接影响关系,通过模糊DEMATEL法确定了指挥席错发指令、管制员精神压力大、注意力分配不当、情景意识不足、管制指挥航班流量峰值、扇区结构复杂度和管制员疲劳等是较为重要的风险因素.同时,确定了管制指挥航班流量峰值、自动化系统告警反馈不充分、扇区结构复杂度、管制指挥的机型复杂性、恶劣气象条件和所指挥航班的机组不守听等9项基础性因素是其他因素的原因.     

Field data: distributions and costs of road-traffic fatalities in South Africa

BACKGROUND: Road-traffic crashes and fatalities constitute major social and economic issues in South Africa. They are a major cause of morbidity and mortality comparable to HIV/AIDS, homicides, and some chronic diseases. METHODS: Road-traffic accident data for the year 2003 obtained from the Department of Transport, Pretoria, South Africa were used for this study. The valuation of the costs of road-traffic crashes and fatalities in South Africa is based on the gross output or human capital approach. RESULTS: 10,197 fatal road crashes and 12,353 fatalities were reported during the study period. More than 50% of the fatal road crashes and fatalities occurred in only three out of 11 provinces. The Northern Cape, which is the least populated province, had the highest fatal road crashes per 100,000 population and fatalities per 100,000 population. The number of road-traffic fatalities in the rural areas was 2.7 times that in the urban areas. The total costs of the road-traffic fatalities which was about R 8 billion (>US$ 1 billion) is about 0.6% of the country's nominal GDP for 2003. 60% of the cases and costs of road-traffic fatalities involved persons aged 20-39 years, although this age group is only 27% of the country's population. The rural areas accounted for 73% and the urban areas 27% of the total costs of fatal road-traffic crashes. CONCLUSION: Those living in the rural areas of the South African society and those aged 20-49 years constitute high-risk groups of road-traffic crashes and fatalities. They are also responsible for most of the attendant costs of fatal crashes and fatalities in the country.     

Epidemiology of subway-related fatalities in New York City, 1990-2003

Problem

Subway transit is a relatively safe mode of transportation, yet compared to all other forms of mass transit in the United States (U.S.), subways have the highest fatality rate. The aim of this paper is to characterize subway-related fatalities in order to identify opportunities for risk reduction.

Method

Medical examiner records for all New York City (NYC) subway-related deaths (1990-2003) were reviewed. Data were abstracted on decedents' demographics and autopsy findings, including laboratory findings.

Results

There were 668 subway-related fatalities, of these, 10 (1.5%) were homicides, 343 (51.3%) were determined to be suicides, and 315 (47.2%) were accidental. Although decedent characteristics varied between fatality categories, they were not particularly informative with regard to prevention.

Conclusion

Prevention strategies that focus on structural controls are likely to be most efficacious in improving the overall safety of the NYC subway systems.

Impact on industry

These findings suggest that structural rather than individual-level interventions would be most successful in preventing subway fatalities.     

The alcohol beverage purchase age and single-vehicle highway fatalities

In this study the relationship between the alcohol beverage purchase age and single-vehicle fatalities is examined. Two separate analyses, a bivariate cross-tabulation and a multiple regression, support the finding of a positive relationship between the purchase age and single-vehicle fatalities. This finding is explained by the neighboring state effect, i.e., minors in jurisdictions with high purchase ages drive to neighboring jurisdictions with lower age restrictions to purchase alcoholic beverages. A uniform national purchase age is recommended as a countermeasure.     

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

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