Sixteen-year-old drivers in fatal crashes, United States, 2003

OBJECTIVE: Key features of graduated licensing were introduced in 46 states and the District of Columbia between 1993 and 2003. State evaluations consistently have reported positive overall effects and positive effects of nighttime and passenger restrictions. Sixteen year-olds are the main target of graduated licensing, and the present study investigated changes in their fatal crash involvement and crash characteristics that have taken place nationally during 1993-2003. By looking at 16 year-olds nationally, the study does not constitute a direct test of the effect of graduated licensing laws per se. METHODS: Data on fatal crashes were obtained from the Fatality Analysis Reporting System. Sixteen year-olds were compared with older drivers. RESULTS: During these years, the extent to which 16-year-old drivers were in fatal crashes decreased substantially compared with older age groups. The drop in the per capita crash rate for 16 year-olds was 26%. The major change was a reduction in crashes involving transporting young passengers, especially in jurisdictions with restrictions that target these crashes. There was no change in the proportion of fatal late-night crashes even in states restricting this activity. CONCLUSIONS: There has been some progress nationally in reducing the crash problem for 16 year-olds, but this still is a big problem. To achieve further progress, the gaps and weaknesses in present graduated licensing laws will need to be addressed.     

Seat Belt Use in States and Territories with Primary and Secondary Laws -- United States, 2006

Problem

Motor-vehicle crashes are a leading cause of death in the United States. In the event of a crash, seat belts are highly effective in preventing serious injury and death.

Methods

Data from the 2006 Behavioral Risk Factor Surveillance System were used to calculate prevalence of seat belt use by state and territory and by type of state seat belt law (primary vs. secondary enforcement).

Results

In 2006, seat belt use among adults ranged from 58.3% to 91.9% in the states and territories. Seat belt use was 86.0% in states and territories with primary enforcement laws and 75.9% in states with secondary enforcement laws.

Discussion

Seat belt use continues to increase in the United States. Primary enforcement laws remain a more effective strategy than secondary enforcement laws in getting motor-vehicle occupants to wear their seat belts.     

Pedestrian fatalities, Atlanta Metropolitan Statistical Area and United States, 2000-2004

Motor vehicle crashes killed almost 5,000 pedestrians in 2005 in the United States. Pedestrian risk may be higher in areas characterized by urban sprawl. From 2000 to 2004, pedestrian fatality rates declined in the United States, but the Atlanta metropolitan statistical area did not experience the same decline. Pedestrian fatality rates for males, Hispanics, and the 15–34 and 35–54 year age groups were higher in Atlanta than in the United States overall. Pedestrian safety interventions should be targeted to high-risk populations and localized pedestrian settings.     

学校安全教育的主要模式、驱动机制与路径选择

学校安全教育模式是保障学校安全教育效果的关键。准确界定学校安全教育模式的概念内涵,精炼概括学校安全教育两种模式—传统模式和现代模式,在学校安全教育系统中应同时采用传统模式和现代模式,使其相互补充则是学校安全教育的发展趋势,并从法律保障—法律、法规和政策的健全、内驱动力—对比较利益的追求、外驱动力—教育现代化三个方面深刻剖析学校安全教育的驱动机制,从而提出学校安全教育的路径选择。     

中美煤矿安全监察执法对比研究

我国煤矿安全生产事故呈现逐年大幅度下降的趋势,对比中美煤炭百万吨死亡率,显示,我国与美国相比还存在比较大的差距。继而,通过分析中美煤矿安全监察执法的特点,发现,中美在安全监察执法、职业培训、执法人员权责、煤矿监管监察技术方面存在不同,并针对这几方面提出了进一步完善我国煤矿安全监察工作的建议,可为完善我国安全监察执法体系提供参考和借鉴。     

Validity of police-reported alcohol involvement in fatal motor carrier crashes in the United States between 1982 and 2005

Objective

To examine the validity of police-reported alcohol data for drivers involved in fatal motor carrier crashes.

Material and Methods

We determined the availability of blood alcohol concentration (BAC) and police-reported alcohol data on 157,702 drivers involved in fatal motor carrier crashes between 1982 - 2005 using Fatality Analysis and Reporting System (FARS) data. Drivers were categorized as motor carrier drivers if they operated a vehicle with a gross vehicle weight rating of greater than 26,000 pounds. Otherwise, they were classified as non motor carrier drivers. The sensitivity and specificity of police-reported alcohol involvement were estimated for both driver types.

Results

Of the 157,702 drivers, 18% had no alcohol information, 15% had BAC results, 42% had police-reported alcohol data, and 25% had both. Alcohol information varied significantly by driver, crash, and vehicle characteristics. For example, motor carrier drivers were significantly more likely (51%) to have BAC testing results compared to non motor carrier drivers (31%) (p < 0.001). The sensitivity of police-reported alcohol involvement for a BAC level ≥ 0.08 was 83% (95% CI 79%, 86%) for motor carrier drivers and 90% (95% CI 89%, 90%) for non motor carrier drivers. The specificity rates were 96% (95% CI 95%, 96%) and 91% (95% CI 90%, 91%), respectively.

Conclusions

The sensitivity and specificity of police-reported alcohol involvement are reasonably high for drivers involved in fatal motor carrier crashes. Further research is needed to determine the extent to which the accuracy of police-reported alcohol involvement may be overestimated because of verification bias.

Impact on the Industry

Based on the results of this study, the federal government should continue to work with states to strengthen their strategies to increase chemical testing of all drivers involved in fatal crashes.     

Occupational electrical injuries in the United States, 1992-1998, and recommendations for safety research

PROBLEM: CFOI and SOII data show that 2,287 U.S. workers died and 32,807 workers sustained days away from work due to electrical shock or electrical burn injuries between 1992 and 1998. METHOD: The narrative, work activity, job title, source of injury, location, and industry for each fatal electrical accident were examined. A primary causal factor was identified for each fatality. RESULTS: Electrical fatalities were categorized into five major groups. Overall, 44% of electrical fatalities occurred in the construction industry. Contact with overhead power lines caused 41% of all electrical fatalities. DISCUSSION: Electrical shock caused 99% of fatal and 62% of nonfatal electrical accidents. Comprising about 7% of the U.S. workforce, construction workers sustain 44% of electrical fatalities. Power line contact by mobile equipment occurs in many industries and should be the subject of focused research. Other problem areas are identified and opportunities for research are proposed. IMPACT ON INDUSTRY: Improvements in electrical safety in one industry often have application in other industries.     

Probability of death,disability, and restricted work activity in United States underground bituminous coal mines, 1975–1981

This study examined relationships between mine and miner characteristics and severity of 82,945 underground bituminous coal mine injuries using logistic regression techniques. Injuries were classified as severe if they resulted in death, disability, or restricted work activity. Supervisory and maintenance personnel were found to have fewer chances of severe injuries than “all other” job classifications. A shaft or slope had a lower association with severe injuries than the face. The probability of a severe injury increased each succeeding year from 1975 through 1981. Mining method was not related to degree of injury. Older miners had the same probability of severe injuries as younger miners. Weeks of experience in mining, on a particular job, and in a specific mine were not related to severity of injuries. Mobile equipment operators had the same chance of severe injuries as miners in “all other” job classifications. Accidents at intersections and “other” locations were as likely to produce severe injuries as those at the face. Elapsed shift time prior to an injury was not related to injury severity. The implications of these findings are discussed and recommendations made for future research.     

美国联邦应急预案演变历程与启示

应急预案是指面对突发事件,如自然灾害、事故灾难、公共卫生事件和社会安全事件,政府及社会各机构、组织团体、社区及家庭个人等事先制定好的应急管理、指挥、响应、救援和恢复等各方面的应对计划。美国联邦应急预案建设起步较早,在曲折发展中积累了大量经验,了解、分析和研究其演变历程,对创新完善我国应急预案工作具有较大的启示借鉴意义。     

美国应急管理的顶层设计及对我国的启示

为研究如何做好一个国家的应急管理顶层设计,以美国的应急管理为例,详细梳理其发展变更,其主要经过了无设计、联邦政府层面的顶层设计和全国层面的顶层设计3个阶段,最终通过建立一套突发事件管理系统,克服了联邦制对应急管理权力运行的阻碍,建立了能够把各级政府和社会力量组织起来、有效应对各种突发事件的应急管理系统,实现了顶层设计的目标.美国的实践,可为我国的应急管理体系建设在充分发挥制度优势、提供法律保障、实现标准化等方面提供借鉴.     

Bicycle helmet use among children in the United States: The effects of legislation, personal and household factors

Introduction

Children ages 5-14 years have the highest rate of bicycle-related injuries in the country. Bicycle helmets can prevent head and brain injuries, which represent the most serious type of bicycle-related injury.

Objectives

This paper compares children's bicycle helmet use to that estimated from an earlier study, and explores regional differences in helmet use by existing helmet legislation.

Methods

This study was a cross-sectional, list-assisted random-digit-dial telephone survey. Interviews were completed by 9,684 respondents during 2001-2003. The subset with at least one child in the household age 5-14 years (2,409 respondents) answered questions about bicycle helmet use for a randomly selected child in their household.

Results

Almost half (48%) of the children always wore their helmet, 23% sometimes wore their helmet, and 29% never wore their helmet. Helmet wearing was significantly associated with race, ethnicity, and child age but was not associated with the sex of the child. Other significant predictors of use included household income, household education, census region, and bicycle helmet law status. Statewide laws were more effective than laws covering smaller areas. The proportion of children who always wore a helmet increased from 25% in 1994 to 48% in 2001-2002. Significant increases in helmet use from 20% to 26% were seen among both sexes, younger (5-9 years) and older (10-14 years) children, and in all four regions of the country.

Conclusions

While there has been substantial progress in the number of children who always wear their helmets, more than half do not. Further progress will require using a combination of methods that have been shown to successfully promote consistent helmet use. Impact on industry: minimal.     

Household youth on minority operated farms in the United States, 2000: exposures to and injuries from work, horses, ATVs and tractors

INTRODUCTION: It is likely that youth living on minority operated farms (<3% of U.S. farms) face hazards similar to the general farm population; however, since minority youth are not well represented by general farm surveys, this information hasn't been confirmed. METHOD: Nonfatal injury and exposure data were obtained from the 2000 Minority Farm Operator Childhood Agricultural Injury Survey (M-CAIS). RESULTS: On racial minority farms, there were an estimated 28,600 household youth. Of these, about 41% worked, 26% rode a horse, 23% drove an ATV, and 23% operated a tractor. On Hispanic farms, there were an estimated 17,998 household youth. Of these, 44% worked, 30% rode a horse, 27% drove an ATV, and 25% operated a tractor. CONCLUSIONS: These results show the value of conducting a survey of minorities to identify high risk groups and target issues that may be unique to the minority farm population.     

Severity of accidents with hazardous materials A comparison between transportation and fixed installations

A review of accident case histories relevant to hazardous materials has been performed. From the literature, 1793 accident case histories involving hazardous materials were identified, most of them from the period 1960–1988. Of these 1793 accidents, 39% happened during transportation. In 682 accidents the consequences included fatalities, and of these 27% involved the transportation of hazardous materials. The accumulated frequency-fatality curves (so-called fN curves) have been constructed and are close to straight lines with a slope of –1, indicating that the probability of having an accident with, for instance, more than one hundred fatalities is approximately ten times lower than the probability of having an accident with more than ten fatalities. The accidents were grouped according to transportation type, and the difference between the various groups was tested using a standard χ² approach. No significant difference between fixed installations and transportation was found for accidents having consequences above three fatalities. Differences were found between Western Europe and North America and the rest of the world. Once an accident has happened, it seems to have more severe effects outside Western Europe and North America, both for transportation accidents and fixed installations. Comparison of fN curves for Western Europe and North America from different time periods did not show significant differences, indicating that once an accident has happened, it has the same probability of escalating now, as it had 20 years ago.     

Characteristics of animal-related motor vehicle crashes in select National Park Service units—United States, 1990–2013

Objectives: Nationally, animal–motor vehicle crashes (AVCs) account for 4.4% of all types of motor vehicle crashes (MVCs). AVCs are a safety risk for drivers and animals and many National Park Service (NPS) units (e.g., national park, national monument, or national parkway) have known AVC risk factors, including rural locations and substantial animal densities. We sought to describe conditions and circumstances involving AVCs to guide traffic and wildlife management for prevention of AVCs in select NPS units.

Methods: We conducted an analysis using NPS law enforcement MVC data. An MVC is a collision involving an in-transit motor vehicle that occurred or began on a public roadway. An AVC is characterized as a collision between a motor vehicle and an animal. A non-AVC is a crash between a motor vehicle and any object other than an animal or noncollision event (e.g., rollover crash). The final data for analysis included 54,068 records from 51 NPS units during 1990–2013. Counts and proportions were calculated for categorical variables and medians and ranges were calculated for continuous variables. We used Pearson’s chi-square to compare circumstances of AVCs and non-AVCs. Data were compiled at the park regional level; NPS parks are assigned to 1 of 7 regions based on the park’s location.

Results: AVCs accounted for 10.4% (5,643 of 54,068) of all MVCs from 51 NPS units. The Northeast (2,021 of 5,643; 35.8%) and Intermountain (1,180 of 5,643; 20.9%) regions had the largest percentage of the total AVC burden. November was the peak month for AVCs across all regions (881 of 5,643; 15.6%); however, seasonality varied by park geographic regions. The highest counts of AVCs were reported during fall for the National Capital, Northeast/Southeast, and Northeast regions; winter for the Southeast region; and summer for Intermountain and Pacific West regions.

Conclusions: AVCs represent a public health and wildlife safety concern for NPS units. AVCs in select NPS units were approximately 2-fold higher than the national percentage for AVCs. The peak season for AVCs varied by NPS region. Knowledge of region-specific seasonality patterns for AVCs can help NPS staff develop mitigation strategies for use primarily during peak AVC months. Improving AVC data collection might provide NPS with a more complete understanding of risk factors and seasonal trends for specific NPS units. By collecting information concerning the animal species hit, park managers can better understand the impacts of AVC to wildlife population health.     

How future trends in societal aging, air bag availability, seat belt use, and fleet composition will affect serious injury risk and occurrence in the United States

The objective of this study was to quantify the importance of societal aging relative to other factors that are known to affect injury risk. An aging population's effect on Maximum Abbreviated Injury Scale (MAIS) 3+ injury trends for passenger car drivers in frontal crashes was projected and compared to the effects of projected changes in fleet composition, changes in seat belt usage, and changes in air bag availability. It was determined that increased frailty due to an aging population will result in 19,816 to 43,568 additional injuries to passenger car drivers in frontal crashes from 1996 to 2012. Aging was shown to have an effect similar to the increased presence of light trucks in the fleet (a cumulative increase of approximately 47,428 injuries). Aging and changing fleet composition were shown to have a smaller effect than the projected increases in seat belt use or air bag availability, though the effect of increased belt use is not much greater than the effect of aging. After 2012, however, air bag availability and seat belt use will plateau, while societal aging will continue.     

Fear,victimization, and stress among urban public school teachers

Data from the National Institute of Education's Safe School Study Report suggested that teachers in American urban public schools are emotionally and physically victimized and that the result is heightened level of stress associated with teaching. This study, which is part of larger, longitudinal project, explores the linkages between reported experiences of victimization by 291 urban public school teachers and task-specific stressors in the performance of the teaching role. The level of reported stress and nature and degree of victimization differ by the grade level taught and the race of the teacher. Generally, minority teachers (black and brown) are less likely to report being stressed or victimized than are white teachers, while elementary school teachers report their work to be most stressful. There is no evidence of a specific causal ordering between fear of victimization and teacher stress. Rather, each may feed upon and facilitate the other.     

The effect of an ergonomic intervention on musculoskeletal, psychosocial, and visual strain of VDT data entry work: the United States part of the international study.

The United States MEPS (musculoskeletal--eyestrain--psychosocial--stress) study consisted of 1 group of 28 female data entry operators. The intervention was in 3 parts: workstation redesign (including advanced ergonomic chairs, motorized adjustable workstations, advanced adjustable keyboards, adjustable copyholders, adjustable footrests, monitor support surfaces) and ergonomic training/coaching and corrective lenses. After the intervention, statistically significant reductions in physical signs (trigger points, neck and shoulder mobility), subjective reports of intensity and frequency of musculoskeletal pain, and subjective reports of visual problems were observed. Static load during the work sample, as assessed by experts, improved after the intervention as did measured postural angles of head and trunk and subjective assessment of users of ergonomic characteristics of the workplaces. For all of these measures, improvements observed 1 month after intervention were also observed in the 1-year follow-up. Trapezius load, as assessed by electromyography (EMG), decreased after intervention, but then increased in the follow-up. The increase was interpreted as a calibration problem.     

Unintentional strangulation deaths from the "choking game" among youths aged 6-19 years - United States, 1995-2007

The "choking game" is defined as self-strangulation or strangulation by another person with the hands or a noose to achieve a brief euphoric state caused by cerebral hypoxia. Participants in this activity typically are youths (Andrew & Fallon, 2007). Serious neurologic injury or death can result from engaging in this activity. Recent news media reports have described numerous deaths among youths attributed to the choking game. Because no traditional public health dataset collects data on this practice, CDC used news media reports to estimate the incidence of deaths from the choking game. This report describes the results of that analysis, which identified 82 probable choking-game deaths among youths aged 6-19 years during 1995-2007. Seventy-one (86.6%) of the decedents were male, and the mean age was 13.3 years. Parents, educators, and health-care providers should become familiar with warning signs that youths are playing the choking game (Urkin & Merrick, 2006). Impact of industry: By learning about the risk factors for and warning signs of the choking game, parents, educators, and health-care providers may be able to identify youth at risk for playing the game and prevent future deaths.