Fatal occupational injuries in Jordan during the period 1980 through 1993

All fatal occupational injuries compensated by the Social Security Corporation (SSC) in Jordan during the period 1980–1993 were studied. Variables considered in the analysis included gender, age, nationality, occupation, salary, cause of injury, body part injured and cause of death. The overall fatality rate, of the 705 cases reviewed, was 25.5/100,000/year. The majority (98%) of fatalities were males. The risk of fatal injuries increased with age. Workers over 55 years, had the highest annual fatality rate (37.8). Immigrant workers had a higher fatality rate (32.26) than Jordanians (23.95). Unskilled workers constituted 58.3% of decedents and professionals had the highest fatality rate (52.9). Transportation sector had the highest fatality rate (122.4) followed by construction (50.6). Over the study period, fatality rates tended to decrease significantly in manufacturing, construction and trade economic sectors while no such trend was established by transportation, agriculture and services sectors. The leading causes of fatal injuries were motor-vehicle related accidents (63.0%) and fall of persons (11.1%). Head was the body part most injured and was involved in 46.6% of all deaths. Haemorrhage was the main reported cause of death (24.5%). It is concluded that intervention measures targeting specific occupations (transportation and construction) and causes of fatalities such as motor-vehicle incidents are needed.     

Investigating traffic fatality trends and restraint use among rear-seat passengers in the United States, 2000–2016

Introduction: Motor-vehicle crash is one of the leading causes of unintentional injury death in the United States. Previous studies focused on fatalities among drivers and front-seat passengers, with a limited number of studies examining rear-seat passenger fatalities. The objectives of this study were to assess trends in rear-seat passenger motor-vehicle fatalities in the United States from 2000 to 2016 and to identify demographic factors associated with being unrestrained among fatally injured rear-seat passengers. Methods: Rear-seat passenger fatality data were obtained from the Fatality Analysis Reporting System (FARS) database. The fatality rate ratios for overall rear-seat passengers and for different age and sex groups were determined by comparing fatality rates in 2000 and 2016 using random effects models. Risk ratios of being unrestrained for age and sex groups were obtained using general estimating equations. Results: Compared to 2000, the overall rear-seat passenger fatality rate in 2016 decreased by 44% (95% confidence interval [CI]: 39–49%). In particular, the fatality rate among rear-seat passengers decreased more in males than females, and passengers aged 14–19 years experienced a larger decline than all other age groups. Fatally injured male rear-seat passengers had a higher risk of being unrestrained (adjusted risk ratio: 1.06, 95% CI: 1.04–1.07) than their female counterparts, and both youngest (≤13 years) and oldest (65–85 years) passengers were less likely to be unrestrained than those aged 20–64 years. Conclusions: Overall, fatality rates among rear-seat passengers have declined, with differential degrees of improvement by age and sex. Practical Applications: Continued restraint use enforcement campaigns targeted at teenagers and males would further preserve them from fatal injuries and improve traffic safety for the overall population.     

Youth on racial minority operated U.S. farms, 2008: Demographics and injuries

IntroductionTo obtain injury surveillance data for youth on racial minority operated farms, the National Institute for Occupational Safety and Health developed the Minority Farm Operator Childhood Agricultural Injury Survey (M-CAIS) in collaboration with the U.S. Department of Agriculture.MethodsUsing a regionally stratified telephone survey of U.S. minority operated farm households, M-CAIS data were collected for youth less than 20 years of age.ResultsThere were an estimated 37,443 youth living on racial minority operated U.S. farms in 2008, almost half (46%) of these youth worked on the farm. Racial minority farm operators hired 6,443 youth, and reported an estimated 775,991 youth relative and other visitors on the farm. These youth suffered an estimated 516 injuries (5.9 injuries/1000 farms).ConclusionsHousehold youth had an injury rate of 7.8 injuries/1000 household youth and a work-related injury rate of 6.9 injuries/1000 working household youth.Practical applicationsThe research enables agricultural safety and health researchers, practitioners, and educators to identify priorities and design trainings and interventions to minimize the risk of farm hazards to youth on racial minority farm operations in the United States.     

Are helmet laws protecting young motorcyclists?

PROBLEM: The trend in state mandatory motorcycle helmet laws is away from universal coverage to partial coverage statutes that require only young riders to wear a helmet. Among partial coverage states substantial variation exists in this age requirement. How effective are motorcycle helmet laws at reducing young motorcyclist fatalities? METHOD: The dependent variable is the number of motorcyclist fatalities 15-20 years of age. Fixed effects negative binomial regression models are estimated using panel data for all 50 states and Washington DC, for the period 1975-2004. RESULTS: Universal helmet laws are associated with fatality rates that are 31% lower among motorcyclists 15-20 years of age. In contrast, partial coverage laws targeting young motorcyclists are statistically unrelated to a reduction in the fatality rates of this age group. DISCUSSION: The long-term consequence of the move away from universal helmet laws will be an increased level of risk faced by young motorcyclists. In many states, mandatory motorcycle helmet laws are not protecting even young riders.     

Estimates of fatal chest and abdominal injury prevention in side-impact crashes

The analysis reported in this study shows that the current NHTSA estimates of potential fatality reductions from improved side-impact protection in passenger cars are unrealistically high. This study is based on recent statistical estimates of fatality prevention by eliminating ejection and mitigating interior impact, and on an analysis of the limits of crash protection in fatal side-impact accidents. Because many fatalities involve high impact speed and significant deformation of vehicle side structures, about 70% of the near-side occupant fatalities from chest and abdominal injury are unpreventable by practical design changes. This implies that 30% of current fatalities may be prevented. Estimates of fatality prevention were then made as a fraction of the effectiveness of airbags in frontal crashes. Assuming sideinterior changes that may produce 20% of frontal airbag effectiveness, which is 6% effectiveness and is roughly the same level of safety benefit achieved with the energy-absorbing steering system, 140 fatalities per year would be prevented in all types of side-impact crashes. This estimate is a realistic but formidable goal. It is in striking contrast with NHTSA projection of 1,185 fatality reductions with relatively straightforward design changes. Their projection exaggerates potential safety improvements.     

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.     

Urban street structure and traffic safety

IntroductionThis paper reports the influence of road type and junction density on road traffic fatality rates in U.S. cities.MethodThe Fatality Analysis Reporting System (FARS) files were used to obtain fatality rates for all cities for the years 2005–2010. A stratified random sample of 16 U.S. cities was taken, and cities with high and low road traffic fatality rates were compared on their road layout details (TIGER maps were used). Statistical analysis was done to determine the effect of junction density and road type on road traffic fatality rates.ResultsThe analysis of road network and road traffic crash fatality rates in these randomly selected U.S. cities shows that, (a) higher number of junctions per road length was significantly associated with a lower motor- vehicle crash and pedestrian mortality rates, and, (b) increased number of kilometers of roads of any kind was associated with higher fatality rates, but an additional kilometer of main arterial road was associated with a significantly higher increase in total fatalities. When compared to non-arterial roads, the higher the ratio of highways and main arterial roads, there was an association with higher fatality rates.ConclusionsThese results have important implications for road safety professionals. They suggest that once the road and street structure is put in place, that will influence whether a city has low or high traffic fatality rates. A city with higher proportion of wider roads and large city blocks will tend to have higher traffic fatality rates, and therefore in turn require much more efforts in police enforcement and other road safety measures.Practical applicationsUrban planners need to know that smaller block size with relatively less wide roads will result in lower traffic fatality rates and this needs to be incorporated at the planning stage.     

Occupant Risk,Partner Risk and Fatality Rate in Frontal Crashes: Estimated Effects of Changing Vehicle Fleet Mass in 15 Years

The effect of vehicle fleet mass on car crash fatalities was estimated, using a new mathematical model to isolate vehicle mass from related factors like size, stiffness and inherent protection. The model was based on fatality risk data, impact speed, fleet mass distribution, and collision probabilities. The fleet mass distribution was changed over 15 years to (a) a homogeneous fleet of 1300 kg cars, (b) a bimodal fleet of 600 and 1600 kg cars, and (c) a 300 kg lighter fleet.

Occupant and collision partner fatality risks were estimated for the new fleets. The new fleets were achieved by various strategies, and the average fatality rate was calculated after and during the transition to the new fleet.Occupant fatality risk decreased and partner risk increased as occupants changed to a heavier car. The average fatality rate was 59% higher after the transition to a bimodal fleet mass, and 11 % lower for a homogeneous fleet. A 300 kg lighter fleet had a 8% higher fatality rale, but the strategy influenced the number of fatalities accumulated during the transition. The safest strategy to attain the lighter fleet was to reduce the mass of the heaviest cars first.

It was concluded that vehicle fleet mass significantly affects traffic safety. Downsizing consequences can be compensated for by improving inherent vehicle protection or reducing impact speed. The fatalities during downsizing can be limited by choosing an appropriate strategy.     

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.     

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.     

Factors associated with motorcycle traffic crash fatalities among active duty U.S. Army personnel

Objective: Research on factors associated with motorcycle fatalities among active duty U.S. Army personnel is limited. This analysis describes motorcycle crash–related injuries from 1995 through 2014 and assesses the effect of alcohol use and helmet use on the risk of fatal injury among active duty U.S. Army motorcycle operators involved in a traffic crash, controlling for other factors shown to be potentially associated with fatality in this population.

Methods: Demographics, crash information, and injury data were obtained from safety reports maintained in the Army Safety Management Information System. Traffic crashes were defined as crashes occurring on a paved public or private roadway or parking area, including those on a U.S. Army installation. Analysis was limited to motorcycle operators. Odds ratios (ORs) and 95% confidence intervals (95% CIs) from a multivariable analysis estimated the effect of alcohol use and helmet use on the risk of a fatal injury given a crash occurred, controlling for operator and crash characteristics.

Results: Of the 2,852 motorcycle traffic crashes, most involved men (97%), operators aged 20–29 years of age (60%), and operators who wore helmets (95%) and did not use alcohol (92%). Two thirds of reported crashes resulted in injuries requiring a lost workday; 17% resulted in fatality. Controlling for operator and crash characteristics, motorcycle traffic crashes involving operators who had used alcohol had a 3.1 times higher odds of fatality than those who did not use alcohol (OR =3.14; 95% CI, 2.17–4.53). Operators who did not wear a helmet had 1.9 times higher odds of fatality than those who did wear a helmet (OR =1.89; 95% CI, 1.24–2.89).

Conclusions: Among U.S. Army motorcycle operators, alcohol use and not wearing a helmet increased the odds of fatality, given that a crash occurred, and additional modifiable risk factors were identified. Results will help inform U.S. Army motorcycle policies and training.     

Fatal crash trends for Australian young drivers 1997-2007: Geographic and socioeconomic differentials

Background

Little has been published on changes in young driver fatality rates over time. This paper examines differences in Australian young driver fatality rates over the last decade, examining important risk factors including place of residence and socioeconomic status (SES).

Methods

Young driver (17-25 years) police-recorded passenger vehicle crashes were extracted from New South Wales State records from 1997-2007. Rurality of residence and SES were classified into three levels based on drivers’ residential postcode: urban, regional, or rural; and high, moderate, or low SES areas. Geographic and SES disparities in trends of fatality rates were examined by the generalized linear model. Chi-square trend test was used to examine the distributions of posted speed limits, drinking driving, fatigue, seatbelt use, vehicle age, night-time driving, and the time from crash to death across rurality and socioeconomic status.

Results

Young driver fatality rate significantly decreased 5% per year (p < 0.05); however, stratified analyses (by rurality and by SES) showed that only the reduction among urban drivers was significant (average 5% decrease per year, p < 0.01). The higher relative risk of fatality for rural versus urban drivers, and for drivers of low versus high SES remained unchanged over the last decade. High posted speed limits, fatigue, drink driving and seatbelt non-use were significantly associated with rural fatalities, whereas high posted speed limit, fatigue, and driving an older vehicle were significantly related to low SES fatality.

Conclusion

The constant geographic and SES disparities in young driver fatality rates highlight safety inequities for those living in rural areas and those of low SES. Better targeted interventions are needed, including attention to behavioral risk factors and vehicle age.     

Society's aggression level as a predictor of traffic fatality rate

This research investigated the relationship of violence/aggression and other societal variables to traffic accidents. In the first of two studies, multiple regression was applied to 1977 data from each of the 50 states and the District of Columbia. Traffic fatalities per registered vehicle was the dependent variable. The independent variables were homicide rate, suicide rate, fatality rate from other causes, unemployment rate, personal income, density of physicians, alcohol consumption, motor vehicles per capita, road mileage per vehicle, sex and age distribution of drivers, and attained education. The main finding was that the homicide rate (but not the suicide rate) predicted the traffic fatality rate; additional significant predictors were the proportion of young drivers and the fatality rate from non-motor-vehicle accidents. The two primary predictors (homicides and young drivers) accounted for 64 % of the variance of traffic fatalities. In the second study, validation was performed by using the 1977 regression coefficients to estimate 1978 traffic fatalities. The results indicate that when the 1977 regression coefficients were applied to the 1978 values for homicides and young drivers, they accounted for 49 % of the variance of the 1978 traffic fatalities. The findings are discussed in terms of how society's violence/aggression may contribute to traffic accidents.     

Motor vehicle fatalities among Gulf War era veterans: characteristics, mechanisms, and circumstances

OBJECTIVES: Our objective was to describe fatal motor vehicle crashes (MVC) among veterans of the 1991 Gulf War era and to compare the distribution of crash and individual characteristics between those deployed to the Gulf War (GWV) and those not deployed (NDV). METHODS: We compared individual characteristics, crash mechanisms, and crash circumstances between 765 GWV and 553 NDV who died from MVC within the first five years of the war, between May 1991 and December 1995. RESULTS: Overall, GWV and NDV who died from a MVC were more likely to be enlisted males (97%), 21-30 years old (72%), have a high school education or less (91%), drive a passenger car (52%), and not use restraints (60%). The overall annual rate of motor vehicle fatalities for GWV (23.6 per 100,000; 95% confidence interval: 21.9-25.3) was significantly greater than the rate for NDV (15.9, 95% CI: 14.6-17.3). GWV with the highest motor vehicle fatality rates include males (24.8, 95% CI: 23.0-26.6), 17-20 year olds (105.0, 95% CI: 78.2-138.1), and those not married (27.3, 95% CI: 25.1-30.1). Adjusting for differences in age distribution across GWV and NDV did not account for the difference in rates. Characteristics of MVC fatalities that were over-represented among GWV include serving as regular active duty (p = 0.001), having a high school education or less (p = 0.01), being involved in a single-vehicle crash (p = 0.008), and dying within the first hour following the crash (p = 0.004). Also, we identified a greater proportion of alcohol-related crashes among GWV during the late night and early morning hours. CONCLUSIONS: The highest rates of motor vehicle fatality among young, single males in the military mirror the experience of the general population. Further research is necessary to determine modifiable risk factors that can be targeted for specific interventions and whether the elevated late night alcohol-related crash rate among GWV is an effect of deployment or an inherent population bias among those selected for operational deployments.     

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.     

Unintentional injury deaths in children and youth, 2010–2019

Background: Unintentional injuries are the leading cause of death for children and youth aged 1–19 in the United States. The purpose of this report is to describe how unintentional injury death rates among children and youth aged 0–19 years have changed during 2010–2019. Method: CDC analyzed 2010–2019 data from the National Vital Statistics System (NVSS) to determine two-year average annual number and rate of unintentional injury deaths for children and youth aged 0–19 years by sex, age group, race/ethnicity, mechanism, county urbanization level, and state. Results: From 2010–2011 to 2018–2019, unintentional injury death rates decreased 11% overall—representing over 1,100 fewer annual deaths. However, rates increased among some groups—including an increase in deaths due to suffocation among infants (20%) and increases in motor-vehicle traffic deaths among Black children (9%) and poisoning deaths among Black (37%) and Hispanic (50%) children. In 2018–2019, rates were higher for males than females (11.3 vs. 6.6 per 100,000 population), children aged < 1 and 15–19 years (31.9 and 16.8 per 100,000) than other age groups, among American Indian or Alaska Native (AIAN) and Blacks than Whites (19.4 and 12.4 vs. 9.0 per 100,000), motor-vehicle traffic (MVT) than other causes of injury (4.0 per 100,000), and rates increased as rurality increased (6.8 most urban [large central metro] vs. 17.8 most rural [non-core/non-metro] per 100,000). From 2010–2011 to 2018–2019, 49 states plus DC had stable or decreasing unintentional injury death rates; death rates increased only in California (8%)—driven by poisoning deaths. Conclusion and Practical Application: While the overall injury death rates improved, certain subgroups and their caregivers can benefit from focused prevention strategies, including infants and Black, Hispanic, and AIAN children. Focusing effective strategies to reduce suffocation, MVT, and poisoning deaths among those at disproportionate risk could further reduce unintentional injury deaths among children and youth in the next decade.     

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.     

Progress towards zero,an international comparison: Improvements in traffic fatality from 1990 to 2010 for different age groups in the USA and 15 of its peers

IntroductionIn January 2015, the United States Department of Transportation (USDOT) announced that the official target of the federal government transportation safety policy was zero deaths. Having a better understanding of traffic fatality trends of various age cohorts—and to what extent the US is lagging other countries—is a crucial first step to identifying policies that may help the USDOT achieve its goal.MethodIn this paper we analyze fatality rates for different age cohorts in developed countries to better understand how road traffic fatality patterns vary across countries by age cohort. Using benchmarking analysis and comparative index analysis based on panel data modelling and data for selected years between 1990 and 2010, we compare changes in the rate of road traffic fatality over time, as well as the absolute level of road traffic fatality for six age groups in the US, with 15 other developed countries.Results-ConclusionsOur findings illustrate tremendous variations in road fatality rates (both in terms of the absolute values and the rates of improvement over time) among different age cohorts in all of the 16 countries. Looking specifically at the US, our analysis shows that safety improvements for Youngsters (15-17 years old) was much better than for other age groups, and closely tracked peer countries. In sharp contrast, Children (0-14 years old) and Seniors (+65 years old) in the US, fare very poorly when compared to peer countries. For example, in 2010, Children in the US were a stunning five times more likely to experience a road traffic fatality than Children in the UK.Practical ApplicationsThis startling statistic suggests an immediate need to explore further the causes and potential solutions to these disparities. This is especially important if countries, including the US, are to achieve the ambitious goals set out in Zero Vision initiatives.