The effects of drug and alcohol consumption on driver injury severities in single-vehicle crashes

Objective: It is well known that alcohol and drugs influence driving behavior by affecting the central nervous system, awareness, vision, and perception/reaction times, but the resulting effect on driver injuries in car crashes is not fully understood. The purpose of this study was to identify factors affecting the injury severities of unimpaired, alcohol-impaired, and drug-impaired drivers.

Method: The current article applies a random parameters logit model to study the differences in injury severities among unimpaired, alcohol-impaired, and drug-impaired drivers. Using data from single-vehicle crashes in Cook County, Illinois, over a 9-year period from January 1, 2004, to December 31, 2012, separate models for unimpaired, alcohol-impaired, and drug-impaired drivers were estimated. A wide range of variables potentially affecting driver injury severity was considered, including roadway and environmental conditions, driver attributes, time and location of the crash, and crash-specific factors.

Results: The estimation results show significant differences in the determinants of driver injury severities across groups of unimpaired, alcohol-impaired, and drug-impaired drivers. The findings also show that unimpaired drivers are understandably more responsive to variations in lighting, adverse weather, and road conditions, but these drivers also tend to have much more heterogeneity in their behavioral responses to these conditions, relative to impaired drivers. In addition, age and gender were found to be important determinants of injury severity, but the effects varied significantly across all drivers, particularly among alcohol-impaired drivers.

Conclusions: The model estimation results show that statistically significant differences exist in driver injury severities among the unimpaired, alcohol-impaired, and drug-impaired driver groups considered. Specifically, we find that unimpaired drivers tend to have more heterogeneity in their injury outcomes in the presence potentially adverse weather and road surface conditions. This makes sense because one would expect unimpaired drivers to apply their full knowledge/judgment range to deal with these conditions, and the variability of this range across the driver population (with different driving experiences, etc.) should be great. In contrast, we find, for the most part, that alcohol-impaired and drug-impaired drivers have far less heterogeneity in the factors that affect injury severity, suggesting an equalizing effect resulting from the decision-impairing substance.     

Efficacy of seat-mounted thoracic side airbags in the German vehicle fleet

Objective: Thoracic side airbags (tSABs) deploy within close proximity to the occupant. Their primary purpose is to provide a protective cushion between the occupant and the intruding door. To date, various field studies investigating their injury mitigation has been limited and contradicting. The research develops efficacy estimations associated for seat-mounted tSABs in their ability to mitigate injury risk from the German collision environment.

Methods: A matched cohort study using German In-Depth Accident Study (GIDAS) data was implemented and aims to investigate the efficacy of seat-mounted tSAB units in preventing thoracic injury. Inclusion in the study required a nearside occupant involved in a lateral collision where the target vehicle exhibited a design year succeeding 1990. Collisions whereby a tSAB deployed were matched on a 1:n basis to collisions of similar severity where no airbag was available in the target vehicle. The outcome of interest was an incurred bodily or thoracic regional injury. Through conditional logistic regression, an estimated efficacy value for the deployed tSAB was determined.

Results: A total of 255 collisions with the deployed tSAB matched with 414 collisions where no tSAB was present. For the given sample, results indicated that the deployed tSAB was not able to provide an unequivocal benefit to the occupant thoracic region, because individuals exposed to the deployed tSAB were at equal risk of injury (Thorax Maximum Abbreviated Injury Scale (Tho.MAIS)2+ odds ratio [OR] = 1.04, 95% confidence interval [CI], 0.41–2.62; Tho.MAIS3+ OR = 1.15, 95% CI, 0.41–3.18). When attempting to isolate an effect for skeletal injuries, a similar result was obtained. Yet, when the tSAB was coupled with a head curtain airbag, a protective effect became apparent, most noticeable for head/face/neck (HFN) injuries (OR = 0.59, 95% CI, 0.21–1.65).

Conclusion: The reduction in occupant HFN injury risk associated with the coupled tSAB and curtain airbag may be attributable to its ability to provide coverage over previous mechanisms of injury. Yet, the sole presence of the tSAB showed no ability to provide additional benefit for the occupant's thoracic region. Future work should identify mechanisms of injury in tSAB cases and attempt to quantify improvements in the vehicle's ability to resist intrusion.     

Data mining approach to model bus crash severity in Australia

Introduction: Buses are different vehicles in terms of dimensions, maneuverability, and driver's vision. Although bus traveling is a safe mode to travel, the number of annual bus crashes cannot be neglected. Moreover, limited studies have been conducted on the bus involved in fatal crashes. Therefore, identification of the contributing factors in the bus involved fatal crashes can reduce the risk of fatality. Method: Data set of bus involved crashes in the State of Victoria, Australia was analyzed over the period of 2006–2019. Clustering of crash data was accomplished by dividing them into homogeneous categories, and by implementing association rules discovery on the clusters, the factors affecting fatality in bus involved crashes were extracted. Results: Clustering results show bus crashes with all vehicles except motor vehicles and weekend crashes have a high rate of fatality. According to the association rule discovery findings, the factors that increase the risk of bus crashes with non-motor vehicles are: old bus driver, collision with pedestrians at signalized intersections, and the presence of vulnerable road users. Likewise, factors that increase the risk of fatality in bus involved crashes on weekends are: darkness of roads in high-speed zones, pedestrian presence at highways, bus crashes with passenger car by a female bus driver, and the occurrence of multi-vehicle crashes in high-speed zones. Practical Applications: The study provides a sequential pattern of factors, named rules that lead to fatality in bus involved crashes. By eliminating or improving one or all of the factors involved in rules, fatal bus crashes may be prevented. The recommendations to reduce fatality in bus crashes are: observing safe distances with the buses, using road safety campaigns to reduce pedestrians’ distracted behavior, improving the lighting conditions, implementing speed bumps and rumble strips in high-speed zones, installing pedestrian detection systems on buses and setting special bus lanes in crowded areas.     

扬子石化公司环保信息网的网络结构介绍

介绍了环保信息网的网络结构和应用系统结构。环保信息网络采用以太交换网的总线拓朴结构，系统操作平台为Windows NT4.0，开发工具为Delphi4.0，数据库存储和管理采用SQL server，整个网络通过B/S、C/S和RAS三种方式来共同实现环境统计和监测资料的收集、处理、加工和传输的计算机化和网络化。     

Speed choice versus celeration behavior as traffic accident predictor

INTRODUCTION: The driver celeration behavior theory predicts that this variable is superior to all other variables as a predictor of individual traffic accident involvement, including the ever-important speed parameter. The study was undertaken to test this prediction. Also, it was expected that most variables would associate fairly strongly. METHOD: The use of speed choice as a predictor of individual traffic accident record was discussed, and four different variants of this variable (maximum, net mean, gross mean, and standard deviation of speed) identified. These variables were then compared to celeration behavior as predictors of accident record of bus drivers in the same set of data. RESULTS: Celeration behavior was found to be slightly superior, in accordance with the prediction made from the driver celeration behavior theory, although the differences were not significant. Furthermore, the predictor variables were found to associate fairly strongly between themselves, with the exception of gross mean speed, and to have fair stability over time, especially when aggregated. CONCLUSIONS: These results tentatively confirm some of the predictions made from the driver celeration behavior theory. As the results for accidents were in the expected direction, but not significant, and the maximum speed variable may have suffered from a ceiling effect, the conclusion is provisional. Impact on industry: The correlations found were strong enough to warrant the use of celeration behavior as a predictive variable for transportation companies in their safety work.     

Geographical analysis of commercial motor vehicle hazardous materials crashes on the Oregon state highway system

Crashes on highways frequently cause hazardous material exposure to the public and the environment. We evaluated differences in hazardous materials-related crashes vs. non-hazardous-material-related commercial motor vehicle crashes occurring from 2000 to 2006 on the Oregon state highway network. The two groups were compared for crash characteristics by χ² analysis, and spatial clustering was tested using Ripley's K-function and kernel density estimator analyses. There were 8,622 total commercial motor vehicle crashes, 232 being hazardous-materials related. Hazardous materials-related crashes were not significantly associated with different road surface conditions, weather conditions or cause of crash. Hazardous materials-related crashes were associated more frequently with late evening/early morning hours and under artificial lights or at dusk. The commercial motor vehicle drivers in hazardous materials-related crashes were less frequently at fault than ones in the non-hazardous materials-related crashes. The planar Ripley's K-function indicated non-hazardous materials-related crashes were more clustered than hazardous materials-related ones. Both cohorts clustered at the 12–14 mile range. The kernel density estimator analysis indicated hazardous materials-related clusters are small and discrete along the main highway corridors, non-Hazardous materials-related ones seemed to form elongated confluent clusters along all highways. Since there seem to be few differences between the two cohorts in characteristics of the crashes and the frequency of hazardous materials-related crashes is low compared to the total commercial vehicle crashes, future geographical studies may focus on characteristics of all commercial motor vehicle crashes.     

Motorcyclist perception response time in stopping sight distance situations

One of the most effective engineering measures is the provision of an exclusive motorcycle lane that separates motorcycles from other mixed traffic to reduce traffic congestion and motorcycle crashes. Even though the existing exclusive motorcycle lanes in Malaysia reduced the incidents of motorcycle crashes with other vehicles, the design of this special motorcycle lane was based on a cross reference between a bicycle track and a highway. Thus, a suitable design guide is yet to be developed for the geometrical design of a proper and safer exclusive motorcycle lane. Safe stopping sight distance (SSD) has been recognized as a criterion for road design and should be taken into account. Motorcyclist perception response time (PRT) is the time from detection object until the rider reduces motorcycle speed in braking action is an essential component of motorcycle SSD. Two road experiments were conducted to obtain empirical values of motorcycle PRT to expected and unexpected objects. In the expected condition, 89 motorcyclists applied brake as quickly as possible following activation of a light beside the road. In the unexpected condition, 16 riders responded by braking in response to an obstacle that appeared suddenly in their lane. The mean PRT to expected and unexpected object is 0.71 s and 1.25 s respectively. The 85th percentile PRT to unexpected object is 2.12 s. This study found that most riders are capable of responding to an unexpected object along the roadway in 2.5 s or less. Therefore, PRT of 2.5 s is an appropriate value for motorcycle lane geometric design.     

The Illinois .08 law. An evaluation

Lowering state blood alcohol concentration (BAC) limits to 0.08, though controversial, has been supported by most evaluation studies to date. The Illinois .08 BAC law implemented in 1997 provided a unique opportunity to evaluate the effect of the law without the simultaneous passage of an administrative license revocation (ALR) law, which has clouded some previous evaluations of the .08 laws. The proportion of all drinking drivers in fatal crashes was compared before versus after implementing the .08 law using time-series analysis to evaluate 12 years of fatal crash data for Illinois and five bordering states. The results showed that the proportion of drinking drivers in fatal crashes decreased by 14% in Illinois and increased by 3% in bordering states. The proportion of drinking drivers in fatal crashes in Illinois, though increasing since 1995, was sharply reduced after passage of the .08 law in 1997, saving more than 100 lives in 1998 and 1999 than it would have without the .08 law.     

典型涉污企业周边土壤重金属污染特征及潜在生态风险评价

分析和评价典型涉污企业周边土壤环境质量,对于加强企业用地环境风险管控,实施土壤重金属污染精准防控,进一步保障农产品质量安全具有重要意义。以18类典型涉污企业周边土壤为研究对象,对475家企业周边的2 017个监测样点进行土壤重金属Cd、As、Pb、Hg、Cr、Cu、Zn和Ni元素含量测定,并采用主成分分析法、Hakanson 潜在生态风险指数法进行分析及评价。结果表明:典型涉污企业周边土壤重金属污染以Cd、Pb和As元素为主,各元素含量超过土壤污染风险筛选值的样品比例为9.82%~31.0%,超过土壤污染风险管控值的样品比例为4.46%~13.1%,其次是Zn、Cu、Hg和Ni,Cr无明显污染;主要污染元素Cd、Pb、As、Zn和Cu来自相同污染源且主要分布在有色金属矿采选业(B9)、黑色金属冶炼和压延加工业(C31)、有色金属冶炼和压延加工业(C32)、生态保护和环境治理业(N77)等行业企业周边;黑色金属冶炼和压延加工业(C31)、有色金属矿采选业(B9)、有色金属冶炼和压延加工业(C32)等行业企业周边土壤重金属潜在生态风险等级较高,中等风险及以上比例分别为76.0%、53.0%和54.1%。可见,典型涉污企业周边土壤重金属存在一定程度的污染,尤其是有色金属矿采选业(B9)等采矿业以及黑色金属冶炼和压延加工(C31)等制造业等,污染程度高,潜在生态风险大,需要加强监测和管控。