Occupational accidents among elderly farmers in Sweden

The workforce in many countries nowadays is becoming older due to demographic change. Compared with many other occupations, farmers often work until a higher age. This study analysed occupational accidents to farmers in Sweden from an age perspective using data on 223 work injuries on farms and 990 road accidents involving tractors. The results showed that older farmers were not significantly more often injured than younger farmers, but appeared to suffer more hits and kicks from animals and were involved in more vehicle accidents than younger farmers. Older tractor drivers were more often involved in road turning accidents and in overtaking accidents involving private cars. Older farmers also sustained more skeletal injuries and took longer to heal after an accident.     

THE EFFECTS OF AUTOMOBILE RECALLS ON THE SEVERITY OF ACCIDENTS

The number of automobile recalls in the United States has substantially increased over the last two decades, and after a record of over 30 million cars recalled in 2004, in the last few years it has consistently reached between 15 and 17 million, and in 2010 alone 20 million cars were recalled. Toyota's recall crisis in 2010 illustrates how recalls can affect a large number of American drivers and the defects connected to them can result in loss of life and serious accidents. However, in spite of the increase in public concern over recalls and the loss of property and life attached to them, there is no empirical evidence of the effect of vehicle recalls on safety. This paper investigates whether vehicle recalls reduce accidental harm measured by the severity of injuries in vehicle accidents. The results of our analysis show that if a recall for a new‐year model is issued, then the severity of injuries of accidents continuously diminishes during the first year after the recall, something we do not find among cars not subject to recalls. This is because defects are repaired over time but also because drivers react by driving more carefully until the defects are fixed. To minimize the losses attached to having dangerously defective cars on our roads, both quick and timely recall issuance are needed and more detailed information on defects should be delivered to owners of defective vehicles. The latter can be made possible through simple but important policy changes by the U.S. government regarding recall information sharing with drivers and insurance companies. (JEL L51, L62)     

The binomial work-health in the transit of Curitiba city

The working activity in traffic of the big cities complex interacts with the environment is often in unsafe and unhealthy imbalance favoring the binomial work - health. The aim of this paper was to analyze the relationship between work and health of taxi drivers in Curitiba, Brazil. This cross-sectional observational study with 206 individuals used a questionnaire on the organization's profile and perception of the environment and direct observation of work. It was found that the majority are male, aged between 26 and 49 years and has a high school degree. They are sedentary, like making a journey from 8 to 12 hours. They consider a stressful profession, related low back pain and are concerned about safety and accidents. 40% are smokers and consume alcoholic drink and 65% do not have or do not use devices of comfort. Risk factors present in the daily taxi constraints cause physical, cognitive and organizational and can affect your performance. It is concluded that the taxi drivers must change the unhealthy lifestyle, requiring a more efficient management of government authorities for this work is healthy and safe for all involved.     

The impact of in-vehicle cell-phone use on accidents or near-accidents among college students

With in-vehicle use of cell phones rapidly increasing, the safety of young drivers, who represent 14% of licensed drivers but 26% of drivers involved in fatal crashes, may be disproportionately threatened. The authors used a questionnaire to examine the association between in-vehicle cell-phone use and accidents or near-accidents among 1,291 conveniently recruited college students in 4 states. Of the 1,185 respondents who were drivers, 87% had a cell phone, and 86% of the cell-phone owners reported talking while driving at least occasionally. Of the 762 reported accidents or near-accidents, 21% (n = 159) involved at least 1 of the drivers talking while driving. Chi-square tests and logistic regression analyses showed that the frequency, not the duration, of drivers talking while driving was related to experiencing accidents or near-accidents. Differences between drivers who used cell phones and nonusers in unsafe driving behaviors and attitudes were also examined, and target groups for intervention efforts against talking on a cell phone while driving are suggested.     

How shall we design the future vehicle for Chinese market

Surface transportation system is developing very fast in China and the number of vehicles is increasing quickly as well. This development creates a lot of problems on traffic safety and the number of accident is also increasing. In this paper, we made deep analysis of different possible causes of safety problems through three aspects: the traffic environment and infrastructure, in-vehicle information system design and the characteristics of drivers. There are many factors in each aspects may contribute to the transportation safety problems. Problems with infrastructure design and traffic design contribute over 50% of the traffic accident. Another important factor is that people has very little traffic safety concept and very weak on understanding the important of right behavior on the road. This paper has pointed the urgent needs to study the human factors in road and transportation system and vehicle HMI design, as there are very few such studies available in literature based on Chinese situation. The paper also proposed the needs to develop proactive educational system that can promote driver's understanding of traffic safety and to take the right action during drive.     

Cost analysis of global road traffic death prevention: Forecasts to 2050

Road traffic safety initiatives are gaining momentum worldwide as more governments and international organizations recognize the implications of traffic accidents on economic and human development. In 2015, as part of its Sustainable Development Goals, the United Nations Development Programme set a global target (3.6) to halve the number of traffic deaths and injuries by 2020. This article uses the International Futures integrated forecasting system to explore the plausibility of achieving that goal and the potential forward linkages of such an intervention. We find that halving annual deaths caused by road traffic accidents is likely to be overly ambitious, and examine more reasonable road traffic death‐rate targets using an approach derived from road traffic death rates relative to income level.     

Accidents related to the use of products and services in the city of São Luis, Brazil

This article presents a study on the accidents related to the use of products and services, as recorded at two emergency hospitals at the city S?o Luís, Brazil. The goal of the study was to evaluate the main types and causes of unintentional accidents as well as the more frequent injuries for further improvement of products and services. The study evaluated the victims profile (gender and age), the circumstances (activity, local and time) that lead to the accidents and the type of resulted injury. Non-parametric statistics showed that 83.64% of the accidents were related to products (57.6% of them being consumer products) and 8.6% are related to maintenance services. 57.6% of the victims were children under 15 years old, and 58.4% were male. 50.2% of accidents occurred at home, more often (44.7%) in the afternoon. The most common injury was musculoesqueletal (48.6%), 49.0% being cranioencephalic trauma and 15.2% fractures.     

Medical impairing injuries among Swedish firefighters

Using insurance data, medically impairing injuries sustained by 111 firefighters were analyzed. The injury incidence per year among full-time working firefighters was 39 per 10 000, and among part-time working firefighters 6 per 10 000. More than half (51%) were injured during fitness training, 14% during job training, and 13% during emergency response, while 4% were injured in traffic crashes and 18% in other injury events. Soccer and floorball caused 82% of all fitness injuries, of which more than half were meniscal or sprain injuries of knees or ankles. None of those injured during emergency response suffered from burn injuries, however during job training 4 sustained burns. Less injurious fitness training and practice activities could greatly reduce impairing injuries among firefighters and consequently reduce economical losses and disability.     

EARLY EVIDENCE ON RECREATIONAL MARIJUANA LEGALIZATION AND TRAFFIC FATALITIES

Over the last few years, marijuana has become legally available for recreational use to roughly a quarter of Americans. Policy makers have long expressed concerns about the substantial external costs of alcohol, and similar costs could come with the liberalization of marijuana policy. Indeed, the fraction of fatal accidents in which at least one driver tested positive for tetrahydrocannabinol has increased nationwide by an average of 10% from 2013 to 2016. For Colorado and Washington, both of which legalized marijuana in 2014, these increases were 92% and 28%, respectively. However, identifying a causal effect is difficult due to the presence of significant confounding factors. We test for a causal effect of marijuana legalization on traffic fatalities in Colorado and Washington with a synthetic control approach using records on fatal traffic accidents from 2000 to 2016. We find the synthetic control groups saw similar changes in marijuana-related, alcohol-related, and overall traffic fatality rates despite not legalizing recreational marijuana. (JEL K42, I12, I18)     

Physical, social and emotional function after work accidents: a medicolegal perspective

The aim of this study was to analyse social and functional consequences of work accidents in a group of workers' compensation claimants who had been referred from the National Insurance Administration for a medicolegal assessment. The injured workers were evaluated on average 3 years after their accidents. Their medical records were analysed, and each injury was scored according to the Abbreviated Injury Scale (AIS). Participants completed the Short Form Questionnaire (SF-36). Factors relating to outcome on SF-36 were analysed using univariate and multivariate methods. 191 claimants returned the SF-36 (62%), 83% of the respondents had an AIS score of less than two, 33% reported working full time. Compared to population-based norms, the respondents reported significantly reduced health on all eight scales of SF-36. Better health and function was mainly associated with a higher level of education and more serious injuries. The extent of social support in the workplace after the accident was only partly related to outcome. The importance of psychosocial factors when making injury assessments in a medicolegal setting is highlighted.     

Indonesian railway accidents--utilizing Human Factors Analysis and Classification System in determining potential contributing factors

The prevalence of Indonesian railway accidents has not been declining, with hundreds of fatalities reported in the past decade. As an effort to help the National Transportation Safety Committee (NTSC), this study was conducted that aimed at understanding factors that might have contributed to the accidents. Human Factors Analysis and Classification System (HFACS) was utilized for this purpose. A total of nine accident reports (provided by the Indonesian NTSC) involving fatalities were studied using the technique. Results of this study indicated 72 factors that were closely related to the accidents. Of these, roughly 22% were considered as operator acts while about 39% were related to preconditions for operator acts. Supervisory represented 14% of the factors, and the remaining (about 25%) were associated with organizational factors. It was concluded that, while train drivers indeed played an important role in the accidents, interventions solely directed toward train drivers may not be adequate. A more comprehensive approach in minimizing the accidents should be conducted that addresses all the four aspects of HFACS.     

The potential role of physical activity on driving performance and safety among older adults

The elderly represent the fastest growing driving population. Older drivers have a high crash rate per distance traveled, a high risk of injury or death in traffic accidents, and are commonly found to be ‘at fault’ in crashes. This reality has focused more interest on issues associated with the fitness to drive and the safety of older drivers. Many older adults depend greatly on their personal vehicle for transportation and suffer a marked loss of quality of life when, as a consequence of no longer being able or permitted to drive, their mobility becomes significantly restricted. The reasons for the deterioration of driving performance that occur during the aging process are multi-factorial and a great deal of research has focused on the identification of those factors. Nevertheless, some studies incorporating training programs have tried, with some success, to improve the driving-related abilities of older drivers. It has been demonstrated that physical activity can promote several skills that are associated with driving performance in older drivers. Few studies, though, have conducted exercise interventions among older drivers intended to enhance their driving-related abilities and promote road safety. In this context, the purpose of this work consists of examining the perceptual, cognitive, health, and physical factors related to fitness to drive in older adults and identifying possible strategies that can enhance their driving-related abilities. Moreover, potential mechanisms underlying the relationship among physical activity, driving ability, and road safety are discussed.     

Moving targets: bicycle-related injuries and helmet use among university students.

We conducted a cross-sectional study to evaluate bicycling habits and helmet use in a sample of university students in a southwestern state university. Thirty-one of 100 students in our sample owned bicycle helmets; of these, 17 (54.8%) wore helmets during most (more than three fourths) of their bicycle trips. Almost half of the students reported that more than 25% of their bicycling was done in heavy traffic but they rarely used bicycle trails. Sixty-five students in the sample had sustained at least one minor injury during the previous 5 years, and 18 had been hospitalized as a result of bicycle-related injuries. We found no substantial differences between male and female subjects in bicycle-related hospitalizations, although male subjects were more likely to sustain minor injuries than were females. Helmet ownership was most strongly associated with previous injury experience, especially hospitalization resulting from bicycling injuries (OR = 3.6; 95% CI = 1.3, 10.1). We also observed an association between helmet ownership and possession of insurance coverage for bicycling injuries (OR = 3.0; 95% CI = 1.2, 7.6). Ethnicity was a factor in helmet ownership--helmets were owned by 26 of 69 (37.7%) of non-Hispanic whites, in contrast to 1 of 24 (4.2%) of all other ethnic groups combined. Our survey data suggest that perceived risk is an important factor in bicyclists' use of safety helmets.     

Impact of formal and informal deterrents on driving behavior

This paper explores, using panel data of traffic accidents in Japan, how formal and informal deterrence affect driving manners. I found through fixed effects and fixed effects 2SLS estimations that formal deterrents, such as police, cause drivers to drive attentively but that this effect is not inversely associated with dangerous driving. Informal deterrents, on the other hand, impede dangerous driving but do not induce drivers to drive more attentively.     

DO CELL PHONE BANS CHANGE DRIVER BEHAVIOR?

In response to concerns that distracted driving due to cell phone use has become a threat to roadway safety, many states have passed laws that prohibit drivers from texting and talking on handheld cell phones. In light of recent evidence that these bans do not reduce traffic accidents, this article asks whether this is because the laws are ineffective in reducing usage. Using data on observed driver cell phone usage combined with a difference‐in‐differences approach that exploits the within‐state variation in the adoption of bans, I find that prohibiting drivers from texting and talking on handheld cell phones reduces each by 60% and 50%, respectively. This suggests the policy is effective at reducing the targeted behavior, which leads me to discuss other factors and behavioral responses that may counteract the reduction in observed usage (JEL K32, D04, R41).     

DOES SOCIAL CAPITAL PROMOTE SAFETY ON THE ROADS?

I present evidence that social capital reduces traffic accidents and related death and injury, using data from a 10‐year panel of 48 U.S. states. The econometric challenge is to distinguish the causal effects of social capital from bias resulting from its correlation with unobservable characteristics by state that influence road risks. I accomplish this by employing snow depth as an instrument, and by restricting attention to summertime accidents. My results show that social capital has a statistically significant and sizable negative effect on crashes, traffic fatalities, serious traffic injuries, and pedestrian fatalities that holds up across a range of specifications. (JEL R41, I18, Z13)     

A five year retrospective analysis of occupational injuries and incidence reported at a research intensive Canadian university

Limited information of occupational injury statistics within academic settings exists. Universities and colleges are an important and insightful work environment due to the varied nature of the work performed by employee groups. The objective of this study was to describe occupational injuries for all work groups in a large research intensive university. A retrospective database analysis was conducted on 2029 employee incident reports over a five year period (2000-2004) to determine general and departmental prevalence of injury types, locations, and mechanisms. Demographic analysis revealed an average age of 42 years and 9 years of work experience. Overall, the most frequent injuries were to the hand (40%), were musculoskeletal in nature (42%), and resulted from being "struck or contacted by" (33%). The greatest number of incidents occurred in food services, followed by physical plant and staff services. Closer examination of incidents reported by food services indicated 53% of injuries occurred to the hand and 72% required first aid. Notable too was that 19% of physical plant injuries occurred to the back, but these reports accounted for 40% of total back injuries and 50% of all lost time claims in the total database. Further epidemiological research in academic institutions is needed to better understand the inherent injury risk in this work sector.     

WHEN SHOULD DRIVERS BE ENCOURAGED TO CARPOOL IN HOV LANES?

Policies to encourage carpooling in high‐occupancy vehicle (HOV) lanes have been adopted in the United States to lower congestion and reduce air pollution. We analytically model highway congestion and other vehicle‐related externalities. Encouraging carpooling decreases total costs when congestion relief in mainline lanes outweighs increased HOV lane congestion. Importantly, entry of new drivers via induced demand can negate the benefits of increased carpooling. Using 10 years of traffic data from Los Angeles we estimate time and route‐specific marginal external costs. Because costs vary substantially across routes, hours, and days, current policies to promote carpooling will often increase social costs. (JEL R41, R48, Q53)     

Alcohol-Related Vehicular Death Rates for College Students in the Commonwealth of Virginia

Abstract

Objective: Determine rate of college student alcohol-related vehicular traffic fatalities in Virginia during 2007. Participants: Undergraduates at colleges and universities in Virginia. Methods: Institutions with membership in the American College Health Association were invited to participate in a survey. Data collected from institutional reports of student deaths due to vehicular accidents. Results: Twenty-four institutions were invited to participate. Sixteen responded (response rate = 67%), comprising total enrollment of 117,100 for 17- to 24-year-olds (56% of total college population in state). Five traffic deaths were reported, representing 4.3 deaths per 100,000 students. Based on statewide statistics that estimate alcohol contributes to 38.9% of traffic deaths, rate of alcohol-related motor vehicle deaths is 1.7 deaths per 100,000 college students in Virginia, which is 89% lower than leading national estimates. Conclusions: These findings suggest that past estimates of alcohol-related vehicular deaths among college students are overstated.     

Work-related mild-moderate traumatic brain injury and the construction industry

Background: Consequences of traumatic brain injury underscore the need to study high-risk groups. Few studies have investigated work-related traumatic brain injuries (WrTBIs) in the construction industry. Objective: To examine WrTBIs in Ontario for the construction industry compared to other industries. Methods: A retrospective study of individuals who sustained a WrTBI and had a clinical assessment as an outpatient at a hospital-based referral centre. Data were collected for a number of factors including demographic, injury and occupation and were analyzed according to the Person-Environment-Occupation (PEO) model. Participants: 435 individuals who sustained a WrTBI. Results: There were 19.1% in the construction industry, 80.9% in other industries. Compared to other industries, individuals in the construction industry were more likely to be male, to not have attained post-secondary education, and experience multiple traumas. WrTBIs in the construction industry were commonly due to elevated work. The construction occupations involved included skilled workers and general labourers, and compared to other industries, WrTBIs occurred most often for those employed for a short duration in the construction industry.Conclusions: Construction industry workers experience serious WrTBIs that are amenable to prevention. Use of the PEO model increased our understanding of WrTBIs in the construction industry.