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July 2, 2001
Bicycle-related injuries
Thompson MJ, Rivara FP. Am Fam Physician 2001;63(10):2007-2014.
Correspondence: MJ Thompson, Department of Family Medicine, University of Washington School of Medicine, Seattle 98195-4696, USA. mjt@u.washington.edu
This review article summarized the injury research, treatment, and prevention literature for family practice physicians. Bicycle riding is a popular form of recreation among persons of all ages, and related injuries cause significant morbidity and mortality. Most injuries occur in males and are associated with riding at high speed; most serious injuries and fatalities result from collisions with motor vehicles. Although superficial soft tissue injuries and musculoskeletal trauma are the most common injuries, head injuries are responsible for most fatalities and long-term disabilities. Overuse injuries may contribute to a variety of musculoskeletal complaints, compression neuropathies, perineal and genital complaints. Physicians treating such patients should consider medical factors, as well as suggest adjusting various components of the bicycle, such as the seat height and handlebars. Encouraging bicycle riders to wear helmets is key to preventing injuries; protective clothing and equipment, and general safety advice also may offer some protection.
Under-reporting of motor vehicle traffic crash victims in New Zealand.
Alsop J, Langley J. Accid Anal Prev 2001; 33(3):353-359.
Correspondence: John Langley, Injury Prevention Research Unit, Department of Preventive and Social Medicine, University of Otago Medical School, PO Box 913, Dunedin, New Zealand, john.langley@stonebow.otago.ac.nz
The authors report on a study that ascertained the extent of under-reporting of seriously injured motor vehicle traffic crash victims, as recorded by police in New Zealand, and to what extent this coverage was biased by crash, injury, demographic, and geographic factors. Hospital data and police records were linked using probabilistic methods. During 1995, less than two-thirds of all hospitalized vehicle occupant traffic crash victims were recorded by the police. Reporting rates varied significantly by age, injury severity, length of stay in hospital, month of crash, number of vehicles involved, whether or not a collision occurred, and geographic region, but not by gender, ethnicity or day of the week of the crash. Those using these police files for prioritization, resource allocation and evaluation purposes need to be aware of the extent and nature of these biases contained within these databases.
New evidence concerning fatal crashes of passenger vehicles before and after adding antilock braking systems
Farmer CM. Accid Anal Prev 2001; 33(3):361-369.
Correspondence: Charles M. Farmer, Insurance Institute for Highway Safety, 1005 North Glebe Road, Arlington, VA 22201-4751 USA iihs@highwaysafety.org
Fatal crash rates for passenger cars and vans were compared for the last model year before four-wheel antilock brakes were introduced and the first model year for which antilock brakes were standard equipment. A prior study, based on fatal crash experience through 1995, reported that vehicle models with antilock brakes were more likely than identical but 1-year-earlier models to be involved in crashes fatal to their own occupants, but were less likely to be involved in crashes fatal to occupants of other vehicles. Overall, there was no significant effect of antilocks on the likelihood of fatal crashes. Similar analyses, based on fatal crash experience during 1996-98, yielded very different results. During 1996-98, vehicles with antilock brakes were again less likely than earlier models to be involved in crashes fatal to occupants of other vehicles, but they were no longer over-involved in crashes fatal to their own occupants.
Measuring Road Rage: Development of the Propensity for Angry Driving Scale
DePasquale JP, Geller JS, Clarke SW, Littleton LC. J Safety Research 2001, 32(1): 1-16.
Correspondence: Jason P. dePasquale, 1211 North Lasalle Drive, Suite 903, Chicago IL 60610, USA jasond@isrsurveys.com
The authors used college students and safety professionals in a 4-phase investigation to develop a Propensity for Angry Driving Scale (PADS). The PADS was designed to identify individuals with the greatest propensity to become angry while driving and subsequently engage in hostile driving behaviors. Results of the investigation reveal the PADS to be a unidimensional measure with acceptable alpha levels (.88-.89) and adequate test-retest reliability (.91). The PADS demonstrated significant positive correlation with several other hostility scales.
Assessing older drivers: Two studies.
Janke MK.J Safety Research 2001, 32(1): 43-74.
Correspondence: Mary K. Jancke. California Department of Motor Vehicles, Research and Development Branch, 2415 First Avenue, Sacramento, CA 95818 USA mjanke@dmv.ca.gov
As they age, people increasingly incur functional disabilities that may limit the conditions under which they can drove safely or reduce their driving safety more generally. In order to make sound licensing decisions for impaired drivers, licensing agencies need to identify them and then evaluate their driving. Separate pilot studies were carried out at two sites. The subjects were licensed older drivers. Different batteries of nondriving tests were assessed at the two sites. The same road test was used at both sites. In general, volunteers performed better than referrals and cognitively unimpaired referrals performed better than referrals who were cognitively impaired.
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