Purpose-On 1 May 1996, Ontario, Canada amended the Liquor Licence Act to extend the hours of alcohol sales and service in licensed establishments from 1 to 2 a.m. The purpose of this study was to evaluate the road safety impact of extended drinking hours in Ontario.Method-A quasi-experimental design using interrupted time series with a nonequivalent nointervention control group was used to assess changes. The analyzed data sets are total and alcoholrelated, monthly, traffic fatalities for Ontario, for the 11-12 p.m., 12-1 a.m., 1-2 a.m. and 2-3 a.m. time windows, for Sunday through Wednesday nights and for Thursday through Saturday nights, for 4 years pre-and 3 years post-policy change, compared to neighbouring regions of New York and Michigan.Results-The blood alcohol concentration positive driver fatality trends reflected downward trends for Sunday-Wednesday 12-2 a.m. and Thursday-Saturday 1-2 a.m. for Ontario and downward trends for Thursday-Saturday 12-1 a.m. and 2-3 a.m. for New York and Michigan after the extended drinking hour policy change. Ontario total fatality data showed similar trends to the Ontario blood alcohol positive trends.Conclusions-The multiple datasets converge in suggesting little impact on BAC positive fatalities with extension of the closing hours. These observations are consistent with other studies of small changes in alcohol availability. KeywordsDrinking hours; Alcohol control policy; Collisions; Fatalities *Corresponding author. Tel.: +1 519 858 5063x2; fax: +1 519 858 5063. E-mail address: evingili@uwo.ca (E. Vingilis). 2 Sunday through Wednesday and Thursday through Saturday nights refer to the hours 11 p.m. to 4 a.m., and thus Sunday night after midnight actually would be Monday morning 12 a.m. to 4 a.m. For consistency, the Sunday-Wednesday and Thursday-Saturday is used to connote the hour before midnight and the hours after midnight of the next day.NIH Public Access
We did a retrospective case control study to examine the relationship between the risk of dying for Michigan motor vehicle crash (MVC) drivers and the type of county (rural/nonrural) of crash occurrence, while adjusting for crash characteristics, age, sex, and the medical resources in the county of crash occurrence. The 1987 Michigan Accident Census was used to obtain data regarding all MVC driver nonsurvivors (733) and a random sample of all surviving drivers (2,483). County of crash occurrence was defined as rural or nonrural. The crash characteristics analyzed were vehicle deformity, seat belt use, and drivability of the vehicle from the scene. Age and sex of the driver were also analyzed. Medical resource characteristics for the county of crash occurrence were measured as the number of resources per square mile for each of the following: ambulances, emergency medical technicians (EMT), acute care hospital beds, and operating rooms, surgeons and emergency physicians. Also considered were the number and level of emergency rooms in the county of crash occurrence along with the maximum level of prehospital care available (basic life support versus advanced life support) in a county. Before adjusting, the relative risk (RR) for rural MVC drivers dying, compared to their nonrural counterparts, was 1.96. Adjustment for crash characteristics, age, and sex (using logistic regression) decreased the RR to 1.51. An attempt to add medical resource variables to the model resulted in high correlation with the rural/nonrural variable, as well as with each other. This multi-collinearity prevented us from providing a simple explanation of the role of medical resource variables as predictors of survival.(ABSTRACT TRUNCATED AT 250 WORDS)
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