DUI histories in intoxicated injured bicyclists

Maximus, Steven; Figueroa, Cesar; Pham, Jacqueline; Kuncir, Eric; Barrios, Cristobal

doi:10.1097/ta.0000000000001168

Cited by 3 publications

(3 citation statements)

References 20 publications

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“…Some countries, such as Brazil (Gjerde et al, 2015) have contributed with a large number of research studies (Pechansky et al, 2010) but for most countries the evidence is scattered and not comparable. Most importantly, there is a paucity of evidence on the presence of alcohol in RTIs among pedestrians and non-driver riders, who are important victims of RTIs(du Plessis et al, 2016; Forson et al, 2016; Maximus et al, 2016; Senserrick et al, 2014; Sethi et al, 2016; Waller et al, 1986). …”

Section: Introductionmentioning

confidence: 99%

Alcohol and Road Traffic Injuries in Latin America and the Caribbean: A Case-Crossover Study

Borges

Monteiro

Cherpitel

et al. 2017

Alcohol Clin Exp Res

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Background This study reports dose-response estimates for the odds ratio (OR) and population attributable risk of acute alcohol use and road traffic injury (RTI). Methods Data were analyzed on 1,119 RTI patients arriving at 16 emergency departments (EDs) in Argentina, Brazil, Costa Rica, Dominican Republic, Guatemala, Guyana, Mexico, Nicaragua, Panama and Trinidad & Tobago. Case-crossover analysis, pair-matching the number of standard drinks consumed within the six hours prior to the RTI with two control periods (prior day/week) was performed using fractional polynomial analysis for dose-response. Results About 1 in 6 RTI patients in EDs were positive for self-reported alcohol 6 hours prior to the injury (country range 8.6%-24.1%). The likelihood of a RTI with any drinking prior (compared to not drinking) was 5 times higher (country range OR 2.50-15.00) and the more a person drinks the higher the risk. Every drink (12.8 g alcohol) increased the risk of an RTI by 13%, even one-two drinks were associated with a sizable increase in risk of an RTI and a dose-response was found. Differences in ORs for drivers (OR=3.51; 95%CI=2.25-5.45), passengers (OR=8.12; 95%CI=4.22-15.61) and pedestrians (OR=6.30; 95%CI=3.14-12.64) and attributable fractions were noted. Acute use of alcohol was attributable to 14% of all RTIs, varying from 7% for females to 19% for being injured as a passenger. Conclusions: The finding that the presence of alcohol increases risk among drivers and non-drivers alike may further help to drive interventions targeting passengers and pedestrians. Routine screening and brief interventions in all health services could also have a beneficial impact in decreasing rates of RTIs. Higher priority should be given to alcohol as a risk factor for RTIs, particularly in Latin America and the Caribbean.

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Section: Introductionmentioning

confidence: 99%

Alcohol and Road Traffic Injuries in Latin America and the Caribbean: A Case-Crossover Study

Borges

Monteiro

Cherpitel

et al. 2017

Alcohol Clin Exp Res

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“…One factor in some intoxicated bicyclist collisions is a history of driving under the influence (DUI) in a motor vehicle, which in one study of 149 injured bicyclists in the emergency department, found 66 (44.2%) had prior driving under the influence convictions with suspension of driving privileges. 22 There appear to be opportunities for targeted injury prevention efforts for intoxicated bicyclists in our catchment, given the small geographic area. Unfortunately, we do not have data on owned bikes versus rented rideshare bikes which became ubiquitous at the end of the study period.…”

Section: Discussionmentioning

confidence: 99%

Enhancing trauma registries by integrating traffic records and geospatial analysis to improve bicyclist safety

Doucet

Godat

Kobayashi³

et al. 2021

J Trauma Acute Care Surg

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BACKGROUND:Trauma registries are used to identify modifiable injury risk factors for trauma prevention efforts. However, these may miss factors useful for prevention of bicycle-automobile collisions, such as vehicle speeds, driver intoxication, street conditions, and neighborhood characteristics. We hypothesize that (GIS) analysis of trauma registry data matched with a traffic accident database could identify risk factors for bicycle-automobile injuries and better inform injury prevention efforts. METHODS:The trauma registry of a US Level I trauma center was used retrospectively to identify bicycle-motor vehicle collision admissions from January 1, 2010, to December 31, 2018. Data collected included demographics, vitals, injury severity scores, toxicology, helmet use, and mortality.Matching with the Statewide Integrated Traffic Records System was done to provide collision, victim and GIS information. The GIS mapping of collisions was done with census tract data including poverty level scoring. Incident hot spot analysis to identify statistically significant incident clusters was done using the Getis Ord Gi* statistic. RESULTS:Of 25,535 registry admissions, 531 (2.1%) were bicyclists struck by automobiles, 425 (80.0%) were matched to Statewide Integrated Traffic Records System. Younger age (odds ratio [OR], 1.026; 95% confidence interval [CI], 1.013-1.040, p < 0.001), higher census tract poverty level percentage (OR, 0.976; 95% CI, 0.959-0.993, p = 0.007), and high school or less education (OR, 0.60; 95 CI, 0.381-0.968; p = 0.036) were predictive of not wearing a helmet. Higher census tract poverty level percentage (OR, 1.019; 95% CI, 1.004-1.034; p = 0.012) but not educational level was predictive of toxicology positive-bicyclists in automobile collisions. Geographic information systems analysis identified hot spots in the catchment area for toxicology-positive bicyclists and lack of helmet use. CONCLUSION:Combining trauma registry data and matched traffic accident records data with GIS analysis identifies additional risk factors for bicyclist injury. Trauma centers should champion efforts to prospectively link public traffic accident data to their trauma registries.

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“…Surveys on alcohol and drugs on drivers provide valuable information on abuse patterns and trends, which help to establish new examination methods and legal limits as well as preventative measures. Numerous surveys on driving under the influence of alcohol and drugs were conducted worldwide through analyzing data from traffic offences and accidents as well as from roadside testing [ [34] , [35] , [36] , [37] , [38] , [39] , [40] , [41] , [42] , [43] , [44] , [45] , [46] , [47] , [48] , [49] , [50] , [51] , [52] , [53] , [54] , [55] , [56] , [57] , [58] , [59] , [60] , [61] , [62] , [63] , [64] , [65] , [66] ]. The surveys revealed that in addition to alcohol, drugs including cannabis, amphetamines and cocaine were frequently taken by the drivers, while polydrug uses were not rare.…”

Section: Surveillance In Toxicologymentioning

confidence: 99%