scholarly journals Recommendations for Toxicological Investigation of Drug-Impaired Driving and Motor Vehicle Fatalities – 2021 Update

2021 ◽  
Author(s):  
Amanda L D’Orazio ◽  
Amanda L A Mohr ◽  
Ayako Chan-Hosokawa ◽  
Curt Harper ◽  
Marilyn A Huestis ◽  
...  
Keyword(s):  
Traffic Safety ◽  
Drug Testing ◽  
Oral Fluid ◽  
Motor Vehicle ◽  
The United States ◽  
Driving Under The Influence ◽  
Tier Ii ◽  
Toxicological Investigation ◽  
Testing Practices ◽  
Tier I

ABSTRACT This report describes updates to the National Safety Council’s (NSC) Alcohol, Drugs, and Impairment Division’s (ADID) recommendations for drug testing in Driving Under the Influence of Drugs (DUID) cases and motor vehicle fatalities. The updates are based on a survey of drug testing practices in laboratories in the United States and Canada, a comprehensive review of the prior recommendations, and data and research on drugs most frequently detected in DUID cases. A consensus meeting was held with representative forensic science practitioners and the authors of this report to update recommendations. No changes were made to the Tier I scope; however, there were changes to cutoffs of some analytes for blood, urine and oral fluid. Due to increased prevalence in DUID cases, trazodone and difluoroethane were added to the Tier II scope. For clarification, Tier I cutoffs reflect free concentrations, and hydrolysis is recommended but not required. The consensus panel concluded that urine is an inferior matrix to blood and oral fluid as it may represent historical use or exposure unrelated to observed impairment; therefore, future iterations of these recommendations will not include urine as a recommended matrix. Laboratories currently testing urine should work with traffic safety partners to encourage the use of blood and oral fluid as more appropriate specimens and adjust their capabilities to provide that testing.

Oral fluid testing for marijuana intoxication: enhancing objectivity for roadside DUI testing

2017 ◽  
Vol 24 (1) ◽  
pp. 78-80 ◽  
Author(s):  
Mitchell L Doucette ◽  
Shannon Frattaroli ◽  
Jon S Vernick
Keyword(s):  
Drug Testing ◽  
Oral Fluid ◽  
Motor Vehicle ◽  
District Of Columbia ◽  
Driving Under The Influence ◽  
Policy Makers ◽  
Us States ◽  
The Usa ◽  
Recreational Use ◽  
Marijuana Intoxication

Reducing marijuana-impaired driving is an important part of any strategy to prevent motor vehicle traffic injuries. In Colorado, the first of eight US states and the District of Columbia to legalise marijuana for recreational use, drivers with positive tests for the presence of marijuana accounted for a larger proportion of fatal MVCs after marijuana commercialisation. The use of blood tests to screen for marijuana intoxication, in Colorado and elsewhere in the USA, poses a number of challenges. Many high-income countries use oral fluid drug testing (OF) to provide roadside evidence of marijuana intoxication. A 2009 Belgium policy implementing OF roadside testing increased true positives and decreased false positives of suspected marijuana-related driving under the influence (DUI) arrests. US policy-makers should consider using roadside OF to increase objectivity and reliability for tests used in marijuana-related DUI arrests.

Influence of Vehicle Restraint System Design on the Kinematics and Neck Forces of a Rear Seat Small Occupant

2011 ◽  
Author(s):  
Donald S. Burke ◽  
Martha W. Bidez ◽  
Kathryn M. Mergl
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Seat Belt ◽  
The United States ◽  
Rear Seat ◽  
Older Children ◽  
Highway Traffic ◽  
Motor Vehicle Collisions ◽  
National Highway Traffic Safety ◽  
Vehicle Collisions

In 2008, motor vehicle collisions resulted in 968 child occupant fatalities and 193,000 seriously injured children, ages 14 years old and younger, according to the most recent data provided by the National Highway Traffic Safety Administration (NHTSA) [1]. In fact, motor vehicle collisions are the leading cause of death for all children ages 3 to 14 years old living in the United States [1]. As children grow older they require size-appropriate restraint types to fit their body at each developmental level. For older children, booster seats are not a total solution for child safety as they are often dependent on the design of the vehicle seat belt system (2). Additionally, there is no federal standard that requires vehicle manufacturers to dynamically test the performance of child seats of any type in their vehicles.

Emergency Response Times for Fatal Motor Vehicle Crashes, 1975–2017

2020 ◽  
Vol 2674 (8) ◽  
pp. 504-510
Author(s):  
Maria C. Cruz ◽  
Nicholas N. Ferenchak
Keyword(s):  
Response Time ◽  
Emergency Response ◽  
Traffic Safety ◽  
Road Safety ◽  
Motor Vehicle ◽  
Response Times ◽  
The United States ◽  
Motor Vehicle Crashes ◽  
Vehicle Crashes ◽  
National Trend

Emergency response times are an important component of road safety outcomes. Research has shown that there are potential benefits from shortened response times in patient outcomes for motor vehicle crashes. While a safety analysis may identify a decrease in traffic fatalities, that decrease may be a result of improved road safety or it may simply reflect improved emergency response times. However, it is currently unclear how emergency response times have changed over the last few decades. With data from the Fatality Analysis Reporting System (FARS), we identify the national trend in emergency response times from 1975 through 2017. To control for changes in response time, we analyze crashes that resulted in an immediate death. Results suggest that emergency response times have improved by approximately 50% over this timeframe. Additionally, we analyze response time trends in three states (North Carolina, Georgia, and Louisiana) that had consistent data and large sample sizes, finding patterns similar to the national trend. Outcomes suggest higher response times in rural areas. High standard deviations of average response times observed from 2003 to 2008 indicate a need for improvement in data collection. Future work could aim to better understand and reduce response times specific to certain regions and understand the effect of the popularization of cell phone usage. Our findings have important implications for fatality-based traffic safety analyses. Improving response time could help continue the trend of reduced mortality rates caused by motor vehicle crashes in the United States.

Motor Vehicle Injury in Childhood

1983 ◽  
Vol 4 (8) ◽  
pp. 247-254
Author(s):  
Katherine K. Christoffel ◽  
Robert Tanz
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Sudden Infant Death ◽  
The United States ◽  
Sudden Infant ◽  
Older Children ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Motor Vehicle Injury ◽  
Motor Vehicle Injuries

OVERVIEW OF EPIDEMIOLOGY In 1980 approximately 2 million Americans of all ages sustained motor vehicle injuries, and more than 52,000 died. Of the victims, nearly one quarter of a million injuries and 4,100 deaths involved children less than 15 years of age. The National Highway Traffic Safety Administration (NHTSA) has estimated that approximately 2/100 infants born today will die in a traffic accident, and that two thirds of all infants born today will suffer injuries in such an accident. A statement by the American Association of Automotive Medicine, in its Guide for Medical Association Committee on Traffic Safety, helps to put the problem of motor vehicle injury further into perspective: "Cardiovascular disease, cancer, and stroke claim more lives, but many more young people, with many more remaining years of life, are killed or injured on the highway." In the United States, motor vehicle injury is the leading killer of children aged 1 to 4 years and of young adults; it ranks ahead of the malignancies, infectious diseases, and congenital anomalies (Table 1). For infants <1 year of age, although the sudden infant death syndrome (SIDS) and diseases related to perinatal and birth disorders lead the list, motor vehicle mortality is actually higher for infants than for older children (Fig 1).

Oral Fluid Drug Testing: Analytical Approaches, Issues and Interpretation of Results

2019 ◽  
Vol 43 (6) ◽  
pp. 415-443 ◽  
Author(s):  
Nathalie A Desrosiers ◽  
Marilyn A Huestis
Keyword(s):  
Analytical Methods ◽  
Drug Testing ◽  
Oral Fluid ◽  
Driving Under The Influence ◽  
Multiple Drug ◽  
Blood Concentrations ◽  
The Past ◽  
Drug Classes ◽  
Drug Concentrations ◽  
Analytical Approaches

AbstractWith advances in analytical technology and new research informing result interpretation, oral fluid (OF) testing has gained acceptance over the past decades as an alternative biological matrix for detecting drugs in forensic and clinical settings. OF testing offers simple, rapid, non-invasive, observed specimen collection. This article offers a review of the scientific literature covering analytical methods and interpretation published over the past two decades for amphetamines, cannabis, cocaine, opioids, and benzodiazepines. Several analytical methods have been published for individual drug classes and, increasingly, for multiple drug classes. The method of OF collection can have a significant impact on the resultant drug concentration. Drug concentrations for amphetamines, cannabis, cocaine, opioids, and benzodiazepines are reviewed in the context of the dosing condition and the collection method. Time of last detection is evaluated against several agencies' cutoffs, including the proposed Substance Abuse and Mental Health Services Administration, European Workplace Drug Testing Society and Driving Under the Influence of Drugs, Alcohol and Medicines cutoffs. A significant correlation was frequently observed between matrices (i.e., between OF and plasma or blood concentrations); however, high intra-subject and inter-subject variability precludes prediction of blood concentrations from OF concentrations. This article will assist individuals in understanding the relative merits and limitations of various methods of OF collection, analysis and interpretation.

scholarly journals 40 Years and More of Tire Science and Technology: A History of The Tire Society

2021 ◽  
Author(s):  
James E. McIntyre
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Science And Technology ◽  
The United States ◽  
Vehicle Safety ◽  
Annual Conference ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
History Of ◽  
Motor Vehicle Safety

ABSTRACT In the late 1960s in the United States, public interest in motor vehicle safety was at an all-time high, resulting in the National Traffic and Motor Vehicle Safety Act, the Highway Safety Act, and the creation of the National Highway Traffic Safety Administration. Around 1970, a group of industry scientists saw a need for a forum for creation of useful tire standards and dissemination of scientific knowledge about tires. This led to the formation of the American Society for Testing and Materials (ASTM) Committee F-09 on tires in 1971. In 1972, the committee began publication of the journal Tire Science & Technology (TSTCA), the first peer-reviewed journal dedicated exclusively to scientific articles on tires. In 1979, ASTM ceased publication of the journal, and in 1980, members of F-09 incorporated The Tire Society to continue publication. In 1982, The Tire Society held its first annual Conference on Tire Science and Technology. Nearly 40 years later, the society has been through many changes, but the journal, the annual conference, and the core mission of encouraging and disseminating knowledge about tire science and technology remain. Through a review of documents and interviews with members of the society, this article seeks to comprehensively document the history of The Tire Society.

scholarly journals Drivers who tested positive for cannabis in oral fluid: a longitudinal analysis of administrative data for Spain between 2011 and 2016

BMJ Open ◽  
2019 ◽  
Vol 9 (8) ◽  
pp. e026648 ◽  
Author(s):  
Francisco Herrera-Gómez ◽  
Mercedes García-Mingo ◽  
Mónica Colás ◽  
Juan Carlos González-Luque ◽  
F Javier Alvarez
Keyword(s):  
Administrative Data ◽  
Drug Testing ◽  
Oral Fluid ◽  
Driving Under The Influence ◽  
Secondary Outcome ◽  
Age And Gender ◽  
Polysubstance Use ◽  
Current Implementation ◽  
The Mean ◽  
And Gender

ObjectivesThis study aimed to assess the association between positive roadside tests for delta-9-tetrahydrocannabinol (THC) and other driving-impairing substances and THC concentrations and the age and gender of THC-positive drivers.DesignThis study is based on administrative data.Setting, participants and exposuresNational administrative data on drivers who tested positive in confirmation analysis of driving-impairing substances in oral fluid were assessed (2011–2016, 179 645 tests).Primary and secondary outcome measuresFrequencies of positivity for THC, THC alone and THC plus non-THC substances (stratification by age and gender in 2016) and THC concentration were obtained. Comparisons and univariate and multivariate regression analyses were performed.ResultsOf the 65 244 confirmed drug-positive tests, 51 869 were positive for THC (79.5%). In 50.8% of the THC-positive tests, cocaine and amphetamines were also detected. Positivity for THC and non-THC substances predominated among drivers with low THC concentrations and represented 58.6% of those with levels lower than 25 ng/mL. The mean±SD for age was 29.6±7.7 years (year 2016, n=24 941). Men accounted for 96.3% of all THC-positive drivers. With increasing age, positivity for THC decreased (OR 0.948; 95% CI 0.945 to 0.952; p<0.0001), and positivity for THC and non-THC substances increased (OR 1.021; 95% CI 1.017 to 1.024; p<0.0001). Men were associated with higher THC concentrations (OR 1.394; 95% CI 1.188 to 1.636; p<0.0001).ConclusionsCannabis positivity is frequent among drivers, and polysubstance use is common. Hence, focusing on younger drivers and those with low THC concentrations is encouraged. This study provides evidence on the current implementation of roadside drug testing in Spain and aims to characterise driving under the influence (DUI) of cannabis to increase the awareness of all involved to help them avoid DUI.

Risky Driving Behaviors of Drivers Who Use Alcohol and Cannabis

2021 ◽  
pp. 036119812198972
Author(s):  
Tara Kelley-Baker ◽  
Leon Villavicencio ◽  
Lindsay S. Arnold ◽  
Aaron J. Benson ◽  
Victoria Anorve ◽  
...  
Keyword(s):  
Prescription Drugs ◽  
Traffic Safety ◽  
Risky Behaviors ◽  
The United States ◽  
Driving Under The Influence ◽  
Risky Driving ◽  
Driving Behaviors ◽  
Effective Interventions ◽  
Nationally Representative ◽  
Risky Driving Behaviors

Many drivers in the United States use alcohol or cannabis, including some who co-use both substances. Using data from a nationally representative survey, self-reported engagement in various risky driving behaviors is examined among drivers who co-use alcohol and cannabis, those who use alcohol but not cannabis, those who use cannabis but not alcohol, and those who use neither. Results were adjusted for age, gender, education, and race. Co-users, compared with those who use only alcohol, were more likely to engage in nearly all of the risky behaviors measured in the survey, including driving under the influence of alcohol. Compared with those who neither drink nor use cannabis, those who use only cannabis were more likely to drive under the influence of prescription drugs, engage in aggressive driving, and ride with an intoxicated driver. Results of this and future related research will assist with understanding the differences in driving behavior among users of alcohol, cannabis, or both, so more effective interventions can be developed to improve traffic safety.

scholarly journals Characteristics of Winter-Precipitation-Related Transportation Fatalities in the United States

2015 ◽  
Vol 7 (2) ◽  
pp. 133-145 ◽  
Author(s):  
Alan W. Black ◽  
Thomas L. Mote
Keyword(s):  
United States ◽  
Traffic Safety ◽  
Motor Vehicle ◽  
The United States ◽  
Winter Precipitation ◽  
Highway Traffic ◽  
Winter Weather ◽  
National Highway Traffic Safety ◽  
Temporal Characteristics ◽  
Spatial And Temporal Characteristics

Abstract Winter precipitation can be very disruptive to travel by aircraft and by motor vehicles. Vehicle fatalities due to winter precipitation are considered “indirect” and are not counted in Storm Data, the publication commonly used to evaluate losses from meteorological hazards. The goal of this study is to examine the spatial and temporal characteristics of these indirect transportation fatalities that involve winter precipitation for the period 1975–2011. Motor vehicle fatalities were gathered from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database, while aviation fatalities were collected from the National Transportation Safety Board’s (NTSB) Aviation Accident database. Statistical analysis and geographic information systems (GIS) were used to assess the spatial and temporal characteristics of these deaths. Most winter-precipitation-related motor vehicle fatalities occur during the daylight hours. Fatal motor vehicle accident rates are higher than expected in the Northeast and Great Lakes regions, while winter-precipitation-related aviation fatalities are most common in the western United States. Vehicle fatality counts due to winter weather are compared to fatality counts for various hazards from Storm Data to highlight the differences between the datasets. Because of the exclusion of vehicle fatalities, Storm Data underestimates by an order of magnitude the number of fatalities that involve winter weather each year. It is hoped that a better understanding of winter precipitation mortality can be applied in order to reduce fatalities in the future.

Children Riding in the Back of Pickup Trucks: A Neglected Safety Issue

PEDIATRICS ◽  
1990 ◽  
Vol 86 (5) ◽  
pp. 683-691
Author(s):  
George A. Woodward ◽  
Robert G. Bolte
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
The United States ◽  
Highway Safety ◽  
Preschool Age ◽  
Direct Result ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Pickup Truck ◽  
Pertinent Data

Motor vehicle-related trauma is the leading cause of death in children in the United States. All states have pediatric restraint requirements for passenger vehicles to help prevent these deaths and injuries. Only a few states, however, possess safety laws or restrictions for passengers who ride in the back of pickup trucks. A retrospective review of medical records for a 40-month period revealed 40 patients whose injuries were a direct result of being a passenger in the cargo area (bed) of a pickup truck. Their injuries and other pertinent data are discussed. Representatives from the Highway Safety Commission of each state were surveyed about their specific highway safety laws. The responses revealed that all states and the District of Columbia have child restraint requirements for passenger automobiles, 34 states have adult restraint laws, but only 17 states have any type of restriction for passengers riding in the back of pickup trucks. Seventy-one percent of the states with pickup truck regulations include only the preschool-age child. Data from the National Highway Traffic Safety Administration concerning pickup trucks and passenger fatality are presented and discussed.

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