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This technical report provides an overview of motor vehicle crashes in 2020. There were 38,824 people killed in motor vehicle traffic crashes on U.S. roadways during 2020, a 6.8-percent increase from 36,355 fatalities in 2019, or 2,469 more people killed in traffic crashes in 2020. The estimated number of people injured on our roadways decreased in 2020 to 2.28 million, falling from 2.74 million in 2019, a statistically significant decrease of 17 percent. The estimated number of police-reported crashes decreased from 6.76 million in 2019 to 5.25 million in 2020, a statistically significant 22-percent decrease. This report includes detailed monthly analysis of vehicle miles traveled/fatality/injury trends and analysis of several major behavioral factors such as speeding, alcohol-impaired driving, and seat belt non-use

The 2010 Alcohol Hangover Research Group consensus paper defined a cutoff blood alcohol concentration (BAC) of 0.11% as a toxicological threshold indicating that sufficient alcohol had been consumed to develop a hangover. The cutoff was based on previous research and applied mostly in studies comprising student samples. Previously, we showed that sensitivity to hangovers depends on (estimated) BAC during acute intoxication, with a greater percentage of drinkers reporting hangovers at higher BAC levels. However, a substantial number of participants also reported hangovers at comparatively lower BAC levels. This calls the suitability of the 0.11% threshold into question. Recent research has shown that subjective intoxication, i.e., the level of severity of reported drunkenness, and not BAC, is the most important determinant of hangover severity. Non-student samples often have a much lower alcohol intake compared to student samples, and overall BACs often remain below 0.11%. Despite these lower BACs, many non-student participants report having a hangover, especially when their subjective intoxication levels are high. This may be the case when alcohol consumption on the drinking occasion that results in a hangover significantly exceeds their "normal" drinking level, irrespective of whether they meet the 0.11% threshold in any of these conditions. Whereas consumers may have relative tolerance to the adverse effects at their "regular" drinking level, considerably higher alcohol intake-irrespective of the absolute amount-may consequentially result in a next-day hangover. Taken together, these findings suggest that the 0.11% threshold value as a criterion for having a hangover should be abandoned.

This thesis is a compendium of research from roadside, drinking bars, hospitals and police accident records in Ghana. The thesis investigated the natural prevalence of alcohol use among road users at these settings and the potential crash risk associated with this behavior. The research established that the prevalence of driving or operating a vehicle with elevated BAC above the legal limit was high. This was however underreported by the police. This research underscores the need for enhanced enforcement of the drink-driving law, and education of road users on responsible alcohol consumption among road users to improve upon road safety in Ghana.

Objective The objective of this study was to determine the roadside prevalence of alcohol-impaired driving among drivers and riders in northern Ghana. The study also verifies motorists’ perception on their own alcohol use and knowledge of legal Blood Alcohol Concentration (BAC) limit of Ghana. Method With the assistance of police, the systematic random sampling was used to collect data at roadblocks using a cross-sectional study design. Breathalyzers were used to screen whether motorists had detectable alcohol in their breath and a follow-up breath tests conducted to measure the actual breath alcohol levels among positive participants. Results In all, 9.7% of the 789 participants had detectable alcohol among whom 6% exceeded the legal (BAC) limit of 0.08%. The prevalence of alcohol-impaired driving/riding was highest among cyclists (10% of all cyclists breath tested) followed by truck drivers 9% and motorcyclists (7% of all motorcyclists breath tested). The occurrence of a positive BAC among cyclists was about 8 times higher, (OR=7.73; p<0.001) and 2 times higher, among motorcyclists (OR=2.30; p=0.039) compared with private car drivers. The likelihood for detecting a positive BAC among male motorists/riders was higher than females (OR=1.67; p=0.354). The odds for detecting a positive BAC among weekend motorists/riders was significantly higher than weekdays (OR=2.62; p=0.001). Conclusion Alcohol-impaired driving/riding in Ghana is high by international standards. In order to attenuate the harmful effects of alcohol misuse such as alcohol-impaired driving/riding, there is the need to educate road users about how much alcohol they can consume and stay below the legal limit. The police should also initiate random breath testing to instil the deterrence of detection, certainty of apprehension and punishment, and severity and celerity of punishment among drink-driving motorists and riders.

Truck operations have recently become an important focus of academic research not only because road freight transport is a key part of logistics, but because trucks are usually associated with negative externalities including pollution, congestion and traffic accidents. While the negative environmental impacts of truck activities have been extensively analyzed, comparatively little attention has been paid to the role of trucks in road accidents. A review of the literature identifies various truck-traffic safety related issues: frequency of accidents and their determinants; risk factors associated with truck driver behavior (including cell phone use, fatigue, alcohol and drugs consumption); truck characteristics and facilities (roadway types, specific lanes and electronic stability programs) to improve performance of vehiclemaneuvering; and the safety characteristics of heavy and large trucks. However, to date, there seems to have been developed few studies evaluating the complex coexistence of trucks and cars on roads and that may support the implementation of differential road safety strategies applied to them. This paper focuses on the impact on the traffic fatalities rate of the interaction between trucks and cars on roads. We also assess the efficiency of two stricter road safety regulations for trucks, as yet not harmonized in the European Union; namely, speed limits and maximum blood alcohol concentration rates. For this, econometric models have been developed from a panel data set for European Union during the years 1999–2010. Our findings show that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. These effects remain constant across Europe, even in the most highly developed countries boasting the best highway networks. Furthermore, we also find that lower maximum speed limits for trucks are effective and maximum blood alcohol concentration rates for professional drivers are only effectiv

Truck operations have recently become an important focus of academic research not only because road freight transport is a key part of logistics, but because trucks are usually associated with negative externalities including pollution, congestion and traffic accidents. While the negative environmental impacts of truck activities have been extensively analyzed, comparatively little attention has been paid to the role of trucks in road accidents. A review of the literature identifies various truck-traffic safety related issues: frequency of accidents and their determinants; risk factors associated with truck driver behavior (including cell phone use, fatigue, alcohol and drugs consumption); truck characteristics and facilities (roadway types, specific lanes and electronic stability programs) to improve performance of vehiclemaneuvering; and the safety characteristics of heavy and large trucks. However, to date, there seems to have been developed few studies evaluating the complex coexistence of trucks and cars on roads and that may support the implementation of differential road safety strategies applied to them. This paper focuses on the impact on the traffic fatalities rate of the interaction between trucks and cars on roads. We also assess the efficiency of two stricter road safety regulations for trucks, as yet not harmonized in the European Union; namely, speed limits and maximum blood alcohol concentration rates. For this, econometric models have been developed from a panel data set for European Union during the years 1999–2010. Our findings show that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. These effects remain constant across Europe, even in the most highly developed countries boasting the best highway networks. Furthermore, we also find that lower maximum speed limits for trucks are effective and maximum blood alcohol concentration rates for professional drivers are only effectiv

Truck operations have recently become an important focus of academic research not only because road freight transport is a key part of logistics, but because trucks are usually associated with negative externalities including pollution, congestion and traffic accidents. While the negative environmental impacts of truck activities have been extensively analyzed, comparatively little attention has been paid to the role of trucks in road accidents. A review of the literature identifies various truck-traffic safety related issues: frequency of accidents and their determinants; risk factors associated with truck driver behavior (including cell phone use, fatigue, alcohol and drugs consumption); truck characteristics and facilities (roadway types, specific lanes and electronic stability programs) to improve performance of vehiclemaneuvering; and the safety characteristics of heavy and large trucks. However, to date, there seems to have been developed few studies evaluating the complex coexistence of trucks and cars on roads and that may support the implementation of differential road safety strategies applied to them. This paper focuses on the impact on the traffic fatalities rate of the interaction between trucks and cars on roads. We also assess the efficiency of two stricter road safety regulations for trucks, as yet not harmonized in the European Union; namely, speed limits and maximum blood alcohol concentration rates. For this, econometric models have been developed from a panel data set for European Union during the years 1999–2010. Our findings show that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. These effects remain constant across Europe, even in the most highly developed countries boasting the best highway networks. Furthermore, we also find that lower maximum speed limits for trucks are effective and maximum blood alcohol concentration rates for professional drivers are only effectiv

Truck operations have recently become an important focus of academic research not only because road freight transport is a key part of logistics, but because trucks are usually associated with negative externalities including pollution, congestion and traffic accidents. While the negative environmental impacts of truck activities have been extensively analyzed, comparatively little attention has been paid to the role of trucks in road accidents. A review of the literature identifies various truck-traffic safety related issues: frequency of accidents and their determinants; risk factors associated with truck driver behavior (including cell phone use, fatigue, alcohol and drugs consumption); truck characteristics and facilities (roadway types, specific lanes and electronic stability programs) to improve performance of vehiclemaneuvering; and the safety characteristics of heavy and large trucks. However, to date, there seems to have been developed few studies evaluating the complex coexistence of trucks and cars on roads and that may support the implementation of differential road safety strategies applied to them. This paper focuses on the impact on the traffic fatalities rate of the interaction between trucks and cars on roads. We also assess the efficiency of two stricter road safety regulations for trucks, as yet not harmonized in the European Union; namely, speed limits and maximum blood alcohol concentration rates. For this, econometric models have been developed from a panel data set for European Union during the years 1999–2010. Our findings show that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. These effects remain constant across Europe, even in the most highly developed countries boasting the best highway networks. Furthermore, we also find that lower maximum speed limits for trucks are effective and maximum blood alcohol concentration rates for professional drivers are only effectiv

We examine the impact on the traffic accident rate of the interaction between trucks and cars on Europe’s roads using a panel data set that covers the period 1999–2010. We find that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. Empirically, the model we build predicts the positive impact of stricter speed limit legislation for trucks in the reduction of road fatalities. These findings lend support to European strategies and aimed at promoting alternative modes of freight transport, including rail and maritime transport.

Truck operations have recently become an important focus of academic research not only because road freight transport is a key part of logistics, but because trucks are usually associated with negative externalities including pollution, congestion and traffic accidents. While the negative environmental impacts of truck activities have been extensively analyzed, comparatively little attention has been paid to the role of trucks in road accidents. A review of the literature identifies various truck-traffic safety related issues: frequency of accidents and their determinants; risk factors associated with truck driver behavior (including cell phone use, fatigue, alcohol and drugs consumption); truck characteristics and facilities (roadway types, specific lanes and electronic stability programs) to improve performance of vehiclemaneuvering; and the safety characteristics of heavy and large trucks. However, to date, there seems to have been developed few studies evaluating the complex coexistence of trucks and cars on roads and that may support the implementation of differential road safety strategies applied to them. This paper focuses on the impact on the traffic fatalities rate of the interaction between trucks and cars on roads. We also assess the efficiency of two stricter road safety regulations for trucks, as yet not harmonized in the European Union; namely, speed limits and maximum blood alcohol concentration rates. For this, econometric models have been developed from a panel data set for European Union during the years 1999–2010. Our findings show that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. These effects remain constant across Europe, even in the most highly developed countries boasting the best highway networks. Furthermore, we also find that lower maximum speed limits for trucks are effective and maximum blood alcohol concentration rates for professional drivers are only effectiv

We examine the impact on the traffic accident rate of the interaction between trucks and cars on Europe’s roads using a panel data set that covers the period 1999–2010. We find that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. Empirically, the model we build predicts the positive impact of stricter speed limit legislation for trucks in the reduction of road fatalities. These findings lend support to European strategies and aimed at promoting alternative modes of freight transport, including rail and maritime transport.

We examine the impact on the traffic accident rate of the interaction between trucks and cars on Europe’s roads using a panel data set that covers the period 1999–2010. We find that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. Empirically, the model we build predicts the positive impact of stricter speed limit legislation for trucks in the reduction of road fatalities. These findings lend support to European strategies and aimed at promoting alternative modes of freight transport, including rail and maritime transport.

Aim The objective is to establish determinants of drink-driving and its association with traffic crashes in Ghana. Methods A multivariable logistic regression was used to establish significant determinants of drink-driving and a bivariate logistic regression to establish the association between drink–driving and road traffic crashes in Ghana. Results In total, 2,736 motorists were randomly stopped for breath testing of whom 8.7% tested positive for alcohol. Among the total participants, 5.5% exceeded the legal BAC limit of 0.08%. Formal education is associated with a reduced likelihood of drink-driving compared with drivers without formal education. The propensity to drink-drive is 1.8 times higher among illiterate drivers compared with drivers with basic education. Young adult drivers also recorded elevated likelihoods for driving under alcohol impairment compared with adult drivers. The odds of drink-driving among truck drivers is OR=1.81, (95% CI=1.16 to 2.82) and two wheeler riders is OR=1.41, (95% CI=0.47 to 4.28) compared with car drivers. Contrary to general perception, commercial car drivers have a significant reduced likelihood of 41%, OR=0.59, (95% CI=0.38 to 0.92) compared with the private car driver. Bivariate analysis conducted showed a significant association between the proportion of drivers exceeding the legal BAC limit and road traffic fatalities, p<0.001. The model predicts a 1% increase in the proportion of drivers exceeding the legal BAC to be associated with a 4% increase in road traffic fatalities, 95% CI= 3% to 5% and vice versa. Conclusion A positive and significant association between roadside alcohol prevalence and road traffic fatality has been established. Scaling up roadside breath test, determining standard drink and disseminating to the populace and formulating policies targeting the youth such as increasing minimum legal drinking age and reduced legal BAC limit for the youth and novice drivers might improve drink-driving related crash

Background Despite many activities to prevent risky alcohol consumption among adolescents and young adults there is an increase of alcohol intoxic atio ns in the group of ten to twenty year old juveniles. Objectives This report gives an overview about the recent literature as well as the German federal prevention system regarding activities concerning behavioral and policy prevention of risky alcohol consumption among children, adolescents and young adults. Furthermore, effective comp onent s of prevention activities are identified and the efficiency and efficacy of ongoing prevention programs is evaluated. Methods A systematic literature review is done in 34 databases using Bool'sche combinations of the key words alcohol, prevention, treatment, children, adolescents and young adults. Results 401 studies were found and 59 studies were selected for the health technology assessment (HTA). Most of the studies are done in USA, nine in Germany. A family strengthening program, personalized computer based intervention at schools, colleges and universities, brief motivational interventions and policy elements like increase of prices and taxes proved effective. Discussion Among the 59 studies there are three meta-analyses, 15 reviews, 17 randomized controlled trials (RCT) and 18 cohort studies. Despite the overall high quality of the study design, many of them have methodol ogic al weaknesses (missing randomization, missing or too short follow-ups, not clearly defined measurement parameters). The transferability of US-results to the German context is problematic. Only a few prevention activities reach a sustainable reduction of frequency and/or amount of alcohol consumption. Conclusion The HTA-report shows the need to develop specific and target group focused prevention activities for the German situation. Essential for that is the definition of target goals (reduction of consumption, change of behaviour) a, Hintergrund Trotz verschiedenster Maßnahmen zur Prävention des riskanten Alkoholkonsums von Jugendlichen und jungen Erwachsenen ist ein Anstieg der Alkoholvergiftungen von Zehn- bis unter 20-Jährigen zu beobachten. Fragestellungen Es wird eine Übersicht der aktuellen Literatur sowie des deutschen föderalen Präventionssystems zu verhältnis- und verhaltenspräventiven Maßnahmen hinsichtlich riskanter Alkoholkonsummuster bei Kindern, Jugendlichen und jungen Erwachsenen, Identifikation effektiver Komponenten sowie die Beurteilung aktueller Präventionsprogramme hinsichtlich ihrer Wirksamkeit und Wirtschaftlichkeit erstellt. Methodik Es erfolgt eine systematische Literaturrecherche in 34 Datenbanken mit vier Schlagwortblöcken (Alkohol; Prävention; Behandlung; Kinder, Jugendliche, junge Erwachsene). Ergebnisse Es werden 401 Studien gefunden und 59 für den HTA-Bericht (HTA = Health Technology Assessment) ausgewählt. Die Mehrzahl der Studien stammt aus den USA, neun Studien sind aus Deutschland. Wirksam sind ein Familieninterventionsprogramm, personalisierte computergestützte Interventionen an Schulen, Colleges und Universitäten, kurze motivierende Interventionen und Elemente der Verhältnisprävention, z. B. die Erhöhung von Alkoholpreisen und Steuern. Diskussion Unter den 59 Studien sind drei Metaanalysen, 15 Reviews und 17 randomisierte kontrollierte Studien (RCT) und 18 Kohortenstudien. Trotz dieser insgesamt hohen Qualität der Studienanlage, leiden zahlreiche Studien unter methodischen Mängeln (fehlende Randomisierungen, fehlende oder kurze Nachkontrollen, unklar definierte Messparameter). Die Übertragbarkeit US-amerikanischer Ergebnisse auf Deutschland ist problematisch. Nur wenige Maßnahmen erzielen dauerhafte Reduktionen der Alkoholkonsumhäufigkeit oder -menge. Schlussfolgerung Der HTA-Bericht zeigt die Notwendigkeit der Entwicklung von spezifischen und zielgruppenorientierten Präventionsmaßnahmen für den deutschen Kontext. Dazu gehören die verbindliche Definition von Z

The present study was intended to investigate personality characteristics and mental health of severe driving under influence (DUI) offenders in a Swedish cohort. More specifically the aim was to investigate the personality traits as assessed by The NEO personality inventory (NEO-PI-R) and aspects of mental health as assessed by the symptom checklist (SCL-90) as compared to the general population. The subjects were 162 severe DUI offenders (with the BAC >0.099%) with an age range of 18-88 years, 143 males and 19 females. It was found that the openness to experience and conscientiousness scales of NEO-PI-R differentiated Swedish DUI offenders from Swedish norm population. The differences between the DUI group and the general population on the on SCL-90 scales were all significant except on the Hostility scale. Two main subtypes of DUI offenders identified were roughly comparable to types I and II alcoholics, as in Cloninger's typology. Among all the scales used (personality traits, psychiatric comorbidity and alcohol use), the only factor that was predictive for future relapses to drunk driving was the factor of depression.

This quasi-experimental field study examined the efficacy of an intervention to decrease alcohol abuse by college students. The harm reduction approach states that the ultimate goal when dealing with an unsafe behavior should be abstinence, but any change in behavior in the direction of less harm is supported. This approach was used as the basis of the current research, in combination with differential reinforcement in order to reduce alcohol consumption and its behavioral outcome, blood alcohol concentration (BAC). A total of 409 male and female college students participated while in the applied setting of four fraternity parties. The study took place at two separate fraternity houses, a control fraternity and an experimental fraternity. During the intervention phase, participants with a BAC below .05 were entered into a raffle to win a cash prize. Upon entry to the intervention party, participants were given flyers announcing the raffle and contingency, and gender-specific nomograms to aid in BAC self-monitoring. Dependent measures were blood alcohol concentration measured by hand-held breathalyzers, percentage of participants below criterion BAC levels (i.e., .05 and .08), accuracy of BAC self-estimation, number of negative outcomes due to excessive alcohol consumption, number of positive outcomes due to abstinence or moderate alcohol consumption, and amount of reported fun experienced at the party. Results showed the intervention did not significantly reduce the intoxication of participants or increase the percentage of participants below criterion BAC levels. These results are best explained by a floor effect, as the experimental fraternity had a relatively low baseline BAC. The use of nomograms at the intervention party increased the accuracy of students' BAC self-estimations. Implications for nomogram use and improvements for future implementation of the incentive/reward intervention are discussed.

This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 1997. Several comparisons of alcohol involvement for the period 1982-1997 are presented to illustrate changes and trends. The data are abstracted from the Fatality Analysis Reporting System (FARS) and represent a combination of actual blood alcohol concentration (BAC) test results and estimated BAC distributions for those drivers and nonoccupants for whom no BAC test results are available. The estimates are made using a model developed by the National Highway Traffic Safety Administration.

The National Center for Statistics and Analysis (NCSA) of the National Highway Traffic Safety, Administration (NHTSA) has undertaken several approaches to remedy the problem of missing blood alcohol, test results in the Fatality Analysis Reporting System (FARS). The current approach employs a linear, discriminant model that estimates the probability that a driver or nonoccupant has a BAC in grams per, deciliter (g/dl) of 0, .01 to .09 or .10 and greater. Estimates are generated only for drivers and nonoccupants, (pedestrians, pedalcyclists) for whom alcohol test results were not reported., Beginning with the 2001 data, NHTSA will transition to Multiple Imputation, a new method to estimate, missing BAC in FARS. The publications for the 2001 data will reflect the estimates of alcohol involvement, generated using Multiple Imputation. The new methodology improves on the current model by imputing, specific values of BAC across the full range of possible values rather than estimating probabilities. Imputing, ten values of BAC for each missing value will permit the estimation of valid statistics such as variances, measures of central tendency, confidence intervals and standard deviations.

This report summarizes the results of an evaluation of vehicular technology alternatives to detect driver blood alcohol concentration and alcohol-impaired driving. Taking an international perspective, this report references relevant literature, incorporates input from stakeholders, and includes a concept of operations to describe how to implement technology-based countermeasures that addresses concerns such as privacy, public acceptance, and legal issues.