Search

Background: In 2022, suicide ranked as the 11th leading cause of death in the United States with 49,513 deaths. Provisional mortality data from 2022 indicate a 2.8% increase in the number of suicides compared to 2021. This paper examines overall suicide trends, sodium nitrite ingestion as an emerging suicide method, and the role that online forums play in sharing information about suicide methods (including sodium nitrite ingestion). Methods: Suicides were identified from CDC's National Vital Statistics System (2018-July 2023 provisional) multiple cause-of-death mortality files using International Classification of Diseases (ICD), Tenth Revision underlying cause-of-death codes U03, X60–X84, and Y87.0 and T code T50.6 (antidotes and chelating agents). Google search popularity metrics were captured from January 2019 to January 2023. Case reports of sodium nitrite related suicide and suicide attempts (through February 2024) were identified in the medical and forensic literature. Results: At least 768 suicides involving antidotes and chelating agents (including sodium nitrite) occurred between 2018 and July 2023, set in the context of 268,972 total suicides during that period. Overall, suicides involving antidotes and chelating agents (including sodium nitrite) represent <1% of all suicides, however, numbers are rising. Conclusions: Suicide methods are known to change over time. These changes can be influenced by, among other factors, online forums and means accessibility, such as internet purchase availability. CDC remains committed to prevention through comprehensive public health strategies that protect individuals, families, and communities. Practical Applications: States and community partners might consider leveraging physicians, emergency responders, and other appropriate crisis response groups to disseminate information on sodium nitrite self-poisoning and its antidote, methylene blue. Efforts should be part of a comprehensive public health approach to suicide prevention. [ABSTRACT FROM AUTHOR]

Vehicles in transport sometimes leave the travel lane and encroach onto natural or artificial objects on the roadsides. These types of crashes are called run-off the road crashes, which account for a large proportion of fatalities and severe crashes to vehicle occupants. In the United States, there are about one million such crashes, with roadside features leading to one third of all road fatalities. Traffic barriers could be installed to keep vehicles on the roadways and to prevent vehicles from colliding with obstacles such as trees, boulder, and walls. The installation of traffic barriers would be warranted if the severity of colliding with the barrier would be less severe than colliding with other fix objects on the sides of the roadway. However, injuries and fatalities do occur when vehicle collide with traffic barriers. A comprehensive analysis of traffic barrier features is lacking due to the absence of traffic barrier features data. Previous research has focused on simulation studies or only a general evaluation of traffic barriers, without accounting for different traffic barrier features. This study is conducted using an extensive traffic barrier features database for the purpose of investigating the impact of different environmental and traffic barrier geometry on this type of crash severity. This study only included data related to two-lane undivided roadway systems, which did not involve median barrier crashes. Crash severity is modeled using a mixed binary logistic regression model in which some parameters are fixed and some are random. The results indicated that the effects of traffic barrier height, traffic barrier offset, and shoulder width should not be separated, but rather considered as interactions that impact crash severity. Rollover, side slope height, alcohol involvement, road surface conditions, and posted speed limit are some factors that also impact the severity of these crashes. The effects of gender, truck traffic count, and time of a day were found to be best modeled with random parameters in this study. The effects of these risk factors are discussed in this paper. Results from this study could provide new guidelines for the design of traffic barriers based upon the identified roadway and traffic barrier characteristics. • Although data related to road and barrier geometric designs missed from most of the past studies, in this study these variables were collected and added to the dataset. • The results indicated the effects of traffic barrier height, traffic barrier offset, and shoulder width should not be separated, but rather considered as interactions that impact crash severity. • Rollover, side slope height, alcohol involvement, road surface conditions, and posted speed limit are some factors that impact the severity of these crashes. The effects of gender, truck traffic count, and time of a day were found to be best modeled with random parameters in this study. The effects of these risk factors are discussed in this paper. [ABSTRACT FROM AUTHOR]

• Analysis of fatal nighttime pedestrian collisions 2002–2017 using FARS data. • Post-2009 fatality increase most strongly correlated with infrastructure factors. • Unmarked non-intersections saw 80.8% of additional fatalities and arterials 81.1%. • 40–45 mph roads (54.6% of additional); five-lane roads (40.7%); urban (99.7%). • SUVs involved in 39.7% of additional fatalities, overrepresenting fleet share. • Age of pedestrians killed increased more (18.1%) than the national average (3.2%). Introduction: Pedestrian fatalities in the United States increased 45.5% between 2009 and 2017. More than 85% of those additional pedestrian fatalities occurred at night. Method: We examine Fatality Analysis Reporting System (FARS) data for fatal pedestrian crashes that occurred in the dark between 2002 and 2017. Within-variable and before/after examinations of crashes in terms of infrastructure, user, vehicle, and situational characteristics are performed with one-way analysis of variance (ANOVA) and two-sample t -tests. We model changes in crash characteristic proportions between 2002–2009 and 2010–2017 using linear regressions and test for autocorrelation with Breusch-Godfrey tests. Results: The increase in fatal nighttime pedestrian crashes is most strongly correlated with infrastructure factors: non-intersection unmarked locations (saw 80.8% of additional fatalities); 40–45 mph roads (54.6%); five-lane roads (40.7%); urban (99.7%); and arterials (81.1%). In addition, SUVs were involved in 39.7% of additional fatalities, overrepresenting their share of the fleet. Increased pedestrian alcohol and drug involvement warrant further investigation. The age of pedestrians killed increased more (18.1%) than the national average (3.2%). Conclusions: By identifying factors related to the increase in nighttime pedestrian fatalities, this work constitutes a vital first step in making our streets safer for pedestrians. Practical Applications: More research is needed to understand the efficacy of different solutions, but this paper provides guidance for such future research. Engineering solutions such as road diets or traffic calming may be used to improve identified infrastructure issues by reducing vehicle speeds and road widths. Rethinking vehicle design, especially high front profiles, may improve vehicle issues. However, the problems giving rise to these pedestrian fatalities are likely a result of not only engineering issues but also interrelated social and political factors. Solutions may be correspondingly comprehensive, employing non-linear, systems-based approaches such as Safe Systems. [ABSTRACT FROM AUTHOR]

Introduction This paper examines a number of US chemical industry incidents and their effect on equity prices of the incident company. Furthermore, this paper then examines the contagion effect of this incident on direct competitors. Method Event study methodology is used to assess the impact of chemical incidents on both incident and competitor companies. Results This paper finds that the incident company experiences deeper negative abnormal returns as the number of injuries and fatalities as a result of the incident increases. The equity value of the competitor companies suffer substantial losses stemming from contagion effects when disasters that occur cause ten or more injuries and fatalities, but benefit from the incident through increasing equity value when the level of injury and fatality is minor. Conclusions Presence of contagion suggests collective action may reduce value destruction brought about by safety incidents that result in significant injury or loss of life. Practical Applications This research can be used as a resource to promote and justify the cost of safety mechanisms within the chemical industry, as incidents have been shown to negatively affect the equity value of the not just the incident company, but also their direct competitors. [ABSTRACT FROM AUTHOR]

Introduction This paper reports the influence of road type and junction density on road traffic fatality rates in U.S. cities. Method The Fatality Analysis Reporting System (FARS) files were used to obtain fatality rates for all cities for the years 2005–2010. A stratified random sample of 16 U.S. cities was taken, and cities with high and low road traffic fatality rates were compared on their road layout details (TIGER maps were used). Statistical analysis was done to determine the effect of junction density and road type on road traffic fatality rates. Results The analysis of road network and road traffic crash fatality rates in these randomly selected U.S. cities shows that, (a) higher number of junctions per road length was significantly associated with a lower motor- vehicle crash and pedestrian mortality rates, and, (b) increased number of kilometers of roads of any kind was associated with higher fatality rates, but an additional kilometer of main arterial road was associated with a significantly higher increase in total fatalities. When compared to non-arterial roads, the higher the ratio of highways and main arterial roads, there was an association with higher fatality rates. Conclusions These results have important implications for road safety professionals. They suggest that once the road and street structure is put in place, that will influence whether a city has low or high traffic fatality rates. A city with higher proportion of wider roads and large city blocks will tend to have higher traffic fatality rates, and therefore in turn require much more efforts in police enforcement and other road safety measures. Practical applications Urban planners need to know that smaller block size with relatively less wide roads will result in lower traffic fatality rates and this needs to be incorporated at the planning stage. [ABSTRACT FROM AUTHOR]

Introduction The female work in population is growing in the United States, therefore the occupational health and safety entities must start to analyze gender-specific data related to every industry, especially to nontraditional occupations. Women working in nontraditional jobs are often exposed to extreme workplace hazards. These women have their safety and health threatened because there are no adequate policies to mitigate gender-specific risks such as discrimination and harassment. Employers tend to aggravate this situation because they often fail to provide proper reporting infrastructure and support. According to past studies, women suffered from workplace injuries and illnesses that were less prominent among men. Statistics also confirmed that men and women faced different levels of risks in distinct work environments. For example, the rates of workplace violence and murders by personal acquaintances were significantly higher among women. Methods In this paper, the authors analyze prior public data on fatal and nonfatal injuries to understand why we need to differentiate genders when analyzing occupational safety and health issues. Results The analyses confirmed that women dealt with unique workplace hazards compared to men. Conclusions It is urgent that public agencies, such as the U.S. Department of Labor, record gender-specific data in details and by occupations and industries. Practical application The reader will become aware of the current lack – and need – of data and knowledge about injuries and illnesses separated by gender and industry. Finally, safety and health researchers are encouraged to investigate the gender-specific data in all industries and occupations, as soon as they become available. [ABSTRACT FROM AUTHOR]

Introduction Prescription opioid pain reliever overdose is a major public health issue in the United States. To characterize the location of drug-related deaths, we examined fatal prescription opioid and illicit drug-related deaths reported in 12 states. Methods Data are from the Substance Abuse and Mental Health Services Administration's Drug Abuse Warning Network (DAWN). Medical examiners or coroners in 12 states (MA, MD, ME, NH, NM, OK, OR, RI, UT, VA, VT, WV) reported details of state-wide drug-related mortality during 2008–2010. DAWN data included location and manner of death, age, race, and drugs involved. Deaths were coded into three categories: prescription opioid-related, illicit drug-related, and cases that involved both a prescription opioid and an illicit drug. Results During a 3-year period, there were 14,091 opioid or illicit drug-related deaths in 12 states. More than half of the prescription opioid-related deaths in all states, except Maryland, occurred at home, rather than in public or in a health care facility. Although it was still the predominant category, lower percentages of illicit drug-related deaths occurred at home. Conclusion Prescription opioid overdoses have increased substantially, and the location of the person at the time of death can have important public health implications for interventions. Practical applications This paper highlights that bystander support can be a critical lifesaving factor in drug related deaths but may be more likely for illicit drug-related deaths than for prescription opioid-related deaths. [ABSTRACT FROM AUTHOR]

Abstract: The U.S. National Institute for Occupational Safety and Health (NIOSH) conducts research to improve and protect the health and safety of workers. This paper describes the experience of the NIOSH Construction Program with two recent program planning initiatives intended to improve the program: (a) an independent external review of work over the past decade and (b) the development of strategic goals organized into a “National Construction Agenda” to guide a decade of future work. These goals, developed with input from construction industry stakeholders and researchers, are a part of the NIOSH National Occupational Research Agenda (NORA) initiative. The NORA goals are intended to provide an ambitious set of goals for all construction stakeholders to work together on. Both efforts relate to insuring the relevance and impact of research, reflecting an emerging policy perspective that research programs should be judged not just by the quality and quantity of science produced, but by the industry impact and tangible benefit resulting from the research. This paper describes how views on research planning have evolved to incorporate lessons learned about how research leads to improved safety and health for workers. It also describes the process used to develop the goals and the resulting strategic and intermediate goals that comprise the National Construction Agenda. [Copyright &y& Elsevier]

Abstract: The Symposium on Novice Teen Driving: GDL and Beyond — Research Foundations for Policy and Practice, held in Tucson, AZ, on February 5–7, 2007, provided a detailed overview of graduated driver licensing (GDL) and other beginning driver issues in the United States. This paper summarizes the information presented at the Symposium and in its background papers. Impact on Industry: This information and summary should help all interested persons and organizations, including industry, in their efforts to improve GDL and teen driver programs in the United States, which in turn will further reduce traffic crashes and fatalities involving teenage drivers. [Copyright &y& Elsevier]

Abstract: Policy strategies for injury and violence prevention influence systems development, organizational change, social norms, and individual behavior to improve the health and safety of a population. Injury and violence prevention professionals should consider how their issues resonate with various audiences, including policy makers, the public, and other decision makers. As the cost of healthcare continues to rise and greater demands are placed on the healthcare system, the use of public health policy becomes increasingly critical to protect the public''s health and prevent injury and violence and its related morbidities and disabilities (Degutis, 2011). This article highlights some impactful policy successes from the field, allows us to reflect on the Injury Center''s 20th anniversary, and describes steps to address injuries and violence into the future. The purpose of this paper is to discuss policy as a public health strategy and the critical role it plays in injury and violence prevention. [Copyright &y& Elsevier]

Abstract: Introduction: Since 1990, fatal animal-vehicle collisions (AVCs) in the United States have more than doubled. This paper examines annual AVC trends in the United States over a 19-year period, seasonal and diurnal patterns of AVC risk, the geographic distribution of crash risk by state, and the association between posted speed limit and AVC crash risk in darkness. Method: AVCs were compiled from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the years 1990-2008 to examine annual crash trends for fatal and nonfatal crashes. Seasonal trends for fatal AVCs were examined with the aggregated FARS dataset; seasonal trends for fatal and nonfatal AVCs were also examined by aggregating four years of Michigan crash data. State-by-state distributions of fatal AVCs were also described with the aggregated FARS dataset. Finally, the relationship between posted speed limit and the odds that a fatal or nonfatal AVC occurred in darkness were examined with logistic regressions using the aggregated FARS and Michigan datasets. Results: Between 1990 and 2008, fatal AVCs increased by 104% and by 1.3 crashes per trillion vehicle miles travelled per year. Although not all AVCs involve deer, daily and seasonal AVC crash trends follow the general activity pattern of deer populations, consistent with prior reports. The odds that a fatal AVC occurred in darkness were also found to increase by 2.3% for each mile-per-hour increase in speed; a similar, albeit smaller, effect was also observed in the aggregated Michigan dataset, among nonfatal crashes. Conclusion: AVCs represent a small but increasing share of crashes in the United States. Seasonal and daily variation in the pattern of AVCs seem to follow variation in deer exposure and ambient light level. Finally, the relative risk that a fatal and nonfatal AVC occurred in darkness is influenced by posted speed limit, suggesting that a driver''s limited forward vision at night plays a role in AVCs, as it does in pedestrian collisions. Impact on Industry: The association between speed limit and crash risk in darkness suggests that AVC risk might be reduced with countermeasures that improve a driver''s forward view of the road. [Copyright &y& Elsevier]

Abstract: Introduction: Construction is among the most dangerous industries in the United States accounting for thousands of fatalities every year. Although there is data available on high risk work types and areas, the project-level detail is not readily available. Method: This paper uses the accident investigation reports to categorize project types and presents project level analysis of 350 fatal accidents for special trade contractors. Results: The results showed that Residential and Commercial projects lead the fatalities where Falls are observed as the leading cause. However, when the fatality causes and project categories are analyzed for each work type, the results showed different fatality cause proportions for each project type. Impact on Industry: Project level analysis approach has a direct impact on identifying high risk work types and areas for special trade contractors by making it possible to focus the prevention and intervention efforts more accurately, while highlighting training and education needs. [ABSTRACT FROM AUTHOR]

Abstract: Introduction: Children ages 5-14years have the highest rate of bicycle-related injuries in the country. Bicycle helmets can prevent head and brain injuries, which represent the most serious type of bicycle-related injury. Objectives: This paper compares children''s bicycle helmet use to that estimated from an earlier study, and explores regional differences in helmet use by existing helmet legislation. Methods: This study was a cross-sectional, list-assisted random-digit-dial telephone survey. Interviews were completed by 9,684 respondents during 2001-2003. The subset with at least one child in the household age 5-14years (2,409 respondents) answered questions about bicycle helmet use for a randomly selected child in their household. Results: Almost half (48%) of the children always wore their helmet, 23% sometimes wore their helmet, and 29% never wore their helmet. Helmet wearing was significantly associated with race, ethnicity, and child age but was not associated with the sex of the child. Other significant predictors of use included household income, household education, census region, and bicycle helmet law status. Statewide laws were more effective than laws covering smaller areas. The proportion of children who always wore a helmet increased from 25% in 1994 to 48% in 2001-2002. Significant increases in helmet use from 20% to 26% were seen among both sexes, younger (5-9years) and older (10-14years) children, and in all four regions of the country. Conclusions: While there has been substantial progress in the number of children who always wear their helmets, more than half do not. Further progress will require using a combination of methods that have been shown to successfully promote consistent helmet use. Impact on industry: minimal. [Copyright &y& Elsevier]

Abstract: Introduction: There are many factors that influence older adults'' travel choices. This paper explores the associations between mode of travel choice for a short trip and older adults'' personal characteristics. Methods: This study included 406 drivers over the age of 64 who were enrolled in a large integrated health plan in the United States between 1991 and 2001. Bivariate analyses and generalized linear modeling were used to examine associations between choosing to walk or drive and respondents'' self-reported general health, physical and functional abilities, and confidence in walking and driving. Results: Having more confidence in their ability to walk versus drive increased an older adult''s likelihood of walking to make a short trip by about 20% (PR=1.22; 95% CI: 1.06-1.40), and walking for exercise increased the likelihood by about 50% (PR=1.53; 95% CI=1.22-1.91). Reporting fair or poor health decreased the likelihood of walking, as did cutting down on the amount of driving due to a physical problem. Discussion: Factors affecting a person''s decision to walk for exercise may not be the same as those that influence their decision to walk as a mode of travel. It is important to understand the barriers to walking for exercise and walking for travel to develop strategies to help older adults meet both their exercise and mobility needs. Impact on Industry: Increasing walking over driving among older adults may require programs that increase confidence in walking and encourage walking for exercise. [Copyright &y& Elsevier]

Abstract: Introduction: In this paper, we show that FARS data can be a comparable alternative to observational NOPUS data in estimating seat belt use in the United States once we correct for sample selection bias. Results: Based on assumptions of independence for seatbelt choice, we establish a lower and upper bound for seatbelt usage rates, and find that once we correct for sample selection bias, the seatbelt usage estimates from the corrected FARS emerge at least as a comparable alternative to NOPUS estimates. Impact on Industry: This implies that researchers can use corrected FARS to complement NOPUS, thus being able to utilize the rich cross-sectional details available in FARS data to analyze various relevant research questions. [Copyright &y& Elsevier]

Abstract: Introduction: Each year, there are at least 100,000,000 occupational accidents and 100,000 occupational deaths in the world. In the United States, one of the safest countries in the world in which to work, there were more than 5,400 workplace fatalities and 5.9 million workplace injuries in 2007. The cost to American industry and taxpayers is estimated to be at least $170 billion per year. Further, as illustrated by accidents such as Three Mile Island and Bhopal, industrial accidents potentially impact a much wider sphere than that of the injured worker and his or her employer. As the repercussions of organizational accidents reverberate through organizations and are felt from human resources to accounting, firms are beginning to incorporate messages of safety in their missions and strategies. As firms organize to achieve safer work environments, they are faced with decisions on how to structure their activities in terms of, among other things, size and differentiation. Method: This paper explores the impact on accident rates of size and differentiation at the corporate and mine levels of mining companies in an effort to create a framework for thinking about organizational accidents from a structural perspective. Results: The results suggest that larger mines are safer than smaller mines, and that mines with less task diversity are safer than mines with greater task diversity. The results also suggest that at the corporate level, task diversity decreases mine accidents. These results may help mining executives and engineers structure their corporate activities and individual mines more effectively to help reduce accidents. [Copyright &y& Elsevier]

Abstract: Problem: A substantial proportion of drivers arrested for DUI refuse the BAC test, thereby reducing the likelihood that they will be convicted and potentially increasing the number of high-risk multiple offenders contributing to alcohol-related crashes. Method: This paper reviews the information on the current status of implied-consent laws (which impose a sanction on offenders who refuse the BAC test) in the 50 states and the other relevant traffic safety laws and policies that may influence state refusal rates. Results: Although there appears to be only a weak relationship between state refusal rates and crash rates, there is strong evidence that BAC test refusals significantly compromise the arrest, prosecution, and sentencing of DUI suspects and the overall enforcement of DUI laws in the United States. Discussion: Laws and policies that may reduce the number of refusals are discussed. Impact on industry: Alcohol-related crash injuries are an important cost problem for U.S. industry because of property damage from crashes, crash injuries to employees that raise health costs, or the reduction of time on the job resulting from a highway injury. [Copyright &y& Elsevier]

Abstract: Problem: Subway transit is a relatively safe mode of transportation, yet compared to all other forms of mass transit in the United States (U.S.), subways have the highest fatality rate. The aim of this paper is to characterize subway-related fatalities in order to identify opportunities for risk reduction. Method: Medical examiner records for all New York City (NYC) subway-related deaths (1990-2003) were reviewed. Data were abstracted on decedents'' demographics and autopsy findings, including laboratory findings. Results: There were 668 subway-related fatalities, of these, 10 (1.5%) were homicides, 343 (51.3%) were determined to be suicides, and 315 (47.2%) were accidental. Although decedent characteristics varied between fatality categories, they were not particularly informative with regard to prevention. Conclusion: Prevention strategies that focus on structural controls are likely to be most efficacious in improving the overall safety of the NYC subway systems. Impact on industry: These findings suggest that structural rather than individual-level interventions would be most successful in preventing subway fatalities. [Copyright &y& Elsevier]

Abstract: Introduction: Overexposure to noise remains a widespread and serious health hazard in the U.S. service providing and goods producing industries. Excessive noise can lead to poor verbal communication and reduce the ability to recognize warning signals. These dangerous work conditions can also cause stress and fatigue. Occupational hearing loss is a permanent illness, with no recovery currently possible. Method: National Institute for Occupational Safety and Health (NIOSH) has recognized Noise Induced Hearing Loss (NIHL) as one of the ten leading work-related diseases and injuries in the United States, and has emphasized its importance as one of the critical areas expressed in the National Occupational Research Agenda. Results: One of the most serious noise problems in the goods producing industries is the operation of continuous mining machines during underground coal mining. In order to minimize occupational hearing loss, noise hazards are “designed out” early in the design process. NIOSH is leading a national initiative called Prevention through Design (PTD) to promote this concept. This paper describes the quiet-by-design approach of a noise control that reduced noise exposures of continuous mining machine operators by 3dB(A) using the four functional areas of PTD, namely Practice, Policy, Research, and Education. [Copyright &y& Elsevier]

Abstract: Introduction: Unrestrained drivers and passengers are involved in a significant amount of fatalities and injuries in motor-vehicle crashes in the United States. While the literature documents the effectiveness of seat belt usage in reducing crash outcomes, such as fatalities and the severity of injuries, there is a need to evaluate the impact of seat belt usage by drivers and passengers in their respective vehicles. These findings could help develop effective education and enforcement strategies to enhance occupant safety. Method: This paper summarizes a study comparing seat belt usage rates of drivers and passengers based on whether or not the driver uses a seat belt. Observational data from 50 sites in the state of Nevada over 3 years are used for analyses. The data are stratified based on the gender of the driver and passengers in the front seat of the vehicle and are based on area type (rural or urban). Results: A comparison of the rates of seat belt usage across for the aggregated data and for various types of disaggregation and statistical analyses to compare the rates of seat belt use among passengers based on the use of seat belts by drivers confirms that when drivers use seat belts, their respective passengers are much more likely to use seat belts. Further, if drivers do not use seat belts, their passengers are not likely to use seat belts. This observation is comparable for male drivers and female drivers, and also for male passengers and female passengers. Further, there are no differences for combinations of the genders of the drivers and passenger (i.e., both male or female, or one male and one female). Impact on industry: These results suggest that education and enforcement strategies would benefit most by working toward increasing seat belt usage rates among drivers. [Copyright &y& Elsevier]

Abstract: Introduction: Adverse weather conditions have a major impact on National Airspace System (NAS) operations. They create safety hazards for pilots, constrain the usable airspace for air traffic control (ATC), and reduce the overall capacity of the NAS. A system-wide dissemination of weather information to controllers could theoretically improve safety and efficiency. Problem: However, it is currently unclear what weather information would be beneficial for tactical operations. Furthermore, no previous research has empirically evaluated optimal presentation designs for ATC weather displays. Ill-designed weather displays can cause safety hazards by presenting redundant information (i.e., by increasing the cognitive load) and display clutter (e.g., by interfering with the visual extraction of traffic data). Method: In the present paper, we outline our use of cognitive work analysis (CWA) techniques for the assessment of weather information needs for terminal controllers. Results: Specifically, we describe how the CWA modeling tools helped us reveal instances in the terminal domain where weather information is lacking or insufficiently disseminated. We used our CWA results to drive the development of weather display concepts and to set up a high-fidelity simulation capability. Impact on Industry: By means of high-fidelity simulations, we can empirically evaluate controller weather information needs in order to propose weather displays for increased aircraft safety and efficiency of terminal operations. [Copyright &y& Elsevier]

Click It or Ticket is an occupant protection Selective Traffic Enforcement Program (sTEP) combining intensive paid and earned publicity with enforcement during a brief two to four week period. North Carolina demonstrated substantial increases in safety belt use associated with their implementation of the first statewide Click It or Ticket program in 1993. In 2000, Click It or Ticket was implemented in South Carolina. In 2001, Click It or Ticket was implemented across all eight states of the southeast. In 2002, ten states in various parts of the country implemented Click It or Ticket; four states implemented parts of the full Click It or Ticket program; and four states were used as comparisons. Belt use increases were greatest in the full implementation states. Click It or Ticket was implemented nationally in 2003. This paper presents a historical perspective on the implementation and evaluation of Click It or Ticket programs. [Copyright &y& Elsevier]

North Carolina was the first United States jurisdiction to implement a statewide program (called Click It or Ticket) coupling concentrated enforcement with massive publicity to increase seat belt use. After a successful pilot program in three very different North Carolina communities, the statewide program was launched in October 1993, and has been most active and productive as well as imitated by many other states over the past decade. This paper explores the combination of ingredients that have been employed and sustained over that period of time. These include: (a) a basic coalition of critical public-private agencies (central to the planning, execution, and publicity of the many Click It or Ticket programs); (b) critical top-down commitments (starting with the governor); (c) pervasive and innovative media events/press releases/ PSAs/ web site information; (d) vigorous and well-publicized law enforcement; (e) feedback on results with solid, updated data; (f) related statewide and local programs/activities; and last but not least (g) continuous funding. [Copyright &y& Elsevier]

Introduction: The main objective of this paper is to highlight travel patterns of older adults living in the United States as depicted in the 2001 National Household Travel Survey (NHTS). The NHTS is a national data collection program sponsored by the Bureau of Transportation Statistics and the Federal Highway Administration. It is the first national comprehensive household survey of both daily and long-distance travel, allowing for analysis of the full continuum of personal travel by Americans. To better understand the transportation needs of older Americans, it is useful to examine how travel patterns differ across age groups. The intent is to present basic travel characteristics of older adults (age 65+) and allow for comparisons with younger adults (ages 19–64). Travel-related characteristics of older adults in the United States: Results of the 2001 survey showed that older Americans travel extensively and rely on personal vehicles as heavily as their younger counterparts. Older Americans conduct 89% of their travel in personal vehicles. Characteristics of daily trips taken by older adults: Older adults tend to be less mobile in that they take fewer trips, travel shorter distances, and have shorter travel times. This pattern is even more pronounced among older women. They are also more likely to suffer from self-reported medical conditions that further limit their travel. Characteristics of long-distance travel by older adults: Older men and women take long-distance trips at about the same rates and show a strong preference for using personal vehicles. And, while men and women take an equal percentage of their trips by air, older women show a strong preference for bus travel. Conclusions: Although older Americans travel extensively, they are less mobile than their younger counterparts. This pattern is more pronounced among older women and among those with self-reported medical conditions that affect their ability to travel outside their home. Older women consistently take the least number of trips per day, have the lowest driving rates, travel the shortest distances, and are more likely to report medical conditions that limit their travel. For men and women who have to give up driving, alternative means of transportation becomes a necessity. Yet, use of alternative transportation is relatively low; excluding personal vehicle and walking, all other means of transportation account for about 2% of daily travel. Further, of those with medical conditions that affect their travel, only about 12% use special transportation services such as dial-a-ride. [Copyright &y& Elsevier]

This paper discusses the early research that lead to graduated driver licensing, some of the educational principals on which it is based, obstacles to its acceptance, and some of the early efforts in the U.S. and elsewhere. Early research: The research underlying the concept of graduated driver licensing was a 1971 North Carolina study that identified the overrepresentation of young drivers in crashes at night and when another young person was the right front passenger. Educational principals: Efforts to reduce the risk to young novice drivers applied what was known about learning. The concepts included distributed learning (i.e., over time) and progressing from simple to complex skills. A proposal: The proposed graduated licensing system based on learning principals included (a) initial experience under low risk conditions, (b) extended supervised practice, (c) gradual move to more complex conditions, and (d) harsher penalties for deliberate risk-taking. Obstacles: There were several most common objections raised against graduated licensing. Raising the licensing age decreased mobility. Some young drivers were “good” drivers. Enforcement is difficult. Fear of parental objections. Parents are not driver educators and some young people do not have an available parent. Administrative costs are too high. Acceptance: Driver educators were the first to see the benefits of a graduated system in the 1970s and 1980s. Toronto nearly adopted a graduated system in 1976. New Zealand was the first to adopt a graduated licensing system in 1984. Michigan in 1997 was the first state to require parental certification of extended supervised driving practice. [Copyright &y& Elsevier]