Department of Paediatrics, Cumming School of Medicine, University of Calgary , Calgary , Alberta , Canada.
Department of Community Health Sciences, Cumming School of Medicine, University of Calgary , Calgary , Alberta , Canada.
Traffic Inj Prev. 2019;20(7):744-748. doi: 10.1080/15389588.2019.1639680. Epub 2019 Aug 13.
The objective of this study was to identify driver characteristics associated with youth bicycle-motor vehicle collisions in Alberta, Canada. Edmonton and Calgary police collision report data from the years 2010-2014 were used. From these data, motor vehicle collisions involving youth (<18 years old) were identified (cases). The controls were drivers who, over the same period, were involved in separate motor vehicle-only collisions but deemed not at fault using an automated culpability analysis. Control selection used the quasi-induced exposure method, assuming that not-at-fault drivers in collisions are representative of the typical driver (source population). Descriptive statistics, including proportions, medians, and interquartile ranges (as appropriate) were used to describe the characteristics of the case and control drivers. Purposeful variable selection techniques were used to inform multivariable logistic regression models and results are presented as adjusted odds ratios (aORs) and 95% confidence intervals (CIs). Four hundred twenty-three drivers involved in youth bicycle-motor vehicle collisions were identified, as were 243,927 not-at-fault control drivers. Drivers >54 years old had higher odds of involvement in youth bicycle-motor vehicle collisions than drivers between 25 and 39 years old (aOR = 1.37; 95% CI, 1.03, 1.82). Compared to driving between 3:01 p.m. and 6:00 p.m., driving between 12:01 a.m. and 6:00 a.m. (aOR = 0.27; 95% CI, 0.11, 0.66), between 6:01 a.m. and 9:00 a.m. (aOR = 0.61; 95% CI, 0.44, 0.85), or between 9:01 a.m. and 12:00 p.m. (aOR = 0.26; 95% CI, 0.16, 0.41) had lower odds of bicyclist collision, whereas driving between 6:01 p.m. and 12:00 a.m. had higher odds (aOR = 1.34; 95% CI, 1.01, 1.79). Driving a truck/van had lower odds of bicyclist collision compared to driving a passenger car (aOR = 0.67; 95% CI, 0.48, 0.94). Culpability analysis is typically applied to motorists to identify transient exposures; however, this study used culpability analysis to select control drivers who could be compared with drivers involved in youth bicycle-motor vehicle collisions. This study highlights motorist characteristics in youth bicycle-motor vehicle collisions. In doing so, we hope to inform primary prevention strategies for motorists and the environment that will reduce collisions.
本研究旨在确定与加拿大艾伯塔省青少年自行车-机动车碰撞相关的驾驶员特征。使用了 2010-2014 年埃德蒙顿和卡尔加里警方碰撞报告数据。从这些数据中，确定了涉及青少年（<18 岁）的机动车碰撞（病例）。对照组为在同一时期发生单独的机动车碰撞但使用自动化责任分析被判无责的驾驶员。对照组的选择使用了准诱导暴露法，假设无责驾驶员在碰撞中是典型驾驶员（源人群）的代表。使用描述性统计，包括比例、中位数和四分位距（适当）来描述病例和对照组驾驶员的特征。采用有目的的变量选择技术来为多变量逻辑回归模型提供信息，并以调整后的优势比（aOR）和 95%置信区间（CI）表示结果。确定了 423 名涉及青少年自行车-机动车碰撞的驾驶员，以及 243,927 名无责对照组驾驶员。54 岁以上的驾驶员发生青少年自行车-机动车碰撞的可能性高于 25-39 岁的驾驶员（aOR = 1.37；95%CI，1.03，1.82）。与下午 3:01 至下午 6:00 之间驾驶相比，上午 12:01 至下午 6:00 之间驾驶（aOR = 0.27；95%CI，0.11，0.66）、上午 6:01 至上午 9:00 之间驾驶（aOR = 0.61；95%CI，0.44，0.85）或上午 9:01 至下午 12:00 之间驾驶（aOR = 0.26；95%CI，0.16，0.41）发生自行车碰撞的可能性较低，而下午 6:01 至晚上 12:00 之间驾驶的可能性较高（aOR = 1.34；95%CI，1.01，1.79）。与驾驶乘用车相比，驾驶卡车/货车的自行车碰撞可能性较低（aOR = 0.67；95%CI，0.48，0.94）。责任分析通常适用于驾驶员以确定短暂暴露；然而，本研究使用责任分析来选择可以与涉及青少年自行车-机动车碰撞的驾驶员进行比较的对照组驾驶员。本研究强调了青少年自行车-机动车碰撞中驾驶员的特征。通过这样做，我们希望为减少碰撞的驾驶员和环境提供初级预防策略。
