Effects of enforcement intensity on alcohol impaired driving crashes.
Effects of enforcement intensity on alcohol impaired driving crashes.
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DOI：
10.1016/j.aap.2014.09.002
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发表时间：
2014-12
期刊：
影响因子：
--
通讯作者：
Pell K
中科院分区：
文献类型：
--
作者：
Fell JC;Waehrer G;Voas RB;Auld-Owens A;Carr K;Pell K
衡量执法水平的研究调查了警察活动的增加（例如，检查站，醉酒驾驶[DWI]特别巡逻）高于一定的基线水平与减少碰撞和死亡有关。然而，很少有研究试图定量衡量执法工作，并将不同的执法水平与酗酒驾驶的流行程度联系起来。本研究的目的是调查执法强度的影响，在一个样本的社区对涉及酒后驾驶的碰撞率。我们分析了不同的执法策略和措施的影响：（1）具体威慑-人均酒后驾车（DUI）逮捕的年度数量;（2）一般威慑-清醒检查站操作的频率;（3）高度可见的交通执法-人均交通拦截的年度数量;（4）执法存在-人均宣誓官员的数量;以及（5）总体交通执法-人均其他交通执法引用的数量（即，安全带引用，超速罚单，和其他移动违规和警告）在每个社区。我们利用了2007年全国路边调查（NRS）中有关当地驾驶障碍流行率的全国性数据，参与2007年NRS的警察部门提供的DUI执法活动措施，以及与2007年NRS相同地点的通用估计系统（GES）的撞车事故。我们分析了22至26个具有完整数据的社区的执法强度与受损驾驶事故发生率之间的关系。在整个研究中使用对数线性回归。当控制2007年NRS在社区调查的道路上合法醉酒驾驶员的百分比时，每10，000名驾驶年龄人口中DUI逮捕人数较高，与酒后驾驶员碰撞与非酒后驾驶员碰撞的比率较低（p=0.035）相关。结果表明，DUI逮捕率增加10%与酒后驾驶事故率减少1%有关。每10 000名驾驶年龄人口中宣誓警官人数的增加也得到了类似的结果。虽然较高的DUI逮捕率与较低的酒后驾驶事故率相关，但清醒检查点与酒后驾驶事故没有显着关系。这似乎是由于只有3%的上路司机经常受到清醒检查站的检查（我们收到执法数据的36个警察机构中只有1个每周进行检查）。这种低使用策略是自20世纪80年代和90年代以来美国检查站使用普遍下降的症状，当时酒精受损驾驶致命事故发生率下降最大。这项研究的总体结果可能有助于全国各地的执法机构调整其交通执法强度，以减少其社区中的驾驶障碍。
Research measuring levels of enforcement has investigated whether increases in police activities (e.g., checkpoints, driving-while-intoxicated [DWI] special patrols) above some baseline level are associated with reduced crashes and fatalities. Little research, however, has attempted to quantitatively measure enforcement efforts and relate different enforcement levels to specific levels of the prevalence of alcohol-impaired driving. The objective of this study was to investigate the effects of law-enforcement intensity in a sample of communities on the rate of crashes involving a drinking driver. We analyzed the influence of different enforcement strategies and measures: (1) specific deterrence -annual number of driving-under-the-influence (DUI) arrests per capita; (2) general deterrence -frequency of sobriety checkpoint operations; (3) highly visible traffic enforcement -annual number of traffic stops per capita; (4) enforcement presence - number of sworn officers per capita; and (5) overall traffic enforcement - the number of other traffic enforcement citations per capita (i.e., seat belt citations, speeding tickets, and other moving violations and warnings) in each community. We took advantage of nationwide data on the local prevalence of impaired driving from the 2007 National Roadside Survey (NRS), measures of DUI enforcement activity provided by the police departments that participated in the 2007 NRS, and crashes from the General Estimates System (GES) in the same locations as the 2007 NRS. We analyzed the relationship between the intensity of enforcement and the prevalence of impaired driving crashes in 22 to 26 communities with complete data. Log-linear regressions were used throughout the study. A higher number of DUI arrests per 10,000 driving-aged population was associated with a lower ratio of drinking-driver crashes to non-drinking-driver crashes (p=0.035) when controlling for the percentage of legally intoxicated drivers on the roads surveyed in the community from the 2007 NRS. Results indicate that a 10% increase in the DUI arrest rate is associated with a 1% reduction in the drinking driver crash rate. Similar results were obtained for an increase in the number of sworn officers per 10,000 driving-age population. While a higher DUI arrest rate was associated with a lower drinking-driver crash rate, sobriety checkpoints did not have a significant relationship to drinking-driver crashes. This appeared to be due to the fact that only 3% of the on-the-road drivers were exposed to frequent sobriety checkpoints (only 1 of 36 police agencies where we received enforcement data conducted checkpoints weekly). This low-use strategy is symptomatic of the general decline in checkpoint use in the U.S. since the 1980s and 1990s when the greatest declines in alcohol-impaired-driving fatal crashes occurred. The overall findings in this study may help law enforcement agencies around the country adjust their traffic enforcement intensity in order to reduce impaired driving in their community.
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影响因子：
5.5
作者：
Peek-Asa, C
通讯作者：
Peek-Asa, C
影响因子：
4.1
作者：
HEEREN, T;SMITH, RA;HINGSON, RW
通讯作者：
HINGSON, RW
影响因子：
2
作者：
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通讯作者：
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影响因子：
4.1
作者：
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通讯作者：
Romano, Eduardo
影响因子：
4.1
作者：
WELLS, JAK;PREUSSER, DF;WILLIAMS, AF
通讯作者：
WILLIAMS, AF