I
welcome Stevenson's participation and thank him for providing the
counterpoint to my commentary.[1, 2] Naturally I object to much of
it, starting with the title. We are not discussing the importance of
good science, rather what makes for it....
I
welcome Stevenson's participation and thank him for providing the
counterpoint to my commentary.[1, 2] Naturally I object to much of
it, starting with the title. We are not discussing the importance of
good science, rather what makes for it.
Stevenson
begins by taking us on a philosophical excursion: "The
underlying philosophy of science is that of [causal] determinism".
Determinism, causal or otherwise,[3] is but one item in an ontology,
and ontology is but one component of-- let us acknowledge that there
is still no unanimity[4, 5]-- a philosophy of science. Yet apart from
noting that transportation systems are systems, in terms of
philosophy my commentary concerned exclusively epistemological,
methodological and ethical matters. Thus the topic of determinism,
and Stevenson's entire introduction, is out of place. I don't know
how I could "totally dismis[s] the value of" something I
never touched upon.
Instead
of facing contemporary problems, Stevenson wishes I had used my
limited space to consider epidemiology's history, extolling in
particular much cited but nowadays little heeded works of Haddon[6]
and Gordon[7] (the bibliographic entry given here for the latter
being the correct one). Very well: Gordon emphasised the importance
of the accident-prone individual, and that injury could not be
effectively prevented without knowing the conditions under which
cases occur. To this end "causes are sought through direct
investigation of the site of the accident, of the associated
circumstances, and of the person who was injured", and further
that "The start is through field investigation, individual case
study of the patient, the family group, and the immediate
surroundings".
Does
this sound like the epidemiology of bicycling as we have known it--
or as countenanced by "evidence based medicine"?[8] Or did
the authors of highly consequential studies[9, 10, 11] use
improvised,
never-tested proxies?[2] Upon finding that none of their supposed
indicators of crash severity or street dangerousness accounted for
the outcomes of interest, did they get the idea that they had missed
the real factors;[2] or did they conclude to the contrary that
helmets were a virtual panacea and cycle tracks were safe without
qualification?
Elsewhere
Haddon,[12] citing the work of De Haven, himself famously a crash
survivor, emphasised that it was not impact velocity per se, but
impact conditions that determined injury outcome, and accordingly
placed emphasis on vehicle design. I discussed at relative length the
failure of epidemiologists to consider this. Haddon further
propounded that "measures which do not require the continued,
active cooperation of the public are much more efficacious than those
which do", and that operating to the contrary constitutes victim
blaming.[12] For the past three decades in the field of bicycling
safety, the public health community, with its all-helmets, all the
time approach, has devoted effectively all its efforts to violating
Haddon's prescriptions.
Stevenson
might consider that I am not the first to object to the
epidemiological approach to transportation safety. For one, the
eminent engineer Hauer already did so, for complementary reasons.[13]
Hauer was not unfair: he also skewered his own profession.[13, 14] I
recommend the public health community follow his example, and engage
in more profound self-criticism, and less profound
self-congratulation.
Rather
than continue with any of many further objections to Stevenson's
counterpoint, let me highlight a hidden agreement. Just as there is
no objection to harm reduction in drug policy, there is no objection
to evidence-based medicine, each being too vague a platitude. But
there is plenty of objection to Harm Reduction, and likewise to
Evidence Based Medicine: they are specific, institutionalised
implementations of contentious philosophies, albeit wrapped in the
corresponding platitudes. Stevenson says I suggest "that
epidemiology dismisses mechanism-based reasoning"; I do not. I,
and others, observe to the contrary that EBM dismisses
mechanism-based reasoning.[8, 15] In concert with other objections, I
therefore conclude that, in mistaking the wrapping for the content,
epidemiology has institutionalised an unrealistic philosophy (this
description was in response to reviewer objection: the original was
"primitive"). With his emphasis on causality and
mechanism-- each famously trans-empirical, not empirical[16] (the
work cited being Stevenson's choice[1], not mine)-- I am pleased to
see that Stevenson agrees.
References
1.
Stevenson M. Epidemiology and transport: good science is paramount.
Inj Prev (Published Online First 3 Sep 2014).
doi:10.1136/injuryprev-2014-041392
2.
Kary M. Unsuitability of the epidemiological approach to bicycle
transportation injuries and traffic engineering problems. Inj Prev
(Published Online First 14 Aug 2014).
doi:10.1136/injuryprev-2013-041130
3.
Bunge M. Does quantum physics refute realism, materialism and
determinism? Sci & Educ 2012;21:1601-1610.
doi:10.1007/s11191-011-9410-z
4.
Fishman YI, Boudry M. Does science presuppose naturalism (or anything
at all)? Sci & Educ 2013;22:921-949.
doi:10.1007/s11191-012-9574-1
5.
Mahner M. The role of metaphysical naturalism in science. Sci &
Educ 2012;21:1437-1459. doi:10.1007/s11191-011-9421-9
6.
Haddon W. On the escape of tigers: an ecologic note. Am J Pub Health
1970;60:2239-2234.
7.
Gordon JE. The epidemiology of accidents. Am J Pub Health
1949;39:504-515.
8.
OCEBM Levels of Evidence Working Group. The Oxford Levels of Evidence
2. Oxford Centre for Evidence-Based Medicine.
http://www.cebm.net/index.aspx?o=5653(accessed
Dec 2013).
9.
Thompson RS, Rivara FP, Thompson DC. A case-control study of the
effectiveness of bicycle safety helmets. N Eng J Med
1989;320:1361-1367.
10.
Thompson DC, Rivara FP, Thompson RS. Effectiveness of bicycle safety
helmets in preventing head injuries: a case-control study. JAMA
1996;276:1968-1973.
11.
Lusk AC, Furth PG, Morency P, et al. Risk of injury for bicycling on
cycle tracks versus in the street. Inj Prev 2011;17:131-135.
doi:10.1136/ip.2010.028696
12.
Haddon W. Advances in the epidemiology of injuries as a basis for
public policy. Pub Health Rep 1980;95:411-421.
13.
Hauer E. On exposure and accident rate. Traf Eng Cont
1995;March:134-138.
14.
Hauer E. A case for evidence-based road safety delivery. In:
Improving Traffic Safety Culture in the United States - The Journey
Forward, pp. 329-343. AAA Foundation for Traffic Safety: Washington,
DC, 2007. http://www.aaafoundation.org/pdf/Hauer.pdf(accessed
Dec 2013).
15.
Clarke B, Gillies D, Illari P, et al. The evidence that
evidence-based medicine omits. Prev Med 2013;57:745-747.
doi:10.1016/j.ypmed.2012.10.020
16.
Rosenberg A. Philosophy of Science: A Contemporary Introduction (2nd
ed.), 2005, pp. 35-37, 116-117. Routledge: New York.
We were dismayed to read the recent article by Denton and Fabricius
in which they gleaned the magnitude of annual defensive gun use (DGU) from
local newspaper accounts.[1] We find the authors’ method of determining
DGUs, and their suggestion for a new way to use firearms for self-defense,
seriously flawed.
The authors used the Tribune (Tempe, AZ) as a "daily survey of
several million people...
We were dismayed to read the recent article by Denton and Fabricius
in which they gleaned the magnitude of annual defensive gun use (DGU) from
local newspaper accounts.[1] We find the authors’ method of determining
DGUs, and their suggestion for a new way to use firearms for self-defense,
seriously flawed.
The authors used the Tribune (Tempe, AZ) as a "daily survey of
several million people for cases of DGU." They acknowledge that newspapers
may not always report DGU incidents, but their explanation of why this
under-reporting does not affect their conclusion uses only statistics for
homicide data. We doubt that the same result would hold if statistics for
woundings and firings were also used. Woundings and firings are not as
newsworthy as homicides.
Although the authors discuss police and court records, and estimate
how many incidents the police should have known about, they never reveal
the actual police data.
Denton and Fabricius correctly acknowledge that merely brandishing a
gun is the most common type of DGU, and suggest, therefore, that an
unloaded firearm would serve the same purpose as a loaded one. This is an
astounding conclusion.
A firearm represents a credible deterrent only to the extent that it
is able to fire a projectile. It is this capability that causes felons to
fear being shot by an armed victim.[2] Were it common knowledge among
criminals that most ordinary citizens now use unloaded handguns—that some
would-be victims are armed but many only pretend to be—deterrence would
quickly evaporate.
Proficient professional poker players may be able to bluff
effectively in such a situation, but many ordinary citizens would not. Few
people would bet their lives, or those of their families, in what might
amount to a suicidal bluff.
Would police officers volunteer to carry unloaded weapons?
References
1. Denton JF, Fabricius WF. Reality check: using newspapers, police
reports, and court records to assess defensive gun use. Inj Prev 2004;
10:96-98.
2. Wright JD, Rossi PH, Daly K. Under the gun: weapons, crime, and
violence in America. Hawthorne, New York: Aldine de Gruyter, 1983, chapter
7, 138-139.
As Thornley et al [1] indicate, the use of high-conspicuity aids by
cyclists must be beneficial: motorists can only avoid collision with the
cyclist if they can detect the cyclist.
Unfortunately, high-conspicuity aids are not likely to affect the
visibility of the roadway environment around the cyclist, so motorists'
perceptions of the cyclist's motion and distance will remain poor in
condi...
As Thornley et al [1] indicate, the use of high-conspicuity aids by
cyclists must be beneficial: motorists can only avoid collision with the
cyclist if they can detect the cyclist.
Unfortunately, high-conspicuity aids are not likely to affect the
visibility of the roadway environment around the cyclist, so motorists'
perceptions of the cyclist's motion and distance will remain poor in
conditions of night, fog and precipitation. Laboratory evidence shows
unequivocally that perception of motion requires that the moving object be
viewed against a visible background of other objects; without a visible
background, the threshold for detecting the object's motion is extremely
high [2].
One of the major cues for distance - motion parallax - is also
dependent on a visible background. Motion parallax refers to movement of
the retinal images of viewed objects as a result of the observer's
movement; for example, viewing a distant point entails rates of retinal
image motion inversely proportional to the distance of each of the objects
from the observer. However, motion parallax is ineffective for perceiving
an isolated object's distance [3]. Hence, the cyclist - for example,
performing manoeuvres to left or right at a road junction - must be viewed
against a visible roadway environment for motion parallax to be effective
[4].
The argument presented here is underscored by the clear effectiveness
of street-lighting in the reduction of pedestrian collisions with motor
vehicles [5] - the pedestrian AND the roadway environment are made more
conspicuous. This outcome must extend to cyclists.
The conclusion must be that the value of high-conspicuity aids should
not be overstated: fundamental aspects of the motorist's perception must
remain weak.
References
1. Thornley SJ, Woodward A, Langley JD, Ameratunga SN, Rodgers A.
Conspicuity and bicycle crashes: preliminary findings of the Taupo Bicycle
Study. Inj Prev 2008;14:11-18.
2. Reinhardt-Rutland AH. Induced movement in the visual modality: an
overview. Psychol Bull 1988;103:57-72.
3. Reinhardt-Rutland AH. Motion parallax. In Craighead WE, Nemeroff
CB (eds.). Encyclopedia of psychology and behavioral science (pp 977-979).
New York: Wiley.
4. Reinhardt-Rutland AH. Some implications of motion-perception
evidence and theory for road accidents. J Int Assoc of Traffic and Safety
Sci 1992;16:9-14
5. Retting RA, Ferguson SA, McCartt AT. A review of evidence-based
traffic engineering measures designed to reduce pedestrian-motor vehicle
crashes. Am J Public Health 2003; 93: 1456-1463
A survey of jail inmates done by J P May, D Hemenway, and A Hall
indicated that, among those who admitted to having been shot, 91% reported
having gone to the hospital for treatment. This comment explains why this
finding cannot be taken seriously.
Put yourself in the position of a jail inmate who was part of this
survey. Most jail inmates are awaiting trial. They are the most legally
vulnerable of all crimina...
A survey of jail inmates done by J P May, D Hemenway, and A Hall
indicated that, among those who admitted to having been shot, 91% reported
having gone to the hospital for treatment. This comment explains why this
finding cannot be taken seriously.
Put yourself in the position of a jail inmate who was part of this
survey. Most jail inmates are awaiting trial. They are the most legally
vulnerable of all criminals - unlike uncaught criminals they are subject
to legal punishment, yet unlike prison inmates, the punishment they will
receive is still to be determined - the hammer has not yet come down.
This is a set of criminals who are understandably obsessed with not
looking any more criminal to the authorities than they already appear.
How is this relevant to the jail survey conducted by May et al.? Suppose
you were a jail inmate who had been shot, but did not seek medical
treatment because you were shot while committing a crime, and knew that if
did go to the hospital, police would interrogate you as to how you got
shot and possibly connect you to the crime.
When such a jail inmate was asked whether they had ever been shot,
either of 2 things would happen. The inmate would either accurately
answer "yes" or would falsely deny having been shot, for the same reason
that they did not seek hospital treatment - they did not want to be
connected to the crime they were committing when they were shot. These
inmates would not be asked the follow-up question "Did you go to the
hospital for treatment of that wound?" They would simply be excluded from
further analysis, and therefore would not go into the computation of the
percent of the 307 gunshot-wounded inmates who had sought hospital care.
Instead, they would erroneously be placed in the set of 1,816 inmates who
did not report being shot. This is what is known to researchers as a
"censored sample" - the inmates who had been shot while committing a crime
and who did not seek hospital treatment would largely be "censored out" of
the sample, leaving mostly inmates who been shot in less incriminating
circumstances.
It is scarcely surprising that many of these 307 inmates had sought
medical treatment - those who were relatively "innocent victims" had no
reason not to go to the hospital. This sample, however, can tell us
nothing about the share of all criminals who are shot who received
hospital treatment, and certainly can tell us nothing about the share of
those shot by their victims while attempting a crime who received hospital
treatment.
Now consider those who accurately reported having been shot, among
those who had been shot by their victim while attempting to victimize
them, and who consequently did not go to the hospital. These inmates may
have been willing to report that they had been shot because they did not
anticipate the surveyors asking any follow-up questions, such as the one
concerning medical treatment. They were then asked the question as to
whether they went to the hospital to get treated. At that point, an
inmate of this sort could either accurately answer "no" or lie and answer
"yes."
How is such an inmate likely to perceive a truthful "no" answer? There is
no sensible legitimate reason why an innocent victim of a gunshot wound
would not seek professional medical treatment - being shot is a very
serious injury, and the medically sensible step is to seek professional
treatment of the injury. Only a person with something to hide from the
police in connection with that wounding would avoid going to the hospital.
The inmate knows this, and knows that the surveyors know it as well. So
how likely is it that this inmate, in these legally vulnerable
circumstances, would honestly answer "no"? Doing so would be tantamount
to confessing to yet another crime that the authorities did not yet know
about. Thus, there would be a powerful motivation to falsely answer
"Yes," and no strong motivation to accurately answer "No," beyond the
inmate's commitment to the general moral norm that one should not lie - a
commitment that is likely to be lower in a sample of jail inmates than in
the population as a whole.
In sum, (1) the subsample of jail inmates who had admitted having
been shot is likely to have excluded most of those who had avoided
hospital treatment because they were committing a crime when they were
shot, and (2) among those who admitted being shot, few inmates were
foolish enough to admit they had not sought medical treatment.
Consequently, the claim that 90% of the inmates who had been shot had gone
to the hospital cannot be given much credence.
The implicit underlying assumption of the researchers was that one
could expect truthful answers from jail inmates who had powerful reasons
to not be truthful. To be sure, those who had been shot as innocent
victims could afford to seek hospital treatment and could be truthful
about doing so when surveyed. These inmates probably account for most of
the 316 inmates who reported seeking treatment. In contrast, it is
extremely unrealistic to expect truthful answer from those who were shot
by their victims while committing crimes that the authorities either did
not know about, or did not know the inmate had committed. Inmates have no
reason to conceal crimes that the authorities already know about, and
prior research shows that they are indeed willing to self-report these
offenses in surveys. Crimes for which the offender was never arrested are
another matter entirely.
The original study considered fluorescent clothing which stands out
with bright unusual colours. The background matters less, so long as it
does not consist of other bright unusual colours. It would be interesting
if the original data considered where the fluorescent cyclists had
collisions. I expect that they were more at risk along commercial streets
than residential ones because of the many commerc...
The original study considered fluorescent clothing which stands out
with bright unusual colours. The background matters less, so long as it
does not consist of other bright unusual colours. It would be interesting
if the original data considered where the fluorescent cyclists had
collisions. I expect that they were more at risk along commercial streets
than residential ones because of the many commercial signs with bright
unusual colours, against which their clothing was more like camouflage
than sore thumb.
In many jurisdictions, motorcycles and cars are required to have
lights on day or night. It would be useful to have a study of whether
bright lights would increase the ability of drivers to notice cyclists day
or night. I would theorize that flashing lights would increase the
visibility of lone cyclists, while continuous lights would be easier to
comprehend if there are many cyclists.
Daytime lights have become more practical in recent years with the
development of cheap and efficient LED lights, which do not need heavy
batteries or a draggy generator to produce bright light.
The main conclusion of Cook and Sheikh,[1] that a bicycle helmet
prevents 60% of head injuries, is incorrect due to a fundamental error in
the way they have treated their percentages. A correct analysis
demonstrates unequivocally that there must be major confounding factors in
their data set that they have failed to take into account, and therefore
any estimate of helmet effectiveness is purely speculat...
The main conclusion of Cook and Sheikh,[1] that a bicycle helmet
prevents 60% of head injuries, is incorrect due to a fundamental error in
the way they have treated their percentages. A correct analysis
demonstrates unequivocally that there must be major confounding factors in
their data set that they have failed to take into account, and therefore
any estimate of helmet effectiveness is purely speculative.
Assuming that their basic analysis of the data is correct (although
the numbers they quote in the text do not actually appear to match the
figure plotted), they arrive at a figure of a 3.6% for the reduction in
the head injury (HI) rate for cyclists, over and above the "background"
reduction that pedestrians have also seen. They assume that this drop in
HI is due to increased helmet-wearing. However, this reduction is
presented in terms of the number of percentage points, and relative to the
baseline value of 27.9% HI for cyclists in 1995-6 it actually represents a
3.6/27.9 = 13% drop in the HI rate.
The decrease in the number of helmetless cyclists over the same
interval is 5.8 percentage points from a baseline of 84% unhelmeted,
giving the percentage drop as 5.8/84 = 7%. Cook and Sheikh calculate
helmet effectiveness to be given by the ratio 3.6/5.8 = 60%. However the
correct expression to use is 13/7 = 186%. In other words, "helmet
effectiveness" is so high that each helmet does not just save its wearer,
but a non-wearer too. At this rate, head injuries would be eliminated
completely if just a little over half of all cyclists wore them! This is
clearly ludicrous.
A more reasonable conclusion to draw from this would be that there
are some other factors that are responsible for the large drop in HI rate,
and therefore any attempt to attribute some part of the total 30%
(8.49/27.9) change to the provably marginal impact of a very small number
of extra helmet wearers is at best highly speculative and fraught with
inaccuracy.
What makes this all the more poignant is the fact that the authors
have recently produced a book entitled "Basic skills in statistics"!
Reference
1. A Cook and A Sheikh
Trends in serious head injuries among English cyclists and pedestrians
Inj Prev 2003; 9: 266-267.
Denton and Fabricius make a number of errors in their recent study,[1]
but perhaps the most sigificant error is their base assumption that
measuring any given phenomenon through newspaper reporting gives an
accurate measure of that phenomenon. What Denton and Fabricius have
actualy measured is coverage of gun use in the Tribune during a non-
randomly selected 103 days. Whether or not this has a correla...
Denton and Fabricius make a number of errors in their recent study,[1]
but perhaps the most sigificant error is their base assumption that
measuring any given phenomenon through newspaper reporting gives an
accurate measure of that phenomenon. What Denton and Fabricius have
actualy measured is coverage of gun use in the Tribune during a non-
randomly selected 103 days. Whether or not this has a correlation to
actual gun use in the Phoenix area is a matter of pure speculation.
Clearly, this same methodology could result in a great number of
mistaken conclusions, as newspaper coverage is neither consistent nor
scientific. One might conclude that the majority of dogs are vicious, the
majority of weather is severe, or that the majority of New Yorkers are
celebrities or politicians. If Denton and Fabricius had established a
baseline rate of DGUs, we might draw some conclusion as to the correlation
of press coverage to actual DGUs, but we don't have that luxury. As it
stands, we could just as easily draw the conclusion that the Tribune under
-reports DGUs based on Denton and Fabricius's results.
While I applaud Dr Fabricius on finding an activity he and his
teenage son can share, I worry that his son may have learned a lower
standard for scientific rigor than we should tolerate. If, indeed, Denton
and Fabricius are serious about studying this issue, I would encourage
them to simply replicate one of the many studies published on the issue.
Reference
1. J F Denton and W V Fabricius. Reality check: using newspapers, police reports, and court records to assess defensive gun use. Inj Prev 2004; 10: 96-98.
Nagata et al. reported effectiveness of Japanese law against alcohol-impaired driving, which would serve as a useful reference to other
countries.[1] However, for this paper to be really helpful to policy
makers, the description of legislation should be accurate; and changes
other than the road traffic law, which might have influenced the results,
should also be described.
Nagata et al. reported effectiveness of Japanese law against alcohol-impaired driving, which would serve as a useful reference to other
countries.[1] However, for this paper to be really helpful to policy
makers, the description of legislation should be accurate; and changes
other than the road traffic law, which might have influenced the results,
should also be described.
The authors stated the fine against alcohol-impaired driving (AID)
increased from 50 000 yen to 500 000 Yen.[1] This is misleading because
there are two types of AID in Japan, to which different penalties are
applied. Deshapriya et al. described the differences in details: in their
words, driving under the influence (DUI) is determined by breath testing
and driving while (heavily) impaired (DWI) is determined by the police
officers' judgment on drivers' behaviors.[2] Heavier penalties are
applied to DWI which is considered to be more dangerous. Before the law
amendment, penalties against DUI and DWI were up to three months
imprisonment or up to 50 000 Yen fine, and up to two years imprisonment or
up to 100 000 Yen fine, respectively (one was imposed a fine thorough a
summary procedure unless the one chose a formal lawsuit instead or was a
repeated offender). These penalties were increased in June 2002 to one
year or 300 000 Yen and three years or 500 000 Yen, respectively.[3]
Heavier penalties against DWI have been seldom applied: in 2001 DWI
penalties were applied only to 1 % of drivers charged with AID, which
increased to 1.3 % in 2003.[3] Therefore, in most of the cases after the
new law was implemented, fines imposed to charged drivers were up to 300
000 Yen.
The authors stated the new law made bartenders and passengers
culpable.[1] Actually those who provided charged drivers with alcohol or
a vehicle, and passengers had been punished as accomplices with the aid of
a criminal law articles 61 and 62 that prescribe punishment against those
who support a crime until September 2007 when the road traffic law was
amended again. The latest law prescribes punishment against those who
provided charged drivers with alcohol or a vehicle and passengers;
penalties against DUI and DWI were increased to three years imprisonment
or up to 500 000 Yen fine and five years imprisonment or up to 1 000 000
Yen fine, respectively.[4]
The authors discussed that no major change other than the new road
traffic law occurred between 1998 and 2003.[1] Although there was no other
major change in the road traffic law during this period, there was a big
change in the criminal law in December 2001. Before that, penalty against
those who hit a person while AID resulting in death was up to five years
imprisonment. The new criminal law prescribes up to 20 years imprisonment
to those who kill a person while dangerous driving including AID.[3] This
implies that crashes due to AID which used to be just a mistake has become
a homicide crime. This change cannot be ignored because the reduction of
deaths due to AID might be at least partly because of the new criminal
law. The number of drivers charged with AID started to decline before the
increases of the fines (figure).
Figure 1
Another point that should be considered is a possibility of
misclassification of AID as non-AID. The new road traffic law did not
increase penalties against refusal of breath testing, which was 50 000 Yen
fine until November 2004 when it was increased to fine same as that of
DUI. Increased refusal by 52.5% was reported in June 2002 to May 2003
compared to the previous one year.[5] Furthermore, penalties against hit
and run, though increased from up to three years imprisonment or up to 200
000 Yen fine to five years or 500 000 Yen in 2002, have been less severe
compared to the criminal law prescribing up to 20 years imprisonment
against dangerous driving resulting in death. Occurrence of hit and run
started to increase concurrently with the decline of charged drivers for
AID (figure). Drunk drivers involved in a crash might have chosen to be
charged with refusal rather than DUI, or escaped to be charged with hit
and run especially when there was a possibility of 20 years imprisonment.
Therefore, we suggest that the authors analyze the trend of non-AID
fatalities whether there is an upward change.
References
1. Nagata T, Setoguchi S, Hemenway D, Perry MJ. Effectiveness of a
law to reduce alcohol-impaired driving in Japan. Inj Prev. 2008;14(1):19-23.
2. Deshapriya EB, Iwase N. Impact of the 1970 legal BAC 0.05 mg% limit
legislation on drunk-driver-involved traffic fatalities, accidents, and
DWI in Japan. Subst Use Misuse. 1998;33(14):2757-88.
3. National Police Agency. Police White Paper 2005. (in Japanese.) Tokyo:
Natioal Police Agency, 2005. 20-21.
4. National Police Agency. Kaisei dorokotsuhono gaiyo. [Amendment of the
road traffic law.] (in Japanese.) National Police Agency, 2007.
http://www.npa.go.jp/koutsuu/kikaku190906/2_kaisei/Taro10-2.pdf (accessed
on 19 Feb 2008)
5. National Police Agency. Inshu untentaisakuno jokyonitsuite.
[Countermeasures against alcohol-impaired driving.] (in Japanese.)
National Police Agency, 2003.
http://www.npa.go.jp/comment/result/koutsuukikaku2/honbun/betu07.pdf
(accessed on 19 Feb 2008)
The study of the effects of using a mobile phone while driving may
reveal
interesting socioeconomic and traffic data, and may be perfectly
worthwhile
as a scientific pursuit.[1] Using this data as a basis for legislation,
however, is a
bad idea. Common sense tells us that doing anything while driving, be it
talking on the phone, applying makeup, operating the radio, or carrying on
a
conversation wit...
The study of the effects of using a mobile phone while driving may
reveal
interesting socioeconomic and traffic data, and may be perfectly
worthwhile
as a scientific pursuit.[1] Using this data as a basis for legislation,
however, is a
bad idea. Common sense tells us that doing anything while driving, be it
talking on the phone, applying makeup, operating the radio, or carrying on
a
conversation with a passenger, will probably have a negative impact on the driver's ability to react quickly to traffic situations. Human beings have
the
right to choose their own driving habits, and they have the responsibility
to
bear the consequences. Laws that infringe on those rights or reject those
responsibilities are useless at best, draconian at worst. Shall we pass
laws
forbidding drivers to engage in any behavior that increases the
probability of
an accident? Shall we require automakers to install covert surveillance
cameras in all new vehicles so that the state can monitor drivers for such illegal behaviors? God forbid! Investigate and educate, but please do not
legislate.
Reference
A T McCartt and L L Geary. Longer term effects of New York State’s law on drivers’ handheld cell phone use. Inj Prev 2004; 10: 11-15.
My wife and I spent a couple of months cycling in the South Island last year.
Apart from some cycling-friendly towns (eg Nelson, Wanaka) it was in general a terrifying and oppressive experience. Even on relatively quiet roads, overtaking
traffic would often scrape past us in spite of our obvious visibility and
bulk
(because of our loads) and relative instability. Following traffic unable
to
overtake w...
My wife and I spent a couple of months cycling in the South Island last year.
Apart from some cycling-friendly towns (eg Nelson, Wanaka) it was in general a terrifying and oppressive experience. Even on relatively quiet roads, overtaking
traffic would often scrape past us in spite of our obvious visibility and
bulk
(because of our loads) and relative instability. Following traffic unable
to
overtake would loom along very close behind. And not infrequently we had
the
alarming experience of an oncoming overtaking driver coming straight at us leaving us nowhere to go. What a pity as we found the other aspects of NZ and
its people to be warm and welcoming. There was a TV campaign when we were
there named, I think, "imagine the bubble" whereby drivers are meant to imagine a cyclist to be surrounded by a bubble thus ensuring a safer overtake but few drivers seemed to have taken any notice.
My point is that blame in crashes often is put on to the victim rather
than the
perpetrator, tables 3 and 4 indicate a reduction in accidents wearing high visibility clothing but there remains a very significant residue in the hi-vis group
who did nevertheless have accidents.
The solution must be either to have proper separation of cyclists and
traffic or to
ensure a much safer driving population maybe by strong legal
sanction.
I welcome Stevenson's participation and thank him for providing the counterpoint to my commentary.[1, 2] Naturally I object to much of it, starting with the title. We are not discussing the importance of good science, rather what makes for it....
Dear Editor
We were dismayed to read the recent article by Denton and Fabricius in which they gleaned the magnitude of annual defensive gun use (DGU) from local newspaper accounts.[1] We find the authors’ method of determining DGUs, and their suggestion for a new way to use firearms for self-defense, seriously flawed.
The authors used the Tribune (Tempe, AZ) as a "daily survey of several million people...
Dear Editor
As Thornley et al [1] indicate, the use of high-conspicuity aids by cyclists must be beneficial: motorists can only avoid collision with the cyclist if they can detect the cyclist.
Unfortunately, high-conspicuity aids are not likely to affect the visibility of the roadway environment around the cyclist, so motorists' perceptions of the cyclist's motion and distance will remain poor in condi...
A survey of jail inmates done by J P May, D Hemenway, and A Hall indicated that, among those who admitted to having been shot, 91% reported having gone to the hospital for treatment. This comment explains why this finding cannot be taken seriously.
Put yourself in the position of a jail inmate who was part of this survey. Most jail inmates are awaiting trial. They are the most legally vulnerable of all crimina...
Dear Editor
The original study considered fluorescent clothing which stands out with bright unusual colours. The background matters less, so long as it does not consist of other bright unusual colours. It would be interesting if the original data considered where the fluorescent cyclists had collisions. I expect that they were more at risk along commercial streets than residential ones because of the many commerc...
Dear Editor
The main conclusion of Cook and Sheikh,[1] that a bicycle helmet prevents 60% of head injuries, is incorrect due to a fundamental error in the way they have treated their percentages. A correct analysis demonstrates unequivocally that there must be major confounding factors in their data set that they have failed to take into account, and therefore any estimate of helmet effectiveness is purely speculat...
Dear Editor
Denton and Fabricius make a number of errors in their recent study,[1] but perhaps the most sigificant error is their base assumption that measuring any given phenomenon through newspaper reporting gives an accurate measure of that phenomenon. What Denton and Fabricius have actualy measured is coverage of gun use in the Tribune during a non- randomly selected 103 days. Whether or not this has a correla...
Dear Editor
Nagata et al. reported effectiveness of Japanese law against alcohol-impaired driving, which would serve as a useful reference to other countries.[1] However, for this paper to be really helpful to policy makers, the description of legislation should be accurate; and changes other than the road traffic law, which might have influenced the results, should also be described.
The authors sta...
Dear Editor
The study of the effects of using a mobile phone while driving may reveal interesting socioeconomic and traffic data, and may be perfectly worthwhile as a scientific pursuit.[1] Using this data as a basis for legislation, however, is a bad idea. Common sense tells us that doing anything while driving, be it talking on the phone, applying makeup, operating the radio, or carrying on a conversation wit...
Dear Editor
My wife and I spent a couple of months cycling in the South Island last year. Apart from some cycling-friendly towns (eg Nelson, Wanaka) it was in general a terrifying and oppressive experience. Even on relatively quiet roads, overtaking traffic would often scrape past us in spite of our obvious visibility and bulk (because of our loads) and relative instability. Following traffic unable to overtake w...
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