Differential impacts of ridesharing on alcohol-related crashes by socioeconomic municipalities: rate of technology adoption matters (original) (raw)
Related papers
Rideshare Trips and Alcohol-Involved Motor Vehicle Crashes in Chicago
Journal of Studies on Alcohol and Drugs, 2021
Objective:Rideshare companies such as Uber and Lyft have substantially changed transportation markets in the United States and globally. The aim of this study was to examine whether ridesharing is associated with reductions in alcohol-involved crashes.Method:This case-series study used highly spatially and temporally resolved trip-level rideshare data and motor vehicle crash data from the Chicago Data Portal from November 2018 to December 2019. The units of analysis were motor vehicle crashes in Chicago. Events of interest were 962 crashes that police indicated were alcohol involved. The comparison group was 962 non–alcohol-involved crashes that occurred in the same census tract, matched 1:1. The exposure of interest was the density per square mile of rideshare trips that were in progress at the time of the crash, calculated using a kernel density function around the estimated route paths of active trips. A conditional logistic regression compared alcohol involvement to rideshare trip density while adjusting for matching and relevant time-varying covariates (taxi trips, precipitation, temperature, holidays).Results:Mean rideshare trip density was 69.0 per square mile (SD = 129.7) at the time and location of alcohol-involved crashes and 105.7 per square mile (SD = 192.6) at the time and location of non–alcohol-involved crashes. After controlling for covariates, the conditional logistic regression model identified that a standard deviation increase in rideshare trips per square mile at the crash location was associated with 23% decreased odds that the crash location was alcohol involved (odds ratio = 0.771; 95% confidence interval [0.594, 0.878]).Conclusions:Ridesharing may replace motor vehicle trips by alcohol-impaired drivers
The Cost of Convenience: Ridesharing and Traffic Fatalities
SSRN Electronic Journal, 2018
We examine the effect of the introduction of ridesharing services in U.S. cities on fatal traffic accidents. The arrival of ridesharing is associated with an increase of approximately 3% in the number of motor vehicle fatalities and fatal accidents. This increase is not only for vehicle occupants but also pedestrians. We propose a simple conceptual model to explain the effects of ridesharing's introduction on accident rates. Consistent with the notion that ridesharing increases congestion and road use, we find that its introduction is associated with an increase in arterial vehicle miles traveled, excess gas consumption, and annual hours of delay in traffic. On the extensive margin, ridesharing's arrival is also associated with an increase in new car registrations. These effects are higher in cities with prior higher use of public transportation and carpools, consistent with a substitution effect, and in larger cities and cities with high vehicle ownership. The increase in accidents appears to persist-and even increase-over time.
Alcoholism: Clinical and Experimental Research, 2018
Objectives-Past research has linked alcohol outlet densities to drinking, drunken driving and alcohol-related motor vehicle crashes (MVCs). Because impaired drivers travel some distances from drinking places to crash locations, spatial relationships between outlets and crashes are complex. We investigate these relationships at three geographic levels: Census block groups (CBGs), adjacent (nearby) areas, and whole cities. Methods-We examined risks for all injury MVCs as well as 'had been drinking' (HBD) and single-vehicle nighttime (SVN) subgroups using data from the Statewide Integrated Traffic Records System (SWITRS) across CBGs among 50 California cities from 2001 to 2008. Relationships between outlet densities at the city-level, within CBGs, and in adjacent CBGs and crashes were examined using Bayesian Poisson space-time analyses controlling for population size income and other demographics (all as covariates). Results-All injury MVCs were positively related to adjacent CBG population size (RR=1.008, 95%credible interval (CI)=1.004, 1.012), and outlet densities at CBG (RR=1.027, CI=1.020, 1.035), nearby area (RR=1.084, CI=1.060, 1.106) and city levels (RR=1.227, CI=1.147, 1.315), and proportion of bars or pubs at the city level (RR=2.257, CI=1.187, 4.125). HBD and SVN crashes were comparatively less frequent in high outlet density CBG (RR=0.993, CI=0.986, 0.999; RR=0.979, CI=0.962, 0.996) and adjacent areas (RR=0.963, CI=0.951, 0.975; RR=0.909, CI=883, 0.936), but positively associated with city-level proportions of bars (RR=3.373, CI=0.736, 15.644; RR=10.322, CI=1.704, 81.215). Overall a 10% increase in all outlets was related to 2.8% more injury crashes (CI=2.3%,3.3%), and 2.5% more HBDs (CI=1.7%,3.3%). A 10% increase in bars was related to 1.4% more crashes, 4.3% more HBDs and 10.3% more SVNs. Conclusions-Population size and densities of bars or pubs were found to be associated with crash rates, with population effects appearing across cities and outlet effects appearing within dense downtown areas. Summary estimates of outlet and population impacts on MVCs must consider varying contributions at multiple spatial scales.
Alcohol outlet density and motor vehicle crashes in Los Angeles County cities
The extent to which the availability of alcohol encourages alcohol consumption resulting in alcohol-related problems remains controversial. In order to address this issue we used 1990 data from 72 cities within Los Angeles County to estimate the relation between densities of four types of alcohol outlets (restaurants, bars, liquor stores, mini-markets) and rates of two types of alcohol-related motor vehicle crashes reported by police (injury, property damage). After logarithmic transformation of variables, crash rates were regressed on outlet densities and possible demographic confounders. The demographic covariates accounted for 25% of the variance in injury crashes; adding the combined outlet density to the model yielded a significant elasticity estimate (beta +/- SE) (beta = 0.55 +/- 0.13). Separate models for types of outlets yielded significant elasticities for restaurants (beta = 0.22 +/- 0.07), liquor stores (beta = 0.46 +/- 0.17) and mini-markets (beta = 0.34 +/- 0.13), but not for bars (beta = 0.08 +/- 0.07). Alcohol-related crashes resulting in property damage also showed positive associations with outlet densities, but these associations were smaller and reached statistical significance for restaurants (beta = 0.19 +/- 0.11) and bars (beta = 0.21 +/- 0.10). Direction of influence cannot be inferred from these cross-sectional findings, but they do indicate that increased alcohol availability is geographically associated with increased alcohol-related motor vehicle crashes and that this association is independent of measured confounders.
Analysis of the Impact of Ride-Hailing Services on Motor Vehicles Crashes in Madrid
Sustainability, 2021
In most cities, discretionary passenger transport by car is predominantly supplied by taxi services. These services face competition from new digital platforms (UBER, Cabify, etc.) that connect users with the services offered by authorized drivers with a license for rented vehicles with drivers (VTC). However, very little is known about the impacts that these services produce in cities where they operate. So far, most studies on this issue have focused on cities of the United States of America, and they broadly found a positive impact in terms of road safety. Road safety has become one of the priority focuses for ensuring social welfare, to the point of being integrated into the Sustainable Development Goals as a primary value to achieve sustainable, safe and responsible mobility. Within this context, the objective of this paper is to analyze the impact of ride-hailing platforms on the frequency of traffic accidents with at least one fatally or seriously injured person in the munici...
One for the road: Public transportation, alcohol consumption, and intoxicated driving
Journal of Public Economics, 2011
, and seminar participants at George Washington University, UC-Berkeley, PPIC, the 2009 ASSA meetings, and the 2009 IZA conference on the Economics of Risky Behavior for helpful comments, as well as Charlea Jackson of the Washington Metropolitan Police Department for providing us with access to arrest data. Michael Shores provided valuable research assistance. All errors are our own. The views expressed herein are those of the authors and do not necessarily reflect the views of the National Bureau of Economic Research. NBER working papers are circulated for discussion and comment purposes. They have not been peerreviewed or been subject to the review by the NBER Board of Directors that accompanies official NBER publications.
Drug and Alcohol Review, 2020
Introduction and AimsPrevious research on alcohol‐related motor vehicle crashes (AMVC) share a substantial limitation: sources of geographic variations in background crash risks may confound estimated spatial relationships between alcohol outlets and AMVCs. The aim of this study was to address this concern by examining, spatial–temporally, relationships between alcohol outlets and AMVCs adjusting for a set of six roadway characteristics that may be, independently, related to crash risks. While most similar studies focus on one metropolitan area, we use a unique sample of 50 cities.Design and MethodsThe spatial sample for this study consisted of 8726 Census 2000 block groups representing 50 mid‐sized California cities. Dependent measures were counts of crashes located within Census block groups. Independent measures included socio‐demographics, social disadvantage, alcohol outlets and roadway characteristics. We assessed relationships of crashes to independent measures using hierarch...
The effects of drinking and driving laws on car crashes, injuries, and deaths: Evidence from Chile
Accident Analysis & Prevention, 2017
This paper analyzes the effects of lowering the legal blood alcohol content limit for drivers from 0.05 to 0.03 grams of alcohol per deciliter of blood (g/dL) and increasing license suspension periods for offenders. We take advantage of a rich data set of administrative records that allow us to identify direct measures of accidents involving alcohol including fatalities and injuries. Results show a significant decrease of 32% in alcohol-related car accidents right after the law was approved but the effects moderate over time (15% after three years). There is also a significant reduction in injuries (31% right after the approval and 11% after three years) but no statistically significant effects on deaths. Complementary analysis of blood samples shows that the law had an effect on blood alcohol content (BAC) of male drivers up to the 90th percentile of the BAC distribution.
The International Journal of Alcohol and Drug Research, 2014
Mena, J., Sánchez, Á., Gutiérrez, M., Puyana, J., & Suffoleto, B. (2014). The association between alcohol restriction policies and vehicle-related mortality in Cali, Colombia, 1998-2008. The International Journal Of Alcohol And Drug Research, 3(2), 149-158. doi:http://dx.doi.org/10.7895/ijadr.v3i2.157Aims: To determine whether the implementation of alcohol control policies was associated with changes in the incidence of road traffic deaths.Design: Ecologic study conducted using an interrupted time series analysis. Full restrictive polices banned alcohol between 6 p.m. and 6 a.m. Most restrictive polices prohibited alcohol between 1 a.m. and 10 a.m. Restrictive policies prohibited alcohol between 2 a.m. and 10 a.m. Moderately restrictive policies banned alcohol between 3 a.m. and 10 a.m. Lax policies prohibited alcohol between 4 a.m. and 10 a.m.Setting: We used data of road traffic mortality in the population of Cali, Colombia from 1998 to 2008.Participants: The population of Cali in...
Does the Implementation of Ride-Hailing Services Affect Urban Road Safety? The Experience of Madrid
International Journal of Environmental Research and Public Health, 2022
In recent years, changes have occurred in consumption, ownership, and social relations, giving rise to new economic models in which technology enables new ways of connecting, creating, and sharing value. The nature of transport has transformed with the emergence of mobile applications, such as Uber and Cabify, which offer an alternative to the services traditionally provided by the taxi and chauffeur-driven hire vehicle (CDV) sectors. These services have developed within a context of market regulation of the taxi and CDV which are subject to considerable unjustified restrictions for entering and operating in the market, including the numerus clausus of licenses, the limited geographical scope of the license and, in the case of taxis, the regulation of prices as inflexible public rates. Bearing in mind the latest legislative changes affecting mostly the provision of the services of these platforms, this study analyzes whether the number of traffic accident victims has fallen since th...