Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004
The aim of the research was to gather data as the basis to formulate theory and researchbased recommendations to policy makers with the intention of decreasing the number of alcoholrelated accidents and victims on the Croatian roads. In order to achieve that, data about the injured traffic participa...
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Фізико-хімічний інститут ім. О.В. Богатського НАН України
2012
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irk-123456789-1341252018-06-13T03:04:58Z Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 Eduard Missoni Missoni, E. Материалы конференции The aim of the research was to gather data as the basis to formulate theory and researchbased recommendations to policy makers with the intention of decreasing the number of alcoholrelated accidents and victims on the Croatian roads. In order to achieve that, data about the injured traffic participants and the share of participants under the influence of alcohol in the Republic of Croatia, have been collected and analysed through a fouryear period, before and after the passing of the New Road Traffic Safety Act on 20 August 2004. Цель исследования заключалась в сборе данных для разработки теоретических научно обоснованных рекомендаций для директивных органов с целью уменьшения числа связанных с алкоголем аварий и жертв на дорогах Хорватии. Для этого были собраны данные о пострадавших от дорожно-транспортных проишествий (ДТП) в Республике Хорватия участников дорожного движения и доли участников, находящихся под воздействием алкоголя. Данные проанализированы за четыре года до и после принятия новых Правил дорожного движения дорожного движения от 20 августа 2004 года. Мета дослідження полягала в зборі даних для розробки теоретичних науко во обгрунтованих рекомендацій для ди рективних органів з метою зменшення числа пов’язаних з алкоголем аварій і жертв на дорогах Хорватії. Для цього були зібрані дані про постраждалих від дорож ньо транспортних пригод (ДТП) в Рес публіці Хорватія учасників дорожнього руху та частки учасників, що знаходяться під впливом алкоголю. Дані проаналізо вані за чотири роки до і після прийняття нових Правил дорожнього руху дорожнього руху від 20 серпня 2004 року. 2012 Article Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 / E. Missoni // Актуальні проблеми транспортної медицини. — 2012. — № 3 (29). — С. 30-37. — Бібліогр.: 21 назв. — англ. http://dspace.nbuv.gov.ua/handle/123456789/134125 351.81(497.5) en Актуальні проблеми транспортної медицини Фізико-хімічний інститут ім. О.В. Богатського НАН України |
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Digital Library of Periodicals of National Academy of Sciences of Ukraine |
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Материалы конференции Материалы конференции |
| spellingShingle |
Материалы конференции Материалы конференции Eduard Missoni Missoni, E. Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 Актуальні проблеми транспортної медицини |
| description |
The aim of the research was to gather data as the basis to formulate theory and researchbased recommendations to policy makers with the intention of decreasing the number of alcoholrelated accidents and victims on the Croatian roads. In order to achieve that, data about the injured traffic participants and the share of participants under the influence of alcohol in the Republic of Croatia, have been collected and analysed through a fouryear period, before and after the passing of the New Road Traffic Safety Act on 20 August 2004. |
| format |
Article |
| author |
Eduard Missoni Missoni, E. |
| author_facet |
Eduard Missoni Missoni, E. |
| author_sort |
Eduard Missoni |
| title |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 |
| title_short |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 |
| title_full |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 |
| title_fullStr |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 |
| title_full_unstemmed |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 |
| title_sort |
trends in traffic deaths before and after the passing of the non-alcohol law in croatia in 2004 |
| publisher |
Фізико-хімічний інститут ім. О.В. Богатського НАН України |
| publishDate |
2012 |
| topic_facet |
Материалы конференции |
| url |
http://dspace.nbuv.gov.ua/handle/123456789/134125 |
| citation_txt |
Trends in traffic deaths before and after the passing of the non-alcohol law in Croatia in 2004 / E. Missoni // Актуальні проблеми транспортної медицини. — 2012. — № 3 (29). — С. 30-37. — Бібліогр.: 21 назв. — англ. |
| series |
Актуальні проблеми транспортної медицини |
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AT eduardmissoni trendsintrafficdeathsbeforeandafterthepassingofthenonalcohollawincroatiain2004 AT missonie trendsintrafficdeathsbeforeandafterthepassingofthenonalcohollawincroatiain2004 |
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2025-07-09T20:21:51Z |
| last_indexed |
2025-07-09T20:21:51Z |
| _version_ |
1837202160508469248 |
| fulltext |
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
30
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
УДК 351.81(497.5)
TRENDS IN TRAFFIC DEATHS BEFORE AND AFTER THE PASSING
OF THE NON+ALCOHOL LAW IN CROATIA IN 2004
Eduard Missoni
University of Zagreb, e�mail: missoni@fpz.hr, ivan.missoni@yahoo.com
The aim of the research was to gather data as the basis to formulate theory� and
research�based recommendations to policy makers with the intention of decreasing the
number of alcohol�related accidents and victims on the Croatian roads. In order to achieve
that, data about the injured traffic participants and the share of participants under the
influence of alcohol in the Republic of Croatia, have been collected and analysed through
a four�year period, before and after the passing of the New Road Traffic Safety Act on 20
August 2004. These data were collected from the police reports of the Traffic Police
Department, Ministry of the Interior, written at the place of the accident, and they were
subsequently processed by descriptive epidemiology.
Results of the research: In the first six months of 2005, after passing of the New
Traffic Act, there were 3,275 accidents caused by the motorists under the influence of alcohol
(12.5% of all the accidents), with 64 killed persons. Only 5 fatalities (8%) were caused by
the drivers with measured up to 0.5‰. Even 27 fatalities (42%) were caused by the drivers
with measured more than 1.5‰. Most of the fatalities, 32 (50%) were caused by the drivers
with measured 0.5 – 1.5‰. In this period somewhat more than 451,000 violations were
recorded, and in the same period of the previous year, in 2004, about 519,000 were recorded.
A reduction of the total number of accidents is the result of the new regulation provision,
according to which the incidents without human victims do not have to be reported to the
police. The number of traffic accidents caused by the drivers under the influence of alcohol
has increased by some dozen per cents, namely: 2005 � 6,219 persons, 2006 – 6,590
persons, but in 2006 one person fewer was killed – i.e. 123 persons. In 2005 drivers with
alcohol concentration of 0�0.5‰ caused 1,096 accidents, with 14 fatalities, whereas in
2006 there were 1,164 accidents with 9 fatalities. There were 2,314 accidents caused by
the drivers with more than 0.5‰ and up to 1.5‰ in 2005 (in 2006 – 2,582), and there were
53 fatalities (1 fewer than in 2006). The drivers with more than 1.5‰ participated in 2,809
accidents (2006 – 2,844), with 57 drivers killed, three fewer than in 2006.
Conclusion Alcohol use remains a significant factor in road traffic accidents and is
an important area for injury prevention efforts.
Key words: alcohol use, drinking and driving, road traffic accidents, law, mortality,
epidemiology
cause of death, polytrauma, and disability
in people at their prime in life [8, 9]. Drinking
and driving has long been recognized as a
public health problem. Attempts to solve this
problem through the implementation of law
date to as early as the New York law on
drinking and driving in 1910. Since such
laws were introduced in the Scandinavian
countries in 1930s, spots for checking
sobriety gradually have become a popular
tool for the application of the law on security
in traffic around the world [2].
Introduction
Alcohol has long been cited as one of
the most significant risk factors for vehicle
crashes in the United States and other
developed countries, and is increasingly
recognized as a factor in developing
countries [1]. The price we pay for
widespread use of vehicles includes
untimely death, injuries, and property
damage due to road traffic crashes. Thus,
the higher the mobility, the higher the price:
road traffic crashes remain to be a frequent
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
31
In the United States, alcohol
involvement was first accurately measured
nationally in 1982, when 57% of motor
vehicle fatalities were found to be alcohol
related [3]. The proportion of fatalities in
alcohol�related crashes has decreased
steadily to 40.9% in 1996 [3]. However,
despite the fact that in the last two decades
there was a significant reduction in mortality
among young adults in comparison with
older persons in traffic accidents caused by
alcohol, road crashes still remain the leading
cause of death in the population aged
between 15 and 24 [13].
In Australia in the early 1980s, road
crashes were the single largest cause of
death for the Australians up to 35 years of
age, with as many as 41.5% involving
alcohol [4, 5]. Even though most developed
countries have experienced decrease in
alcohol�involving crashes in the 1980s and
early 1990s, alcohol remains one of the
most consistent causes of roadway fatalities
and injuries [1].
Between 1990 and 1999 road deaths
dropped by 33.9% in the United Kingdom,
compared to 6.5% in the United States [7].
In the 1990s, the decrease in deaths in the
United Kingdom was attributable mostly to
the 29.6% drop in the case fatality rates
(CFR). But increases in driving under the
influence of alcohol (DUI) in the United
States after 1997 may have contributed to
increases in speed�related crashes.
Each year in the UK some 3,400
people are killed on the roads, of whom 218
are children [10, 14]. Further 37,000 are
seriously injured and 272,500 slightly
injured. The average person in a developed
country has one in a hundred lifetime risk
of being killed in a road traffic accident (RTA)
and one in three lifetime risks of being
injured [11]. Alcohol is a large threat to road
safety. Of 1,086 motor vehicle drivers and
motorcycle riders who died in RTAs, 19%
were over the legal limit of 80 mg/dL. The
highest proportion of these drivers were
aged 30�39 [12].
The study examined reported
behaviour, perceptions and attitudes related
to drink�driving among company vehicle
drivers located across eight countries [15].
Responses to items concerning reported
drink�driving, perceived consumption limits,
perceived risk and reported restraint were
examined for a total of 600 male drivers.
Driving after any alcohol consumption was
found to be relatively common across most
of the sample, while driving when over the
legal limit at least once in the previous 12
months was reported by approximately one�
third of the drivers.
In the 1990�2009 period , there were
on average 65,500 traffic accidents per year
on Croatian roads (Table 1). According to
the lowest estimates of insurance experts
and economic analytics, Croatia today has
a direct loss in social value due to traffic
accidents of at least 2% of Gross Domestic
Product (GDP), whereas collateral losses
are multiple [6].
The Road Traffic Safety Act was
passed at the Croatian Parliament session
on 15 July 2004 (REF Official Gazette No.
105, 28 July 2004) and came in force on 20
August 2004. It was better known as “0.0
act”, i.e. the Act on 0.0‰, according to
which the driver could be fined if they had
even a drop of alcohol in their blood. Thus,
the new law banned alcohol use for
everyone participating in traffic. While the
new law was being prepared, the public
considered – according to everyday
comments – that the previous limit of 0.5‰
should not have been changed. However,
the decision was made on the mandatory
0.0‰ for all traffic participants.
The purpose of passing the new Act
was to remove the observed drawbacks
from the previous Act, to make the penal
policy stricter towards the most dangerous
violation of the traffic rules, and to increase
the responsibility of all the traffic participants
[6]. In 1997, there were 714 people killed in
road crashes, whereafter this number
decreased to 627 in 2002 (Table 1).
Unfortunately, in the next year, 2003, the
number of people killed in traffic went up
again to 701, which was the main reason to
pass the new Act.
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
32
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
The number of killed in road crashes
within 12 months before and after the new
Act was passed amounted to 744 and 558,
respectively (Table 2), or 12.7 killed per
100,000 citizens, which is the lowest
number in the last 40 years. The obvious
drop in the number of killed by 186 is a 25%
decrease. This was the most favourable
trend in the history of motor traffic on the
Croatian roads, except for 1991, when the
traffic in Croatia was forcefully interrupted.
However, this pronouncedly positive
trend lasted for only 12 months. In the
second half of 2005, there was a change in
the trend in negative
direction. In that
period, compared
with the same period
in 2004, the number
of road crashes with
fatalities increased by
9.9%, whereas 12.2%
more people were
killed and 1.7% more
injured totalling 597
persons killed in
traffic by the end of
that year.
Although the
E u r o p e a n
Commission does not
have a unique law on
how much per milles
should be allowed in
each country, the
majority of European
Union countries have
stipulated between
0.5‰, and 0.2‰ for
young drivers,
professional drivers,
and bikers. The
regulations in the
European countries
vary from one country
to another. For
instance, in 1998
when Croatia had
13.5 fatalities per
100,000 citizens,
Slovenia had 15.6; Spain 14.9; France 14.4;
Austria 11.9; Germany 10.4; Italy 10.8; and
Finland 7.7 [6].
One should also emphasise the
targets of the European Union, which is to
reduce the number of victims in traffic by the
year 2010 to a level of 8 fatalities per
100,000 citizens.
Methods
This research shows the data about
the victims in traffic, and analyses the share
of alcoholised participants in the Republic
of Croatia, through a four�year period,
Table 1
Traffic accidents and consequences from 1990 to 2009
Year
Traffic
acci-
dents
Traffic
accidents
with vic-
tims
Share of traffic
accidents with
victims in the
total number
Fatali-
ties
Injured
persons
Share of fa-
talities
among the
victims
1990 67,952 14,471 21,3 1,360 19,791 6,4
1991 53,297 11,559 21,7 1,020 15,845 6,0
1992 56,815 12,758 22,5 975 17,517 5,3
1993 58,188 11,529 19,8 855 15,596 5,2
1994 62,120 12,846 20,7 804 17,679 4,3
1995 61,656 12,668 20,5 800 17,665 4,3
1996 59,420 11,740 19,8 721 16,182 4,3
1997 61,658 11,652 18,9 714 16,234 4,2
1998 67,982 12,846 18,9 646 18,118 3,4
1999 68,798 12,958 18,8 662 18,103 3,5
2000 73,387 14,430 19,7 655 20,501 3,1
2001 81,911 15,079 18,4 647 22,093 2,8
2002 86,611 16,500 19,1 627 23,923 2,6
2003 92,102 18,592 20,2 701 26,153 2,6
2004 76,540 17,140 22,4 608 24,271 2,4
2005 58,132 15,679 27,0 597 21,773 2,7
2006 58,283 16,706 28,7 614 23,136 2,6
2007 61,020 18,029 29,5 619 25,092 2,4
2008 53,496 16,283 30,4 664 22,395 2,9
2009 50,388 15,730 31,2 548 21,923 2,4
Total 1,309,783 289,195 22,5 14,837 403,990 3,75
Table 2
Fatalities in road traffic 12 months before and after passing of the new Act
Month Last 12 months of the
old Act 03/04
First 12 months of the
new Act 04/05 Difference + - %
VII, –
XII, 423 287 -136 - 32,2
I, –VI, 321 271 -50 -15,6
TOTAL 744 558 -186 -25,0
Table 3
Killed participants in road traffic from 2002 to 2004
Months
Year I II III IV V VI VII VIII IX X XI XII
Total
fatali-
ties
2002 44 38 58 31 47 63 60 62 69 63 47 45 627
2003 29 34 41 54 48 72 83 81 66 56 66 71 701
2004 44 32 44 67 61 73 47 62 42 48 45 43 608
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
33
before and after passing the New Traffic Act,
on 20 August 2004. The data have been
gathered from the police reports of the
Traffic Police Department, MUP, Croatia,
which were written at investigations on site
of the accidents. The data have been
processed by applying descriptive statistics.
The frequency of individual events is
presented by graphs.
Results
Table 1 shows that in 1990 there were
1,360 persons killed on the roads. This
number gradually decreased until 2004
when 608 persons got killed. However, this
number is still large, and therefore, attempts
should be made to reduce it. In that period
the Road Traffic Safety Act was brought
(implementation since the beginning of
1993), and several amendments, the major
one in 1996 when the National Road Traffic
Safety Program was brought, and in 2004
when the New Road Traffic Safety Act was
brought with much higher fines for the traffic
violations and known for the 0.0‰ provision
for all the motorists.
Table 3 shows the data about the
fatalities per years and months from 2002
to 2004. In the first five months of 2004 the
number of fatalities on the roads in Croatia
was by 21% higher than in the same period
of the previous year. In 2004 motorists
driving under the
influence of alcohol
caused 8,036 traffic
accidents, which is by
15.5% less than in
2003, but among
these there are also
137 accidents in
which there were
fatalities, and that is
6.2% more than in
2003 [6]. Almost
every fourth accident
with fatalities is the
one in which the
motorist was under
the influence of
alcohol. If only the
period from 20
August to 31 December 2004 is observed,
the motorists under the influence of alcohol
caused 43.8% fewer traffic accidents with
fatalities than within the same period in
2003, with almost 41% fatalities less [6].
The decrease of the total number of
accidents is the result of the new legislation
provision, according to which the accidents
with no human victims need not be reported
to the police.
Table 4 shows that the number of
traffic accidents caused by the motorists
under the influence of alcohol was increased
by some dozen per cent as follows: 2005 –
6,219 persons, 2006 – 6,590 persons,
although in 2006 there was one fatality less,
which is 123. In 2005 the motorists with
alcohol concentration of 0�0.5‰ caused
1,096 accidents with 14 fatalities, whereas
in 2006 there were 1,164 accidents and 9
fatalities. There were 2,314 accidents
caused by the motorists with more than
0.5‰ and up to 1.5‰ in 2005 (in 2006 –
2,582), with 53 fatalities (1 fewer than in
2006). The motorists with more than 1.5‰
participated in 2,809 accidents (in 2006 –
2,844), with 57 fatalities among the
motorists, 3 fewer than in 2006.
Table 5 compares the share of the
traffic accident participants under the
influence of alcohol regarding the total
Table 4
Comparison of traffic accidents, fatalities and injured drivers under the influence of al-
cohol in 2005 and 2006
Traffic accidents Fatalities Injured Drivers under
influence of
alcohol 2005 2006 +/-(%) 2005 2006 2005 2006
Up to 0,5 g/kg
of alcohol 1,096 1,164 +6,2 14 9 586 575
From 0,5 to 1,5
g/kg alcohol 2,314 2,582 +11,6 53 54 1,537 1,781
More than 1,5
g/kg of alcohol 2,809 2,844 +1,2 57 60 1,656 1,668
All motorists
under the influ-
ence of alcohol
6,219 6,590 +6,0 124 123 3,779 4,024
Table 5
Comparison of share of alcoholised participants in traffic accidents regarding the total
number in the last four months of 2003 and 2004 in the Republic of Croatia
Time period Total number of partici-
pants in traffic accidents
Number of participants
positive to alcohol %
2003 (IX-XII) 72,122 4,134 5,70%
2004 (IX-XII) 38,886 2,421 6,20%
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
34
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
number of participants in the last four
months in 2003 and 2004. It is obvious that
in the absolute amount for 2004 the number
of traffic accident participants under the
influence of alcohol decreased. However, if
one takes into consideration the
percentage, one may notice that in the last
four months in 2004, compared to the last
four months in 2003, there was an increase
in the percentage of traffic accident
participants under the influence of alcohol
from 5.7% to 6.2%. It should be emphasised
that this increase is not result of increased
alcohol consumption after the new Act has
been enforced, but rather it is primarily the
result of registering also those participants
who had a concentration of alcohol from
0.01‰ to 0.05‰.
Analysing the data that in 2003 there
were 701 fatalities in traffic accidents
compared to 608 fatalities in 2004, which
means a reduction in the number of fatalities
by 13.4%, the question is how much the
implementation of 0.00‰ provision affected
this reduction. Considering the traffic
accidents involving the injured, at the time
of the implementation of the 0.0‰ provision
a reduction of 0.76% of participants positive
to alcohol was registered compared to the
analysed period of time in 2003 when the
traffic accident participants with alcohol
concentrations from 0.0 to 0.5‰ were not
registered. Analysing the traffic accidents
with material damage, for the last four
months in 2004, compared to the same
period in 2003 an increase in the number of
traffic accident participants of only 0.54%
was registered.
Discussion
This paper compares the frequency of
the traffic accident participants regarding
alcohol levels in blood and the seriousness
of the consequences for the last four
months in 2003 with those for the last four
months in 2004. This period is extremely
significant since it represents the condition
before and after the passing of the New
Traffic Act, better known in the public as the
“0.0 Act”. Analysing the alcohol levels in the
traffic accident participants with fatalities a
minimal increase from 14.16 to 14.51% can
be noticed, which may have been
contributed by the registration of even the
minimal amounts of alcohol according to the
provisions of the New Traffic Act [21].
However, since there is no obligation for the
police to be called to the site of every traffic
accident with material damage, there must
be a certain number of participants who
were under the influence of alcohol in such
traffic accidents.
Evidence has shown that binging
induces acute psychomotor and cognitive
impairments, blurs logical reasoning,
increases the likelihood of self�destruction
or aggression towards others [17]. For
planning and designing comprehensive and
effective prevention and intervention
programs, it is necessary to further broaden
the array of drinking and driving behaviours.
This should also include formulating
programs to promote a shift in social norms
concerning alcohol consumption and
acceptability of drinking and driving [16].
Relating accident risk to BAC (blood
alcohol concentration), the global risk
function indicates an exponential increase
of accident risk for BACs above 0.05% [18].
Controlling for correlating factors leads to
an overall lower estimation with, however,
the same structure, indicating that alcohol
is consumed by drivers in circumstances
which further increase the risk introduced
by alcohol. Analysing the attributable risk
(AR) shows that about 12% of all accidents
are attributable to alcohol. Over 96% of
these happen with BACs of 0.05% and
above. Thus, measures aimed at reducing
the alcohol�related accident risk must focus
on larger BACs, especially 0.08% and
above.
Reductions in alcohol�impaired driving
problems require that attention be focused
on all relevant target groups [19].
Collaboration between public health, traffic
safety professionals and criminal justice
agencies will prove to be critical and
rewarding when lives are saved and
tragedies averted as the downward trend is
resumed in alcohol�impaired driving and
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
35
related behaviours. It may prove essential to
focus on resolving the underlying issues that
directly influence the behaviour such as
alcohol misuse and/or dependence, rather
than solely relying on traditional punitive
approaches [20].
Conclusion
In order to plan and conceive
comprehensive and efficient programs of
prevention and intervention, it is necessary
to expand the area of gathering data on
driving under the influence of alcohol.
Certainly the program design should also be
included that would promote changes of the
social norms regarding alcohol consumption
and active participation in traffic under its
influence. Such public and wide�ranged
approach will bring benefits not only to
hazardous traffic participants (young
motorists and alcoholics) but also to their
families, wider community and generally the
society in which we live.
One has to concentrate on solving
personal problems that directly influence the
hazardous behaviour in traffic: consumption
of alcohol and driving under the influence
of alcohol. Unfortunately, some persistent
violators remain resistant to the
implementation of the New Traffic Act even
in case of more rigorous penalisation.
Preventive procedures need to be
implemented parallel to the legal penalising
measures. Favourable results can be
achieved by means of public warning
through increased risk of being arrested and
rigorous penalties for drunk motorists, in
combination with the implementation of
public�health measures, created to reduce
alcohol consumption among active traffic
participants. The use of modern
technologies is also recommended that may
block the vehicle if a person under the
influence of alcohol wants to start it and
participate in traffic.
Despite the descriptive nature of this
report, several important research topics for
further in�depth analysis have been
identified: social norm, lifestyle
characteristics, accessibility to alcohol and
laws regarding drinking and driving
practices in order to refine prevention and
intervention strategies targeted towards
drinking and driving.
Acknowledgment
The writing of this paper was
supported by the financial means awarded
by the Croatian Academy of Science and Art
Foundation (Zaklada Hrvatske akademije
znanosti i umjetnosti).
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Резюме
ТЕНДЕНЦИИ В ОБЛАСТИ СМЕРТНОСТИ
ОТ ДОРОЖНО�ТРАНСПОРТНЫХ
ПРОИШЕСТВИЙ ДО И ПОСЛЕ
ВВЕДЕНИЯ БЕЗАЛКОГОЛЬНОГО
ЗАКОНА В ХОРВАТИИ В 2004 ГОДУ
Эдуард Миссони
Цель исследования заключалась в
сборе данных для разработки теорети�
ческих научно�обоснованных рекоменда�
ций для директивных органов с целью
уменьшения числа связанных с алкого�
лем аварий и жертв на дорогах Хорватии.
Для этого были собраны данные о пост�
радавших от дорожно�транспортных
проишествий (ДТП) в Республике Хорва�
тия участников дорожного движения и
доли участников, находящихся под воз�
действием алкоголя. Данные проанали�
зированы за четыре года до и после при�
нятия новых Правил дорожного движения
дорожного движения от 20 августа 2004
года. Эти данные были собраны из поли�
цейских отчетов дорожной полиции, Ми�
нистерства внутренних дел, написанных
на месте аварии, и впоследствии обра�
ботаны с помощью описательной эпиде�
миологии.
Результаты исследования в первые
шесть месяцев 2005 года, после приня�
тия новых правил дорожного движения
было 3275 ДТП по вине автомобилистов
под влиянием алкоголя (12,5% от всех
аварий), с 64 смертельными исходами.
Только 5 погибших (8 %) погибли по вине
водителей с измеренным уровнем алко�
голя до 0,5 ‰. 27 погибших (42%) погиб�
ли по вине водителей с уровнем алкого�
ля более 1,5 ‰. Большинство погибших,
32 (50%), погибли по вине водителей с
уровнем алкоголя 0,5 � 1,5 ‰. В первые
шесть месяцев 2005 года было зафикси�
ровано более 451 тыс нарушений , за тот
же период 2004 года было зафиксирова�
но около 519 тыс. ДТП. Снижение обще�
го количества несчастных случаев явля�
ется результатом введения новых пра�
ACTUAL PROBLEMS OF TRANSPORT MEDICINE �#3 (29), 2012
АКТУАЛЬНЫЕ ПРОБЛЕМЫ ТРАНСПОРТНОЙ МЕДИЦИНЫ � № 3 (29), 2012 г.
37
вил, в соответствии с которым инциден�
ты без человеческих жертв в полиции не
регистрируются. Количество дорожно�
транспортных происшествий, вызванных
водителями под влиянием алкоголя не�
значительно увеличилось, а именно: 2005
год � 6219 человек, 2006 год � 6590 чело�
век. В 2005 г. водители с концентрацией
спирта 0�0.5 ‰ вызвали 1096 несчастных
случаев, 14 со смертельным исходом, в
то время как в 2006 году было 1164 ава�
рий с 9 погибших. 2314 аварий произош�
ли по вине водителей с 0,5 � 1,5 ‰ в 2005
(в 2006 году � 2 582), а смертельных ис�
ходов было 53 (меньше, чем в 2006).
Водители с содержанием алкоголя более
чем 1,5 ‰ участвовали в 2809 авариях
(2006 � 2844), в которых погибли 57 во�
дителей, на три меньше, чем в 2006 году.
Вывод: алкоголь остается суще�
ственным фактором в ДТП и борьба с ним
важна для предупреждения травматизма.
Ключевые слова: дорожно�транспорт�
ные происшествия, алкоголь
Резюме
ТЕНДЕНЦІЇ В ОБЛАСТІ СМЕРТНОСТІ
ВІД ДОРОЖНЬО�ТРАНСПОРТНОЇ
ПРИГОДИ ДО І ПІСЛЯ ВВЕДЕННЯ
БЕЗАЛКОГОЛЬНІ ЗАКОНУ В ХОРВАТІЇ У
2004 РОЦІ
Едуард Міссоні
Мета дослідження полягала в зборі
даних для розробки теоретичних науко�
во�обгрунтованих рекомендацій для ди�
рективних органів з метою зменшення
числа пов’язаних з алкоголем аварій і
жертв на дорогах Хорватії. Для цього були
зібрані дані про постраждалих від дорож�
ньо�транспортних пригод (ДТП) в Рес�
публіці Хорватія учасників дорожнього
руху та частки учасників, що знаходяться
під впливом алкоголю. Дані проаналізо�
вані за чотири роки до і після прийняття
нових Правил дорожнього руху дорожнь�
ого руху від 20 серпня 2004 року. Ці дані
були зібрані з поліцейських звітів дорож�
ньої поліції, Міністерства внутрішніх
справ, написаних на місці аварії, і згодом
оброблені за допомогою описової епіде�
міології.
Результати дослідження в перші
шість місяців 2005 року, після прийняття
нових правил дорожнього руху було 3275
ДТП з вини автомобілістів під впливом
алкоголю (12,5% від усіх аварій), з 64
смертельними наслідками. Тільки 5 за�
гиблих (8%) загинули з вини водіїв з ви�
міряним рівнем алкоголю до 0,5 ‰. 27
загиблих (42%) загинули з вини водіїв з
рівнем алкоголю більше 1,5 ‰. Більшість
загиблих, 32 (50%), загинули з вини водіїв
з рівнем алкоголю 0,5 � 1,5 ‰. У перші
шість місяців 2005 року було зафіксова�
но більше 451 тис порушень, за той же
період 2004 року було зафіксовано близь�
ко 519 тис. ДТП. Зниження загальної
кількості нещасних випадків є результа�
том введення нових правил, згідно з яким
інциденти без людських жертв у поліції не
реєструються. Кількість дорожньо�транс�
портних пригод, спричинених водіями під
впливом алкоголю незначно збільшилася,
а саме: 2005 рік � 6219 чоловік, 2006 рік
� 6590 чоловік. У 2005 р. водії з концент�
рацією спирту 0�0.5 ‰ викликали 1096
нещасних випадків, 14 зі смертельним
результатом, в той час як в 2006 році було
1164 аварій з 9 загиблих. 2314 аварій
сталися з вини водіїв з 0,5 � 1,5 ‰ в 2005
(в 2006 році � 2582), а смертельних ре�
зультатів було 53 (менше, ніж в 2006).
Водії з вмістом алкоголю більше ніж 1,5
‰ брали участь в 2809 аваріях (2006 �
2844), в яких загинуло 57 водіїв, на три
менше, ніж у 2006 році.
Висновок: алкоголь залишається
істотним фактором у ДТП і боротьба з
ним важлива для попередження травма�
тизму.
Ключові слова: дорожньо�транспортні
події, алкоголь
Впервые поступила в редакцию 25.06.2012 г.
Рекомендована к печати на заседании
редакционной коллегии после рецензирования
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