Supporters: French Citizen Shouldn’t be Deported Over
Conviction

Oct. 02, 2005

Associated Press

LOUISVILLE, Ky. – A French citizen who has made a living in Kentucky
as a filmmaker is facing deportation after he was detained for a
six-year-old DUI conviction.

Marcel Cabrera was returning to the United States on July 7 from
Canada when he was stopped by federal agents who checked his criminal
record, found his conviction and took him into custody.

The crash occurred when Cabrera, a 48-year-old artist and filmmaker
who moved to Louisville in 1989, lost control of his Jeep on a curvy road
after having a few drinks. The crash severely injured his
then-girlfriend, a passenger in his car.

But Cabrera nursed her back to health and pleaded guilty to DUI,
wanton endangerment and assault.

He served out his probation, which included a 90-day jail term last
year for violating its terms.

“I paid my dues,” said Cabrera, 48. “I thought I was in the
clear.”

He has been held without bail since Aug. 17 at a maximum-security jail
in Illinois. The government is trying to deport him under a law that
allows immigrants who are not naturalized citizens to be removed for
violent offenses.

Cabrera, who is living in the U.S. on a green card, says he has served
his time for the crime, which he and supporters say was an accident and
not a violent offense.

“I had alcohol in my blood, but I didn’t try to kill my passenger – it
was an accident,” Cabrera said in a phone interview from jail with The
Courier-Journal last week.

He is scheduled to appear Oct. 25 before an immigration judge in
Chicago.

His friends and supporters say it would be unjust to deport Cabrera,
given the nature of his crime, the fact he’s served his sentence and his
filmmaking contributions.

Cabrera’s lawyer, Dan Owens, says deportation should be reserved for
more deliberate acts – “like hitting somebody over the head with a
baseball bat.”

Twenty supporters have written to the immigration court on his behalf,
including the woman injured in his DUI crash, Ann Harpole.

The president of the Louisville chapter of Mothers Against Drunk
Driving, Carolyn Scharf, has even said Cabrera shouldn’t be deported.
Scharf said that while she believes drunk driving is a violent crime, “I
personally feel the government is going too far in deporting somebody for
it.”

Cabrera owns a movie lighting business and has shot numerous
commercials and feature films, including “Assisted Living.”

The 1996 immigration law under which he could be deported allows
non-naturalized citizens to be removed years after their crimes, no
matter how long they have lived in this country, for violent crimes that
are considered aggravated felonies.

According to court records, Cabrera was driving about 50 miles per
hour when he crashed and critically injured Harpole, then 49. In a letter
urging probation, she later described it as an “isolated” incident and
said Cabrera was “the best possible nurse” and “a kind and gentle
person.”

After Cabrera pleaded guilty, a judge issued a seven-year sentence but
placed him on probation for five years instead of sending him to
prison.

See Article: www.kentucky.com

Information from: The Courier-Journal, http://www.courier-journal.com

$6000 Fine for Drunk Driving
By fijivillage, Sep 4, 2006

A man has been fined $6000 for Driving under the influence of alcohol
and dangerous driving by the Suva Magistrates Court this morning.

The court heard that Lai Dickson drove his vehicle while under the
influence of alcohol on 17th February this year resulting in a collision
with a van at Wailoku road.

In the first ruling of this nature, Magistrate Viliame Nadakuitavuki
fined him $5000 for Drunk driving and $1000 for dangerous driving, or in
default 6 years imprisonment.

He has also been banned from obtaining any license for the next 5
years.

Magistrate Nadakuitavuki also issued a bench warrant against Dickson
as he was not present in court.

Source: http://www.fijivillage.com

Deportation for Drunk Drivers Limited by U.S. Supreme
Court

Nov. 9 (Bloomberg) — A drunken-driving accident doesn’t necessarily
provide grounds for U.S. immigration officials to deport an alien, the
U.S. Supreme Court ruled.

The justices unanimously overturned a federal appeals court decision
that Josue Leocal could be deported to his native Haiti. The court said
Leocal’s conviction for a 2000 drunken-driving accident in Florida
doesn’t qualify as a “crime of violence,” a status that would authorize
deportation.

The opinion was written by Chief Justice William H. Rehnquist, who
hasn’t been at the court since his Oct. 25 announcement that he is being
treated for thyroid cancer. Justice John Paul Stevens, who presided as
the court heard arguments in two cases today, said Rehnquist would take
part in the cases by reviewing legal briefs and argument transcripts.

In the drunken-driving case, Rehnquist said the Florida law under
which Leocal was convicted requires only that prosecutors prove
negligence, not that they show recklessness or an intent to injure
someone. Rehnquist said that didn’t fit the category of “violent, active
crimes” that Congress sought to punish through the deportation law.

“Drunk driving is a nationwide problem, as evidenced by the efforts of
legislatures to prohibit such conduct and impose appropriate penalties,”
Rehnquist wrote. “But this fact does not warrant our shoehorning it into
statutory sections where it does not fit.”

The accident injured two people. Leocal pleaded guilty to two counts
of causing serious bodily injury while driving under the influence of
alcohol. He was sentenced to 2 1/2 years in prison.

The case is Leocal v. Ashcroft, 03-583.

Last Updated: November 9, 2004 12:26 EST

Drunk Driving Laws in Other Countries

Executive Summary

Much of the progress that has been made in impaired driving in the
last decade or more has been facilitated by lessons learned from other
countries. It is therefore both timely and appropriate for the National
Highway Traffic Safety Administration to sponsor a systematic effort to
gather information about impaired driving laws from countries around the
world. The intent of this effort is to contribute to our understanding of
impaired driving countermeasures and of how the current situation in the
United States compares to other countries. The parameters of the report
are described below.

Countries Included

The primary purpose of this project is to provide comparisons with the
United States, and therefore possible guidance in the development and
implementation of impaired driving policies in this country. Therefore,
the main focus of data collection was on countries that would be
considered most directly comparable to the United States, economically
and demographically, as well as those countries with which we have the
most direct dealings. These countries include:

• Members of the European Union, including Austria, Belgium, Denmark,
  Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, The
  Netherlands, Portugal, Spain, Sweden, and the United Kingdom
• Other western European countries, including Norway and
  Switzerland
• Canada Mexico Australia New Zealand Japan
• Other countries of possible interest were included as data were
  available.

Laws Included

While many different laws are relevant to impaired driving, this
project focused on several of the most important laws. These laws
include:

Illegal blood alcohol content (BAC) levels for various classes of
drivers; The minimum purchase age for alcohol; Age of driving licensure;
Standard sanctions for first offenses and multiple offenses; The
imposition of more severe sanctions for drivers with higher BACs
Graduated licensing systems; Systems for the regranting of licenses.

Methodology

Most of the information for this report was gathered through inquiries
from key informants identified in each of the countries of interest. Most
informants were from government transportation agencies. Some informants
were from relevant university departments. In some cased, available
information was collected from other published or unpublished sources.
Appendix A indicates the source(s) of information for each country.

Results The results of the overview of laws indicate some of the major
differences across countries and some of the contrasts between the United
States and other countries. Major findings include:

The illegal BAC for most of the United States is higher than for any
of the other countries studied. The minimum purchase age for alcohol is
older in the United States than for almost all other countries studied.
Licensing age for most countries is some years older than the minimum
purchase age for alcohol. Sanctions in other countries tend to be based
primarily on arrest BAC.

The potential impact of international free trade agreements on laws
and policies related to traffic safety must be considered in this
context. Another important factor in international comparisons is the
cultural differences reflected in public attitudes towards impaired
driving and towards relevant laws.

Analysis of the relationship between laws related to impaired driving
and the proportion of alcohol-related crashes is a logical next step.
This analysis must be undertaken with caution because of the complicated
measurement issues inherent in reporting of alcohol involvement in
traffic crashes.

Background and Introduction

Much of the progress that has been made in impaired driving in the
last decade or more has been facilitated by lessons learned from other
countries. For example, the United States drew valuable lessons regarding
deterrence from analyzing the results of the British Road Safety Act of
1967. Similarly, we have learned about alcohol policy and serious
enforcement and penalties from some of the Scandinavian countries. The
Australian experience with random breath testing has influenced some of
our own enforcement efforts. It is therefore both timely and appropriate
for the National Highway Traffic Safety Administration to sponsor a
systematic effort to gather information about impaired driving laws from
countries around the world. The intent of this effort is to contribute to
our understanding of impaired driving countermeasures and of how the
current situation in the United States compares to other countries. The
parameters of the report are described below.

Countries Included The primary purpose of this project is to provide
comparisons with the United States, and therefore possible guidance in
the development and implementation of impaired driving policies in this
country. Therefore, the main focus of data collection was on countries
that would be considered most directly comparable to the US, economically
and demographically, as well as those countries with which we have the
most direct dealings. These countries include:

Members of the European Union, including Austria, Belgium, Denmark,
Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, The
Netherlands, Portugal, Spain, Sweden, and the United Kingdom. Other
western European countries, including Norway and Switzerland, Canada,
Mexico, Australia, New Zealand and Japan were also included.

Other countries of possible interest were included as data were
available. These include Brazil, the Czech Republic, and Russia.

Laws Included While many different laws are relevant to impaired
driving, this project focused on several of the most important laws.
These laws include:

Illegal blood alcohol content (BAC) levels for various classes of
drivers; The minimum purchase age for alcohol;

Age of driving licensure; Standard sanctions for first offenses and
multiple offenses; The imposition of more severe sanctions for drivers
with higher BACs Graduated licensing systems; Systems for the regranting
of licenses.

For some countries, of course, laws are not standard nation-wide, but
rather vary by state or province. Where this is the case, information
about each sub-national entity is reported separately.

Methodology

Most of the information for this report was gathered through inquiries
from key informants identified in each of the countries of interest. Most
informants were from government transportation agencies. Some informants
were from relevant university departments. In some cased, available
information was collected from other published or unpublished
sources.

Comparison of Impaired Driving and Related Laws

Impaired Driving Laws

Several types of legislation may play key roles in controlling
impaired driving. These include the BAC level established as illegal, the
sanctions imposed for impaired driving under different circumstances, the
use of rehabilitation programs for offenders, and the system for
regranting the licenses of offenders whose driving privilege has been
suspended or revoked. Existing laws in each of these areas are described
below.

Illegal BAC

All countries included in the study have established a blood alcohol
content that is considered either per se or preemptive evidence of
impairment. The illegal BAC level has been found to have an effect on
impaired driving crashes (Johnson and Fell 1995, C berg 1995).

All of the countries studied had a BAC level lower than that
established in most of the United States (.10).

The lowest illegal BAC level is in Sweden (.02). The majority of
countries have established .05 as the illegal BAC, with the remaining
countries maintaining an illegal level of .08. The trend has been
downward in recent years, with nine countries having reduced the illegal
BAC level within the past five years or with new lower limits about to be
implemented. These recent reductions in illegal BAC levels have resulted
in some pre-post evaluations of the effects of the change. Belgium
lowered its limit to .05 in December of 1994, reporting a 14 percent
reduction in fatalities in the following year. The legal limit in France
was lowered to .05 in December of 1995. Fatal crashes in 1996 were
reduced by 4 percent (ETSC 1997).

As mentioned above for driver licensing laws, a few countries have
established a lower BAC for young drivers. Such laws have been found to
be effective in the United States in reducing alcohol- related crashes
among young drivers (Hingson et al. 1994, Blomberg 1992).

Interestingly, few countries have established lower BACs for drivers
of commercial vehicles or vehicles used in public transportation. This is
in contrast to laws in the United States regarding commercial drivers in
which any alcohol present removes the driver from service for 24 hours
and a BAC of .04 is a legal violation.

Police Closer to Confiscating

LEGISLATION giving police the power to confiscate car keys from drunk
drivers was rushed through the New South Wales lower house last
night.

It is due to go to the upper house today but it remains unclear if
police will be able to put the new powers into effect over the Easter
weekend. A spokeswoman for Transport Minister Carl Scully said the
government wanted the legislation passed as soon as possible but that
getting operational instructions to police in a matter of two days could
prove difficult.

Police Minister Paul Whelan outlined the intent of the legislation
last week. He said police would be given the power to forbid drunks from
driving, confiscate their keys and hand the keys to someone capable of
driving. Police could keep the keys for as long as necessary to protect
drunk drivers from themselves, he said.

Mr Whelan said similar laws already existed in Tasmania and Victoria.
Mr Scully also said legislation cracking down on dangerous loads would be
introduced into parliament this session. Under proposed changes, owning,
driving, permitting or causing a dangerously loaded vehicle to be driven
would be an offence.

Anybody found liable where someone was killed or injured, or property
damaged, would face up to one year in jail, Mr Scully said.

BCAA CALLS FOR DRUNK DRIVER REHAB PROGRAM

BURNABY, B.C., Jan. 13 /CNW/ – Armed with overwhelming support from
its members, the 700,000-strong British Columbia Automobile Association
is calling upon government to implement a mandatory substance abuse
assessment and rehabilitation program for all impaired drivers.

“It’s time we started treating the root of drunk driving,” says BCAA
President Bill Bullis. “More than 60 per cent of the people charged with
impaired driving are repeat offenders. Clearly, the threats of arrest,
conviction and suspension aren’t doing anything to change the behavior of
these people. That’s because many of them have serious drinking or other
substance abuse problems, and until we treat those problems, we’re not
going to get impaired drivers off the roads.”

BCAA is asking government to make mandatory assessment and
rehabilitation part of the Administrative Driving Prohibition Program,
which is scheduled to be introduced province-wide this spring. ADP, which
is one of the Traffic Safety Initiatives for which BCAA lobbied, will
enable police to suspend the licences of people who refuse to give blood
or breath samples, or who test above the legal blood alcohol limit (.08).
The three-month suspension will take place regardless of the outcome of
criminal charges.

BCAA believes all drivers whose licences are suspended under the ADP
program should undergo a mandatory assessment for alcohol or drug abuse.
Those found to have substance abuse problems should then be required to
complete a mandatory rehabilitation program prior to having their driving
privileges returned. B.C. is the only province in Canada that does not
have some form of compulsory rehabilitation for impaired drivers.

There is overwhelming support for the program among BCAA members.
According to an Angus Reid survey conducted in June, 1996, 91 per cent of
BCAA members support a mandatory assessment and rehabilitation program
for impaired drivers. In addition, 435 BCAA members have responded to a
BCAA mailed update on the topic indicating they support the program. The
Ministries of Transportation and Highways, and Health have both told BCAA
they have received approximately 100 letters from individual members of
the public requesting such a program.

“Our efforts to make this important program a reality have been
received favorably by the responsible ministers,” says Bullis. “On
behalf of our members, however, we eagerly await the government’s
assurance that mandatory assessment and rehabilitation will be part of
the Administrative Driving Prohibition Program when it is introduced this
spring. Drunk driving is still the leading criminal cause of death in
B.C. – it’s time we started dealing with it effectively.”

BCAA works for and with more than 700,000 members to represent their
interests and to satisfy their needs for security and peace of mind in
motoring, travel and at home.

For further information: Ellen Chesney, Public Affairs, (604)
268-5340

BRITISH COLUMBIA AUTOMOBILE ASSOCIATION

General Inquiries [email protected]

Technical Issues [email protected]

Fla. Can’t Prosecute Intoxicated Airline Pilots

8/7/2003

A federal judge ruled that state law doesn’t permit Florida to
prosecute two former American West pilots who planned to operate a plane
while intoxicated, CNN reported Aug. 6.

Federal Judge Patricia Seitz in Miami, Fla., said that federal law
applies in the case of pilots Christopher Hughes and Thomas Cloyd. Both
were set to fly an America West jetliner from Miami to Phoenix, Ariz., on
July 1, 2002, with 124 passengers on board when the flight was recalled
by Miami-Dade police, tipped off to drinking by the pilots.

Cloyd was found to have a blood-alcohol level of .091, while Hughes
had a .084 level.

The DUI standard under federal law is .10 percent, while in Florida
it’s .08. Under the federal standard, the pilots would not be considered
legally drunk and therefore, not face criminal prosecution.

The ruling by Seitz upholds a motion filed by the pilots to dismiss
the state charges. In her ruling, Seitz said that federal law supersedes
state law with respect to pilot qualifications where there is no loss of
life, injury, or damage to property involved.

“The state lacks jurisdiction to prosecute them for matters that are
solely within the jurisdiction of the federal government,” said
Seitz.

The Miami-Dade County state attorney’s office said it would appeal the
judge’s ruling.

Jury Convicts Former Midland Pilot for Drunkeness in
Plane

06/10/2005

Midland Reporter Telegram

Former Midland Pilot Convicted of 2002 Drunkenness in America West
Airliner

By Ed Todd

MRT Correspondent

Thomas Cloyd Jr., a 47-year-old former Midlander who grew up
in aviation and who, until July 2002, was a pilot for America West
Airlines, and his co-pilot, Christopher Hughes, 44, were convicted this
week by a Miami jury for being drunk in the cockpit of their airliner
just prior to take-off on a Miami-to-Phoenix flight.

“He (Cloyd) just made a terrible, terrible mistake,” said Tom
Dollahite, a retired Midland corporate pilot who has known Cloyd since
his growing-up years in Midland and was a dear friend to Cloyd’s late
father, Tom Cloyd Sr., a fellow corporate pilot who died at age 64 in the
1995 crash of a Commemorative Air Force B-26 Marauder bomber of World War
II vintage. The senior Cloyd, who was not piloting the B-26 at time of
the crash, was a seasoned CAF pilot who regularly flew the B-29
Superfortress and the B-24 Liberator.

The younger Cloyd is a 1976 graduate of Midland’s Robert E. Lee High
School. “He was kind of my surrogate son,” Dollahite said. “He and my
son, Tommy Jr., grew up together.”

Dollahite’s son, a retired United States Air Force pilot, currently is
flying for Southwest Airlines.

Cloyd’s mother, Margaret Cloyd, lives in Midland and is active in the
CAF.

The Associated Press reported earlier this week that Cloyd and Hughes
could be placed on probation or could be sentenced up to five years in
prison at sentencing on July 20. Florida Circuit Court Judge David Young
ordered both men to be jailed and held without bail, The AP reported.

“I sure hope they (the courts) are lenient on their sentence,”
Dollahite said, “but … .”

The Federal Aviation Administration (FAA) “immediately” revoked
Cloyd’s and Hughes’ commercial pilot’s licenses after their
Miami-to-Phoenix flight was canceled as their Airbus 319 was being
removed from the gate by a tug in readying for flight on July 1,
2002.

Security screeners at Miami International Airport had detected the
strong scent of alcohol on the pilots’ breath, and Cloyd had gotten got
into an argument because he wanted to bring a prohibited cup of coffee
aboard the airliner, The AP reported. Airport police ordered the airliner
to return to the terminal.

Aboard the flight were 124 passengers and three flight attendants, The
AP reported.

“We have protected some lives today,” Florida prosecutor Deisy
Rodriguez said Wednesday following the two-week trial. She had
characterized the pilot and co-pilot as “stumbling, fumbling” drunks who
put the passengers’ lives in grave danger, The AP reported.

Testimony indicated the pilots had drunk 14 beers between them late
into the night prior to the scheduled morning departure of their
flight.

Cloyd and Hughes “demonstrated careless and reckless behavior by
getting into that cockpit under the influence of alcohol,” Rodriguez
said.

The AP also reported defense lawyers stated testimony indicated
neither pilot was visibly intoxicated and the pilots were not in control
of the aircraft when airport police ordered the airliner back to the
terminal. The aircraft was being positioned by a tug for taxiing and then
for takeoff.

“Flight doesn’t occur until the plane begins to move under its own
power,” said Cloyd’s defense attorney Daniel Foodman, The AP reported.
“Nobody was in danger. Nobody testified Mr. Cloyd did anything wrong in
that cockpit.”

However, Florida prosecutor Armando Hernandez said, “Within the
aviation community, it was clear they were operating this aircraft”
before the engines were powered up and before takeoff, The AP
reported.

Cloyd, who lives in Peoria, Ariz., and Hughes, who resides in Leander,
did not testify in their own defense during the trial.

Court testimony revealed the pilots had consumed 14 beers and had a
$122 tab at a Coconut Grove sports bar until 4:40 a.m. on morning of the
scheduled departure of their flight at 10:30 a.m., The AP reported.
Sobriety breath tests hours later showed the pilots’ blood-alcohol level
was above Florida’s legal limit of 0.08 percent. Experts testified the
blood-alcohol levels were probably much higher when the pilots boarded
the airplane.

Hughes’ defense attorney, James Rubin, said even if the pilots had
been drinking the night before their flight, they exhibited no signs of
drunkenness.

“There was no untoward sign of impairment,” Rubin said in closing
arguments, according to The AP. “They appeared to be acting in a normal
fashion.”

The AP reported that “central to the defense” was whether the two
pilots legally were operating the airliner prior to takeoff. However,
Rodriguez, the prosecutor, cited testimony that both pilots had performed
flight checks for 30 minutes before the airliner was pushed away from the
airport gate and the pilots, when questioned by police on the day of
their arrest, said “yes” when asked if they had been operating an
aircraft.

“They confessed, and they indicated that absolutely they were
operating that aircraft,” Rodriguez said in The AP report.

Jury: Former pilots guilty of being drunk in cockpit

Fort Lauderdale, Fla. — A Miami-Dade County jury on Wednesday found
two former America West pilots guilty of operating an aircraft while
drunk. The verdict came three years after the pilots had gone on an
all-night drinking binge.

The six-man jury convicted pilot Thomas Cloyd of Peoria, Ariz., and
co-pilot Christopher Hughes of Leander, Texas, after deliberating for
about six hours. Both men wept as the verdicts were read.

FAA Tightens
Policies for Drunk Pilots

Wednesday, June 18, 2003

With the number of commercial airline pilots testing positive for
alcohol more than doubling in 2002, the Federal Aviation Administration
(FAA) has established new procedures for dealing with intoxicated pilots,
the Associated Press reported June 18.

WASHINGTON (AP) — After a doubling of airline pilots failing
Breathalyzer tests, the government has tightened procedures to keep those
caught drunk out of the cockpit.

Last year, 22 commercial airline pilots tested positive for alcohol
use, up from nine in 2001, and nine pilots have tested positive this
year. That’s only a fraction of the approximately 75,000 U.S. airline
pilots but enough to cause the Federal Aviation Administration to
establish new procedures for dealing with drunk pilots.

The jump in numbers, first reported by Newsday, led the FAA to change
its policy in January so that pilots who fail sobriety tests immediately
have both their medical and airman’s certificates revoked. Both
certificates are required for a pilot to fly.

Previously, only the medical certificate was revoked in cases of drug
or alcohol use, said John Mazor, spokesman for the Air Line Pilots
Association, the largest pilots’ union.

Pilots can get caught in two ways: as part of the Transportation
Department’s random tests of 10,000 airline pilots every year, or if
their behavior arouses suspicion among airline officials or law
enforcement officers.

Pilots must wait a year and go through rehabilitation to get their
medical certificates restored. To get their airman’s certificate, they
must also wait a year and then retake all the written and flight tests
required to fly a plane.

An increasing number of pilots caught drunk while on duty doesn’t
necessarily mean more intoxicated pilots are trying to fly planes,
experts say. It may mean more are getting caught.

“There is a higher level of public awareness,” said Greg Overman,
spokesman for the Allied Pilots Union, which represents pilots at
American Airlines. “The number of false accusations has risen, and even
when there’s a false accusation by a passenger or a security screener, it
tends to make headlines.”

In February, a pilot removed from a Delta Air Lines flight at Norfolk
International Airport was acquitted of operating a plane under the
influence of alcohol.

Two America West pilots accused of trying to fly drunk on a
Phoenix-bound flight from Miami last year are scheduled to be tried in
Florida state court on July 7.

In all three cases, federal security screeners had smelled alcohol on
the pilots.

Robert Johnson, spokesman for the Transportation Security
Administration, said airline passengers as well as screeners are more
likely to report something unusual at an airport since the September 11
terror attacks.

Screeners are not trained to look for impaired pilots, Johnson said.
“Their job is to search for and keep prohibited items off the aircraft.”
If a screener observes drunken behavior, he or she is directed to report
it to a supervisor, who has the authority to report it to law enforcement
and local airline officials, he said.

Drunk Driving Increases Traffic Fatalities Worldwide

April 12, 2004

A study by the World Health Organization (WHO) and the World Bank
finds that traffic fatalities, including those caused by alcohol, are a
serious world health problem that is often overlooked, the Washington
Post reported April 7.

One in every 50 deaths worldwide is associated with road accidents,
the study found, and traffic crashes are second only to childhood
infections and AIDS as a killer of people between the ages of 5 and
30.

Each year, 1.2 million drivers, passengers, cyclists, and pedestrians
are killed in traffic crashes. By 2020, traffic deaths are expected to
increase by 80 percent as hundreds of millions of cars are added to the
roads.

“It is already huge, but if nothing happens it is expected to rise,”
said Etienne Krug, director of WHO’s department of injuries and violence
prevention.

Among the recommendations in the 217-page report are measures for developing
countries, such as India, China, and southeast Asia. They include
stricter enforcement of drunk-driving laws, better road designs,
increased use of seatbelts, and improved design and inspection of
vehicles.

This article is published by Join Together – a
national resource for communities working to reduce substance abuse and
gunviolence based at the Boston University School of Public Health