{"status":"ok","message-type":"work","message-version":"1.0.0","message":{"indexed":{"date-parts":[[2026,6,30]],"date-time":"2026-06-30T18:47:38Z","timestamp":1782845258728,"version":"3.54.5"},"reference-count":42,"publisher":"BMJ","issue":"6","license":[{"start":{"date-parts":[[2020,3,27]],"date-time":"2020-03-27T00:00:00Z","timestamp":1585267200000},"content-version":"vor","delay-in-days":0,"URL":"http:\/\/creativecommons.org\/licenses\/by-nc\/4.0\/"}],"content-domain":{"domain":["bmj.com"],"crossmark-restriction":true},"short-container-title":["J Epidemiol Community Health"],"accepted":{"date-parts":[[2020,2,22]]},"published-print":{"date-parts":[[2020,6]]},"abstract":"<jats:sec id=\"s1\">\n                  <jats:title>Background<\/jats:title>\n                  <jats:p>It is estimated that more than 270\u00a0000 people die yearly in alcohol-related crashes globally. To tackle this burden, government interventions, such as laws which restrict blood alcohol concentration (BAC)\u00a0levels and increase penalties for drunk drivers, have been implemented. The introduction of private-sector measures, such as ridesharing, is regarded as alternatives to reduce drunk driving and related sequelae. However, it is unclear whether state and private efforts complement each other to reduce this public health challenge.<\/jats:p>\n               <\/jats:sec>\n               <jats:sec id=\"s2\">\n                  <jats:title>Methods<\/jats:title>\n                  <jats:p>We conducted interrupted time-series analyses using weekly alcohol-related traffic fatalities and injuries per 1\u00a0000\u00a0000 population in three urban conglomerates (Santiago, Valpara\u00edso and Concepci\u00f3n) in Chile for the period 2010\u20132017. We selected cities in which two state interventions\u2014the \u2018zero tolerance law\u2019 (ZTL), which decreased BAC, and\u00a0the \u2018Emilia law\u2019 (EL), which increased penalties for drunk drivers\u2014were implemented to decrease alcohol-related crashes, and where Uber ridesharing was launched.<\/jats:p>\n               <\/jats:sec>\n               <jats:sec id=\"s3\">\n                  <jats:title>Results<\/jats:title>\n                  <jats:p>In Santiago, the ZTL was associated with a 29.1% decrease (95% CI 1.2 to 70.2), the EL with a 41.0% decrease (95% CI 5.5 to 93.2) and Uber with a non-significant 28.0% decrease (95% CI \u22126.4 to 78.5) in the level of weekly alcohol-related traffic fatalities and injuries per 1\u00a0000\u00a0000 population series. In Concepci\u00f3n, the EL was associated with a 28.9% reduction (95% CI 4.3 to 62.7) in the level of the same outcome. In Valpara\u00edso, the ZTL had a \u22120.01 decrease (95% CI \u22120.02 to \u22120.00) in the trend of weekly alcohol-related crashes per 1\u00a0000\u00a0000 population series.<\/jats:p>\n               <\/jats:sec>\n               <jats:sec id=\"s4\">\n                  <jats:title>Conclusion<\/jats:title>\n                  <jats:p>In Chile, concomitant decreases of alcohol-related crashes were observed after two state interventions were implemented but not with the introduction of Uber. Relationships between public policy interventions, ridesharing and motor vehicle alcohol-related crashes differ between cities and over time, which might reflect differences in specific local characteristics.<\/jats:p>\n               <\/jats:sec>","DOI":"10.1136\/jech-2019-213191","type":"journal-article","created":{"date-parts":[[2020,4,1]],"date-time":"2020-04-01T17:15:56Z","timestamp":1585761356000},"page":"502-509","update-policy":"https:\/\/doi.org\/10.1136\/crossmarkpolicy","source":"Crossref","is-referenced-by-count":17,"title":["State or market? 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