Drivers In Fatal Crashes Research Articles

What determines the success of states in reducing alcohol related crash fatalities? A longitudinal analysis of alcohol related crashes in the U.S. from 1985 to 2019

In the United States, nearly 28 people die in alcohol–related motor vehicle crashes every day (1 fatality every 52 min). Over decades, states have enacted multiple laws to reduce such fatalities. From 1982 to 2019, the proportion of drivers in fatal crashes with a blood alcohol concentration (BAC) above 0.01 g/dl declined from 41% to 22%. States vary in terms of their success in reducing alcohol–related crash fatalities. The purpose of this study was to examine factors associated with changes in fatalities related to alcohol–impaired driving at the state level. We created a panel dataset of 50 states from 1985 to 2019 by merging different data sources and used fixed–effect linear regression models to analyze the data. Our two outcome variables were the ratio of drivers in fatal crashes with BAC ≥ 0.01 g/dl to those with BAC = 0.00, and the ratio of those with BAC ≥ 0.08 g/dl to those with BAC < 0.08 g/dl. Our independent variables included four laws (0.08 g/dl BAC per se law, administrative license revocation law, minimum legal drinking age law, and zero tolerance law), number of arrests due to impaired driving, alcohol consumption per capita, unemployment rate, and vehicle miles traveled. We found that the 0.08 g/dl per se law was significantly associated with lower alcohol–related crash fatalities while alcohol consumption per capita was significantly and positively associated with crash–related fatalities. Arrests due to driving under the influence (DUI) and crash fatalities were nonlinearly correlated. In addition, interaction of DUI arrests and two laws (0.08 g/dl BAC per se law, and zero tolerance) were significantly associated with lower crash–related fatalities. Our findings suggest that states which have more restrictive laws and enforce them are more likely to significantly reduce alcohol–related crash fatalities.

Motorcycle antilock braking systems and fatal crash rates: updated results

Objective Antilock braking systems (ABS) prevent wheels from locking during hard braking and have been shown to reduce motorcyclists’ crash risk. ABS has proliferated in the United States fleet, and the objective of the current study was to update the effectiveness estimate for ABS with additional years of data and a broader variety of motorcycle types. Methods Motorcycle drivers involved in fatal crashes per 10,000 registered vehicle years during 2003–19 were examined for 65 motorcycle models offering ABS as an optional feature. Fatal crash rates for motorcycles with ABS were compared with rates for the same models without it. Results ABS was associated with a statistically significant 22% reduction in motorcycle driver fatal crash involvements per 10,000 registered vehicle years. Conclusion This finding adds to the growing literature demonstrating the safety benefits of motorcycle ABS.

State alcohol ignition interlock laws and fatal crashes

Objective Alcohol-impaired driving results in thousands of deaths annually. Alcohol ignition interlocks require a negative breath test to start a vehicle’s engine, and 44 states have mandated some form of interlock law for drivers convicted of driving while intoxicated (DWI). The objective of this study was to estimate the association between interlock laws and fatal impaired-driving crashes. Methods Differences in three interlock laws were evaluated by comparing alcohol-impaired passenger vehicle drivers involved in fatal crashes between 2001 and 2019 in the United States across state and time. State/time differences unrelated to interlock laws were controlled for by fitting a Poisson model. The exposure measure was the number of passenger vehicle drivers in fatal crashes that did not involve impaired drivers. Laws requiring interlocks for drivers convicted of DWI covered: repeat offenders, repeat offenders and high-BAC offenders, all offenders, or none. Results The number of states with all-offender interlock laws during the study period went from three in 2001 to 29 in 2019, and the number of states with any of the three laws increased from 16 to 44. All-offender laws were associated with 26% fewer drivers with 0.08+ BAC involved in fatal crashes, compared with no law. Repeat-offender laws were associated with a 9% reduction in impaired drivers, compared with no law. Repeat and high-BAC laws were associated with a 20% reduction in impaired drivers in fatal crashes, compared with no law. Conclusion Laws mandating alcohol ignition interlocks, especially those covering all offenders, are an effective impaired-driving countermeasure that reduces the number of impaired drivers in fatal crashes.

Older Driver Crash Involvement and Fatalities, by Age and Sex, 2000-2017.

Federal reporting of crash fatalities has limited age-by-sex stratification, but both age and sex are associated with driving reduction and cessation. We described older driver fatal crash involvement and fatalities using Fatality Analysis Reporting System data to calculate rates (per 100,000 licensed drivers, per 100,000 population) with age-by-sex stratifications. Nationally from 2000 through 2017, 110,422 drivers 65+ were involved in crashes resulting in at least one death within 30 days, and 67,843 of these older drivers died. Involvement and fatality rates per 100,000 licensed drivers in 2017 were lowest for females 65-69 (7.7 and 3.6, respectively) and highest for males age 85+ (34.3 and 25.5, respectively). Females had lower driver fatal crash involvement and fatality rates throughout the lifespan, even when rates generally decreased over time. Elaborating fatal crash trends and rates by age and sex helps to differentiate the public health burden of older driver crashes and fatalities.

Safe driving is cool – Project on young driver road traffic injury prevention, Croatia, 2018-2019

Abstract Road traffic injury (RTI) is the leading cause of preventable death among youth in Split-Dalmatia County (SDC), Croatia, particularly males. The most of those who died in road traffic crashes in SDC are young novice drivers (18-24 years). The alcohol was key factor in young driver fatal crashes, often in combination with the drug abuse, driving inexperience, distractions and speeding. Adolescents lack sufficient knowledge about RTI prevention and reducing hazards. They are occupied with technical details and compliance with traffic rules and don't pay attention to importance of reducing their own risky behaviour. Our goal was to provide a better understanding of factors affecting driving safety among adolescents. The main outcome measure was rating of alcohol and/or drug abuse as main risk, understanding that injuries are preventable as well as RTI. The pilot project was realized in SDC during 2018-2019 through collaboration between Public Health Institute, Police Department and two high schools. The project included 122 students with an average age of 18.5 year. Initial survey results showed that students tended to take unnecessary risk in road traffic, furthermore 77.0% used cell phones, 62.3% earphones, and only 27.0% helmet while riding bike or motorcycle. Even 39.2% was driving intoxicated or was driven by intoxicated driver once (19.6%) or more times (19.6%). After conducting project, feedback survey results showed that students demonstrated better recognizing of hazards. They accepted injuries (94.3 vs 80.3%) and RTI (99.1 vs 72.9%) as preventable and understood the importance of traffic rules obey (92.6 vs 63.9%). Students understood the danger of intoxicated driving (74.6 vs 56.6%). Promoting safe-driver behaviour and providing new educational opportunity can encourage responsible driving behaviours among adolescents. Strengthening inter-sectoral collaboration is a key of success in achieving the reduction of mortality and morbidity among young drivers. Key messages Adolescent adapted method developed by joint effort is vital in promoting safe driving practice. Projects aiming to minimize risks in young drivers contribute to saving lives, they deserve to grow up.

Comparing distance and time as driving exposure measures to evaluate fatal crash risk ratios

BackgroundThe use of an appropriate driving exposure measure is essential to calculate traffic crash rates and risks. Commonly used exposure measures include driving distance and the number of licensed drivers. These measures have some limitations, including the unavailability of disaggregated estimates for consecutive years, low data quality, and the failure to represent the driving population when the crash occurred. However, the length of driving time, available annually from the American Time Use Survey (ATUS), can be disaggregated by age, gender, time-of-day, and day-of week, and addresses the temporal discontinuity limitation of driving distance on the United States (U.S.) national scale. ObjectivesThe objective of this study is to determine if the length of driving time as a driving exposure measure is comparable to driving distance by comparing distance-based and time-based fatal crash risk ratios by driver age category, gender, time-of-day, and day-of-week. MethodsThe 2016–2017 National Household Travel Survey (NHTS) provided driving distance, and 2016–2017 Fatality Analysis Reporting System provided the number of drivers in fatal crashes. The distributions of driving distance and length of driving time by driver age category (16−24, 25−44, 45−64, and 65 years or older), gender, time-of-day, day-of-week were compared. Two negative binomial regression models were used to compute the distance-based and time-based fatal crash risk ratios. ResultsThe distributions of driving-distance were not different from the length-of-driving-time distributions by driver age category, gender, time-of-day, and day-of-week. Driving distance and the length of driving time provide similar fatal crash risk ratio estimates. ConclusionsThe length of driving time can be an alternative to driving distance as a measure of driving exposure. The primary advantage of driving time over driving distance is that, starting from 2003, the disaggregated estimates of the length of driving time are available from ATUS over consecutive years, curtailing the discontinuity limitation of driving distance. Furthermore, the length of driving time is related to drivers’ perceived risks about their driving conditions and as a result, may be a better exposure measure than driving distance in comparing crash risks between drivers whose likelihood of traveling in hazardous driving conditions (e.g., nighttime) varies substantially.

Wreck on the Highway: Intersectionality of Driver Culpability, Tetrahydrocannabinols, Other Intoxicants and Fatalities in Washington State

Given the legalization of recreational cannabis in 2012 in Washington State and recent mixed results regarding the effects of cannabis on driver safety, the paper examines the link between delta-9-tetrahydrocannabinols (THC) and driver behavior, including speeding and driver errors which may have contributed to a particular fatal crash. The current study utilized data from the Washington State Fatality Analysis Reporting System Analytical File (WA FARS) from 2008 to 2016. A series of logistic regressions were employed to compare THC-positive and -negative drivers, as well as drivers who tested positive for other intoxicants. The results of the study were mixed; it was found that delta-9-THC positively predicted speeding, but not other driver errors. Interestingly, carboxy-THC, a non-psychoactive chemical which can be detected for a longer period of time, was a significant predictor of both speeding and driver errors. This research further demonstrates that cannabis is predictive of risky behavior by drivers in fatal crashes, though it is not nearly as strong a predictor as alcohol. Additional research is needed to understand better why carboxy-THC is a stronger and more robust predictor of poor driving behavior than delta-9-THC.

Gendered Analysis of Fatal Crashes among Young Drivers in Alabama, USA

As part of broader research efforts to understand the factors contributing to crashes involving younger drivers, it is important to characterize the crash contributing factors of the at-fault younger drivers. This study applied latent class analysis (LCA) to identify subgroups with statistically distinct patterns in the contributing factors of fatal crashes involving young male and female drivers in Alabama. Model estimation results reveal that crashes on rural roads are a serious issue in Alabama. It was also observed that a high proportion of the young driver fatal crashes occurred on weekends and closer to the driver’s place of residence. Interestingly, the proportion of crashes involving speeding increased with age for males and decreased with age for females. In general, younger female drivers (15–18 years) were more likely to be involved in speed and aggressive driving related fatal crashes than their male counterparts. Also, fatal crashes involving driving under influence (DUI) increase with age for both male and female drivers, with a significant increase for drivers between 19 and 21 years of age. These study findings suggest that specific attention should be focused towards younger drivers in rural communities and communities with lower socioeconomic opportunities. Targeted education and outreach campaigns, combined with appropriate enforcement efforts could meaningfully change the attitudes and behaviors related to road safety.

Correlations between road crash mortality rate and distance to trauma centers

Abstract The assumption that better outcomes are associated with a reduction in time to trauma care is the foundation of emergency medical services and trauma systems. However, previous literatures did not provide clear evidence to directly support the assumption. In this study, the data of Fatality Analysis Reporting System from 2010 to 2015 were adopted to quantify the relationship between the distance to trauma centers and the mortality of patients in fatal crashes. Utilizing the closest facility solver in the Geographic Information System, the distance from crash scene to trauma center was calculated, and the effects of trauma center on patients in fatal crashes and the difference between different levels of trauma center were examined using logistic regression. For all drivers in fatal crashes from 2010 to 2015, the results of logistic regression show that the mortality increased with each additional mile to the trauma center with the odds ratio (OR) of 1.0021 per mile, comparing to an OR of 1.0008 per mile for the passengers in fatal crashes. The Level I, II, and III trauma centers had different effects on the driver mortality with a Chi-square of 1163.8, 468.7, and 112.2 respectively, indicating that the drivers admitted to Level I trauma centers had improved survival rates relative to lower-level trauma centers.

Administrative license suspension: Does length of suspension matter?

ABSTRACTObjective: Administrative license revocation (ALR) laws, which provide that the license of a driver with a blood alcohol concentration at or over the illegal limit is subject to an immediate suspension by the state department of motor vehicles, are an example of a traffic law in which the sanction rapidly follows the offense. The power of ALR laws has been attributed to how swiftly the sanction is applied, but does the length of suspension matter? Our objectives were to (a) determine the relationship of the ALR suspension length to the prevalence of drinking drivers relative to sober drivers in fatal crashes and (b) estimate the extent to which the relationship is associated to the general deterrent effect compared to the specific deterrent effect of the law.Methods: Data comparing the impact of ALR law implementation and ALR law suspension periods were analyzed using structural equation modeling techniques on the ratio of drinking drivers to nondrinking drivers in fatal crashes from the Fatality Analysis Reporting System (FARS).Results: States with an ALR law with a short suspension period (1–30 days) had a significantly lower drinking driver ratio than states with no ALR law. States with a suspension period of 91–180 days had significantly lower ratios than states with shorter suspension periods, while the three states with suspension lengths of 181 days or longer had significantly lower ratios than states with shorter suspension periods.Discussion: The implementation of any ALR law was associated with a 13.1% decrease in the drinking/nondrinking driver fatal crash ratio but only a 1.8% decrease in the intoxicated/nonintoxicated fatal crash ratio. The ALR laws and suspension lengths had a significant general deterrent effect, but no specific deterrent effect.Practical Implications: States might want to keep (or adopt) ALR laws for their general deterrent effects and pursue alternatives for specific deterrent effects. States with short ALR suspension periods should consider lengthening them to 91 days or longer.

Are Buzzed Drivers Really the Problem: A Quasi-Experimental Multilevel Assessment of the Involvement of Drivers With Low Blood Alcohol Levels in Fatal Crashes

Controversy over drivers with low blood alcohol concentrations (BAC) have become a highly salient issue since the proposal to reduce the per se BAC limit to .05 for driving under the influence (DUI) convictions. However, little traffic safety, and no criminological research, has examined this phenomenon. This study fills a deficiency in the literature by utilizing quasi-experimental propensity score matching techniques in combination with multilevel modeling to examine the extent of involvement of low BAC drivers in fatal crashes. The results indicate that low BAC drivers are only involved in a very small portion of crashes and are not at fault in many. In addition, although drivers with low BAC have an increased odds of responsibility for a crash than drivers with no BAC, this increase is much lower than other factors such as age, speed, distractions, drug use, and high BAC. This study discusses the implications of focusing resources on drivers that are not considerable contributors to crashes, such as a predicted increase in arrests.

Effects of Dram Shop, Responsible Beverage Service Training, and State Alcohol Control Laws on Underage Drinking Driver Fatal Crash Ratios

Objectives: In this study, we aimed to determine whether three minimum legal drinking age 21 (MLDA-21) laws—dram shop liability, responsible beverage service (RBS) training, and state control of alcohol sales—have had an impact on underage drinking and driving fatal crashes using annual state-level data, and compared states with strong laws to those with weak laws to examine their effect on beer consumption and fatal crash ratios.Methods: Using the Fatality Analysis Reporting System, we calculated the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes as our key outcome measure. We used structural equation modeling to evaluate the three MLDA-21 laws. We controlled for covariates known to impact fatal crashes including: 17 additional MLDA-21 laws; administrative license revocation; blood alcohol concentration limits of.08 and.10 for driving; seat belt laws; sobriety checkpoint frequency; unemployment rates; and vehicle miles traveled. Outcome variables, in addition to the fatal crash ratios of drinking to nondrinking drivers under age 21 included state per capita beer consumption.Results: Dram shop liability laws were associated with a 2.4% total effect decrease (direct effects: β =.019, p =.018). Similarly, RBS training laws were associated with a 3.6% total effect decrease (direct effect: β =.048, p =.001) in the ratio of drinking to nondrinking drivers under age 21 involved in fatal crashes. There was a significant relationship between dram shop liability law strength and per capita beer consumption, F (4, 1528) = 24.32, p <.001, partial η2 =.016, showing states with strong dram shop liability laws (Mean (M) = 1.276) averaging significantly lower per capita beer consumption than states with weak laws (M = 1.340).Conclusions: Dram shop liability laws and RBS laws were both associated with significantly reduced per capita beer consumption and fatal crash ratios. In practical terms, this means that dram shop liability laws are currently associated with saving an estimated 64 lives in the 45 jurisdictions that currently have the law. If the remaining 6 states adopted the dram shop law, an additional 9 lives could potentially be saved annually. Similarly, RBS training laws are associated with saving an estimated 83 lives in the 37 jurisdictions that currently have the laws. If the remaining 14 states adopted these RBS training laws, we estimate that an additional 28 lives could potentially be saved.

Tracking progress in teenage driver crash risk in the United States since the advent of graduated driver licensing programs

IntroductionThis study examined U.S. teenagers' crash rates since 1996, when the first graduated driver licensing (GDL) program in the United State was implemented. MethodsPassenger vehicle driver crash involvement rates for 16–19 and 30–59 (middle-aged) year-olds were examined, using data from the Fatality Analysis Reporting System, National Automotive Sampling System General Estimates System, Census Bureau, and National Household Travel Surveys. ResultsPer capita fatal and police-reported crash rates in 2012 were lower for 16year-olds than for middle-aged drivers but older teenagers' rates were higher. Mileage-based fatal and police-reported crash rates in 2008 were higher for teenagers than for middle-aged drivers and higher for 16–17year-olds than for older teenagers. In 1996–2012, teenagers' per capita fatal and police-reported crash rates declined sharply, especially for 16–17year-olds, and more so than for middle-aged drivers. Substantial declines also occurred in teenagers' mileage-based fatal and police-reported crash rates from 1995–96 to 2008, generally more so than for middle-aged drivers. Regarding factors in fatal crashes in 1996 and 2012, proportions of young teenagers' crashes occurring at night and with multiple teenage passengers declined, more so than among older teenagers and middle-aged drivers. The proportion of fatally injured drivers who had been drinking declined for teenagers but changed little for middle-aged drivers. Improvements were not apparent in rates of driver errors or speeding among teenage drivers in fatal crashes. ConclusionsTeenage drivers' crash risk dropped during the period of implementation of GDL laws, especially fatal crash types targeted by GDL. However, teenagers' crash risk remains high, and important crash factors remain unaddressed by GDL. Practical applicationsAlthough this study was not designed to examine the role of GDL, the results are consistent with the increased presence of such laws. More gains are achievable if states strengthen their laws.

Effectiveness of Social Host and Fake Identification Laws on Reducing Underage Drinking Driver Fatal Crashes

Objective: The public generally assumes that the minimum legal drinking age of 21 (MLDA-21) legislation in the United States is embodied in a single law and therefore all states have the same law. Actually, the MLDA-21 state laws consist of multiple provisions that support the core MLDA-21 laws and include a family of policies directed at controlling underage drinking and underage drinking and driving. Because social host and fake identification laws have recently garnered interest by policy makers in the states, this study was designed to determine their effectiveness.Methods: The effective dates for 2 types of social host laws and 3 fake identification laws were documented using the Alcohol Policy Information System (APIS), the Substance Abuse and Mental Health Services Administration's (SAMHSA) 2011 Report to Congress on the Prevention and Reduction of Underage Drinking, and legal research tools. These laws include social host prohibitions (SHPs) and social host civil liability (SHCL), the use of fake identification (FID), retailer support for FID, and transfer/production of FID. We used a pre–post design to evaluate the influence on underage drinking-and-driving fatal crashes of these 5 laws using the Fatality Analysis Reporting System (FARS) data set for the years 1982 through 2010. The data were analyzed using structural equation modeling (SEM) controlling for as many variables as possible.Results: For those drivers younger than aged 21 years, FID supplier laws were associated with significant decreases in FARS ratios after states adopted these laws (−1.0%, P =.030).Conclusions: The 24 states that have adopted FID supplier laws are saving an estimated 14 lives per year in the United States. An additional 16 lives could be saved if the remaining states adopted this law. FID supplier laws prohibit the production of a FID or transfer of an ID or FID to another person. The more stringent the law (i.e., whether a state prohibits only one element [weaker law] compared to both transferring and manufacturing a FID [stronger]) the more effective a deterrent it becomes to supplying a minor with a FID. States without FID supplier laws should consider adopting them.

Fatal Crashes from Drivers Testing Positive for Drugs in the U.S., 1993–2010

Illegal drug use is a persistent problem, prescription drug abuse is on the rise, and there is clinical evidence that drug use reduces driving performance. This study describes trends in characteristics of drivers involved in fatal motor vehicle crashes who test positive for drugs. We used the Fatality Analysis Reporting System-a census of motor vehicle crashes resulting in at least one fatality on U.S. public roads-to investigate suspected drug use for the period 1993-2010. Drugged drivers who were tested for drug use accounted for 11.4% of all drivers involved in fatal motor vehicle crashes in 2010. Drugged drivers are increasingly likely to be older drivers, and the percentage using multiple drugs increased from 32.6% in 1993 to 45.8% in 2010. About half (52.4%) of all drugged drivers used alcohol, but nearly three-quarters of drivers testing positive for cocaine also used alcohol. Prescription drugs accounted for the highest fraction of drugs used by drugged drivers in fatal crashes in 2010 (46.5%), with much of the increase in prevalence occurring since the mid-2000s. The profile of a drugged driver has changed substantially over time. An increasing share of these drivers is now testing positive for prescription drugs, cannabis, and multiple drugs. These findings have implications for developing interventions to address the changing nature of drug use among drivers in the U.S.

Response to commentaries on 0.05 blood alcohol concentration (BAC) limit.

Response to commentaries on 0.05 blood alcohol concentration (BAC) limit.

Estimating the over-involvement of suspended, revoked, and unlicensed drivers as at-fault drivers in California fatal crashes

Introduction and MethodQuasi-induced exposure analysis was used to estimate annual fatal crash involvement rates for validly licensed, suspended or revoked (S/R), and unlicensed drivers in California from 1987 through 2009 using fatal crash data obtained from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System and crash culpability determinations from the California Highway Patrol's Statewide Integrated Traffic Records System. ResultsAlthough there was some year-to-year fluctuation in the annual estimates, S/R and unlicensed drivers were over-involved as at-fault drivers in fatal crashes during every year of the 23-year time period relative to validly licensed drivers. The fatal crash involvement ratios combined across all years were 0.86 for validly licensed drivers, 2.23 for S/R drivers, and 2.34 for unlicensed drivers. Hence, compared to validly licensed drivers, the odds of being at-fault for a fatal crash were 160% higher for S/R drivers (involvement ratio=2.60) and 173% higher for unlicensed drivers (involvement ratio=2.73). The excess risks of S/R and unlicensed drivers are somewhat lower than estimates found in a prior study using the same technique, but the results nonetheless provide evidence that S/R and unlicensed drivers are much more hazardous on the road than are validly licensed drivers and emphasize the importance of using strong countermeasures—including vehicle impoundment—to reduce their high crash risk. These findings support interventions to help reduce driving among S/R and unlicensed drivers.

Update: Repeat DWI Offenders Involvement in Fatal Crashes in 2010

Objective: This analysis is an update of a Traffic Tech published by the National Highway Traffic Safety Administration (NHTSA) in March 1992. Drivers with prior driving-while-intoxicated (DWI) convictions are overrepresented in fatal crashes and the relative risk of fatal crash involvement is greater for these repeat DWI offenders. Methods: Although it is estimated that 2.1 percent of licensed drivers had a prior arrest for DWI within the past 3 years in 2010, 8.0 percent of intoxicated drivers (blood alcohol concentration [BAC] ≥ 0.08 g/dL) involved in fatal crashes had at least one prior DWI conviction in the past 3 years during that same year. Results: Drivers with prior DWI convictions are overrepresented in fatal crashes by a factor of 1.62 or are 62 percent more likely to be in a fatal crash. Similarly, drivers with prior DWI convictions are also overrepresented as drinking drivers in fatal crashes: those with low BACs (0.01–0.07) by a factor of 2.38 and those with high BACs (0.08+) by a factor of 3.81. Conclusion: Though repeat DWI offenders are at a substantially higher risk of fatal crash involvement, the vast majority of intoxicated drivers in fatal crashes do not have a DWI conviction in the past 3 years (11 out of 12) according to the Fatality Analysis Reporting System records for the year 2010.

Commentary: Teenage Driver Fatal Crash Rate Trends: What Do They Reveal?

Objective: To determine long-term fatal crash rate trends of teenage drivers in the United States, before and after the introduction of graduated driver licensing programs.Methods: Teenage driver fatal crash involvement rates were calculated for 1990-2011 and referenced to rates for 25- to 59-year-olds.Results: The results indicated reductions in teen crash rates coincident with the economic downturn in 2008-2009 and reductions at ages 16 and 17 reflecting the introduction graduated driver licensing (GDL) but no effects positive or negative at ages 18 and 19.Conclusions: The high crash rates at 18 and 19 relative to other ages call for attention, including extending GDL to ages older than 17.

Characteristics of teens-with-teens fatal crashes in the United States, 2005–2010

BackgroundMore than 40% of fatal crashes of 16- and 17-year-old drivers occur when transporting teenagers. Characteristics of this predominant crash type and prevention possibilities are described, based on data from fatal crashes in the United States during 2005–2010. ResultsFifty-seven percent of 16- and 17-year old drivers in fatal crashes had at least one passenger. Most commonly, all passengers were ages 13–19 (42% of all drivers and 73% of those with passengers). Of fatal crashinvolved drivers with teenage passengers and no passengers of other ages, 56% had one passenger, 24% had two, and 20% had three or more. Most frequently, passengers were the same sex and within one year of the driver. Risk factors involving speeding, alcohol use, late-night driving, lack of a valid license, seat belt non-use, and crash responsibility were more prevalent with teenage passengers than when driving alone, and the prevalence of these factors increased with the number of teenage passengers. Many risk factors were most prevalent with passengers ages 20–29, although few crashes had this occupant configuration. Risk factors were least prevalent with a passenger 30 or older. DiscussionFatal crashes of 16- and 17-year-old drivers with teen passengers are a common crash scenario, despite passenger restrictions in 42 states and the District of Columbia during some or all of the study period. The proportion of these fatal crashes decreased slightly from 46% in 1995 (pre-GDL) to 43% in 2010 and showed no signs of decreasing during the six-year study period (range 41% to 43%). Practical applicationsExisting passenger restrictions are relatively weak and could be strengthened. Fatal crashes involving teen passengers, especially multiple passengers, are more likely to involve alcohol, late-night driving, driver error, and invalid licensure, so stepped-up enforcement of existing laws involving these behaviors might reduce the prevalence of such crashes.