Driver Fatalities Research Articles

Seat belt usage pattern in a developing country: Sri Lanka, which is about to implement new regulations

BackgroundRoad Traffic Accidents (RTAs) account for more than 1500 mortalities every year in Sri Lanka (SL). Although pedestrian fatalities have decreased, a recent increase in driver and passenger fatalities has...

Are airbags a dangerous safety measure? A meta-analysis of the effects of frontal airbags on driver fatalities

A meta-analysis has been conducted of the effectiveness of frontal airbags in reducing driver fatalities, and some potential moderator variables for airbag effectiveness have been investigated. The results confirm the assumption that airbags reduce accident fatalities among belted drivers, but the results are too heterogeneous for drawing conclusions about the size of the overall effect. No support has been found for the hypothesis that airbags increase overall fatality risk, as has been found in the study by Meyer and Finney (Meyer, M., Finney, T., 2005. Who wants Airbags? Chance, 18 (19) 3-16). The results do not seem to be affected by publication bias, and no indications of confounding effects of vehicle characteristics or impact velocity have been found. In frontal collisions belted driver fatalities were found to be reduced by about 22% when all types of airbags are regarded together. The revision of the test criteria for airbags in the USA in 1997 has improved airbag effectiveness. For unbelted drivers airbags are neither effective nor counterproductive, but may increase fatality risk in single vehicle accidents. The results show that there is a lack of knowledge about the effects of airbags in accidents that are not frontal collisions.

The safe mobility of older drivers: a challenge for urban road designers

For many older adults in most of the Western world, continued mobility (with associated health, well-being, independence and quality of life) means access to a private vehicle, either as a driver or as a passenger. However older driver serious injury and fatality rates per distance travelled are higher than middle-aged drivers, and crash and injury rates are likely to increase in the coming decades as a result of the ageing population, increased car ownership and overall travel amongst older people. Evidence suggests that contributory factors to this high risk are (for most) frailty, (for some) the high proportion of driving in urban areas, and (for a few) reduced fitness to drive as a result of medical conditions and associated functional limitations. Australasia has recently adopted the ‘Safe System’ approach which aims to manage vehicles, the road infrastructure, speeds, and the interactions between these components, to ensure that when crashes do occur, crash energies will remain at levels that minimize the probability of death and serious injury. A system which aspires to achieving Safe System objectives cannot ignore the challenges that older road users pose – and will pose – to the transport system. This paper discusses the so-called ‘older driver problem’, presents crash data and evidence of the impacts of driving location and reduced fitness to drive on crash risk, and recommends countermeasures within the ‘Safe System’ context, with particular reference to urban road design and operation.

Fatal crash trends for Australian young drivers 1997-2007: Geographic and socioeconomic differentials

Background Little has been published on changes in young driver fatality rates over time. This paper examines differences in Australian young driver fatality rates over the last decade, examining important risk factors including place of residence and socioeconomic status (SES). Methods Young driver (17–25 years) police-recorded passenger vehicle crashes were extracted from New South Wales State records from 1997–2007. Rurality of residence and SES were classified into three levels based on drivers’ residential postcode: urban, regional, or rural; and high, moderate, or low SES areas. Geographic and SES disparities in trends of fatality rates were examined by the generalized linear model. Chi-square trend test was used to examine the distributions of posted speed limits, drinking driving, fatigue, seatbelt use, vehicle age, night-time driving, and the time from crash to death across rurality and socioeconomic status. Results Young driver fatality rate significantly decreased 5% per year (p < 0.05); however, stratified analyses (by rurality and by SES) showed that only the reduction among urban drivers was significant (average 5% decrease per year, p < 0.01). The higher relative risk of fatality for rural versus urban drivers, and for drivers of low versus high SES remained unchanged over the last decade. High posted speed limits, fatigue, drink driving and seatbelt non-use were significantly associated with rural fatalities, whereas high posted speed limit, fatigue, and driving an older vehicle were significantly related to low SES fatality. Conclusion The constant geographic and SES disparities in young driver fatality rates highlight safety inequities for those living in rural areas and those of low SES. Better targeted interventions are needed, including attention to behavioral risk factors and vehicle age.

Road Crash Trends for Young Drivers in New South Wales, Australia, from 1997 to 2007

Objectives: The objective of this article was to explore overall crash and injury trends over the past decade for young drivers residing in New South Wales (NSW), Australia, including gender and age disparities. Methods: Passenger vehicle crashes for drivers aged 17–25 occurring during 1997–2007 were extracted from the state crash database to calculate crash rates (per licensed driver). Generalized linear models were used to examine crash trends over time by severity of driver injury, adjusting for age, gender, rurality of residence, and socioeconomic status. Yearly adjusted relative risks of crash by gender and by age group were also examined over the study period. Results: Young driver noninjury and fatality rates significantly decreased by an average of 4 percent (95% CI: 4–5) and 5 percent (95% CI: 0–9) respectively each year from 1997 to 2007. Young driver injury rates significantly increased by about 12 percent (95% CI: 9–14) to the year 2001 and then significantly decreased. The relative risk of crash (regardless of driver injury) for males compared to females significantly decreased over time. Compared to drivers aged 21–25, drivers aged 17 and particularly 18- to 20-year-olds had significantly and consistently higher crash risks across the study period. Conclusions: Overall, there has been a significant decline in young driver crashes in NSW over the last decade. Regardless of injury severity, males' risk of crash has reduced more than female young drivers, but drivers aged 17 continue to be at higher risk. These findings provide feedback on potential road safety successes and areas needing specific interventions for future improvements.

Effect of enhanced seat belt reminders on driver fatality risk

Objective Enhanced seat belt reminders in automobiles have been shown to increase belt use rates by approximately 3 percentage points. The objective of this study was to estimate the effect of enhanced seat belt reminders on driver fatality risk. Method Data included all passenger vehicle driver deaths and vehicle registration counts in the United States for calendar years 2000-2007. Driver fatality rates per vehicle registration per year were compared for otherwise identical vehicle models with and without enhanced seat belt reminders. Results Driver fatality rates were 6% lower for vehicles with enhanced seat belt reminders compared with vehicles without enhanced belt reminders. After adjusting for vehicle age differences, the estimated effect of enhanced belt reminders on driver fatality risk ranged from a 9% reduction for General Motors vehicles to a 2% increase for Honda vehicles. Combining all manufacturers, enhanced belt reminders reduced fatality risk by approximately 2%. Although not statistically significant, the 2% reduction in fatality risk agrees with what should be expected from a 3 percentage point increase in seat belt use rates. Conclusions Enhanced seat belt reminders have raised driver belt use rates and reduced fatality rates, but more aggressive systems may be needed for some drivers. It can be inferred that nonfatal injury rates also have been reduced. Impact on Industry Manufacturers should be encouraged to put enhanced seat belt reminders on all vehicles as soon as possible.

Roof Strength and Injury Risk in Rollover Crashes of Passenger Cars

Objective: A 2009 study by the Insurance Institute for Highway Safety found that midsize SUVs with stronger roofs, as measured in quasi-static tests, had lower risk of ejection and lower risk of injury for nonejected drivers. The objective of the present study was to determine whether a similar association exists for other vehicle groups. Methods: Twelve small passenger cars were evaluated according to Federal Motor Vehicle Safety Standard 216 test conditions. Crash databases in 14 states provided more than 20,000 single-vehicle rollover crashes involving these vehicles. Logistic regression analyses were used to evaluate the effect of roof strength on the rate of driver injury while assessing and controlling for the effects of driver age, vehicle stability, state, and other factors where necessary. Results: Small cars with stronger roofs had lower overall rates of serious injury, lower rates of ejection, and lower rates of injury for nonejected drivers. Although the effect on ejection was somewhat smaller for cars than for SUVs, the overall pattern of injury results was consistent. For roof strength-to-weight ratio measured within 5 in. (SWR 5 ), a one-unit increase (e.g., from 2.0 to 3.0) was associated with a 22 percent reduction in risk of incapacitating or fatal driver injury in single-vehicle rollovers. This compares with a 24 percent reduction estimated for a similar change in roof strength among midsize SUVs. Conclusions: The association between vehicle roof strength and occupant injury risk in rollover crashes appears robust across different vehicle groups and across roof SWR5 values, varying from just more than 1.5 to just less than 4.0. If roofs were to increase in strength by one SWR5, a 20–25 percent reduction in risk of serious injury in rollovers would be expected. Still, even if all vehicle roofs were as strong as the strongest roof measured, many rollover injuries still would occur, indicating the need for additional research and countermeasures.

Ethnicity, Age, and Trends in Alcohol-Related Driver Fatalities in the United States

Objective: To evaluate the 8-year ethnic-specific declining trend in the proportion of alcohol-impaired driver deaths in the United States. Methods: We used the Fatality Analysis Reporting System (FARS), which is a census of all fatal motor vehicle collisions occurring in public properties in all 50 states, the District of Columbia, and Puerto Rico since 1975. For this study we only focused on driver fatalities. Data on ethnicity were not included in the FARS database until 1999, limiting the analysis to the years 1999–2006. Results: The proportion of alcohol-impaired driver deaths was higher among males compared to females, with Hispanics constituting the highest proportion in all age groups. During the past 8 years, only the decline in the proportion of alcohol-impaired driver deaths among male Hispanics 16–20 years old and male Whites 21–64 years old were significant. We were not able to identify any significant declining trend in the corresponding proportions among other age groups, or among female drivers, regardless of their age category. Conclusion: Though existing strategies have seemed to be successful in preventing an uptrend in alcohol-related fatal collisions in the country, their effectiveness in decreasing such incidents has been limited. Future studies should identify the factors that might influence the effectiveness of current anti–drunk driver policies.

Recent Changes in Driver Licensing Rates, Fatality Rates, and Mobility Options for Older Men and Women in the United States and Great Britain

Using United States Federal and British government data, this article looks at changes to licensing rates, fatality rates, and mobility options for older men and women over the last 20 years. There has been a very recent decline in licensure rates for older US men, whereas those for older women have increased. Traffic fatality rates have decreased even though more people are licensed to drive and drive more. Older women tend to drive less and stop before men. Studies show, however, that if they drive longer, extended safer mobility could result.

Heavy vehicle driver fatalities: Learning's from fatal road crash investigations in Victoria

This study describes the nature and extent of fatal heavy vehicle driver crashes in Victoria between 1999 and 2007 and the factors associated with the crash. A descriptive study was conducted comprising the population of heavy vehicle drivers killed in a road transport crash while operating a vehicle of ≥4.5 tonne Gross Vehicle Mass (GVM) for the purposes of work. Information about the nature of crash, environmental, driver, vehicle and occupational factors were collected from the coroner's death investigation file. Of the 91 deaths identified 61 were eligible for review. All 61 cases were male, solo drivers with a mean age of 44.7 years. Most vehicles were articulated in configuration. One-third of crash scenarios involved a single vehicle leaving the roadway on a straight road. One in every six fatally injured drivers was detected with the presence of stimulants or cannabis. Twenty-two drivers were travelling at excessive or inappropriate speeds for the circumstances. Seatbelt wearing status was documented for only 25 of 61 drivers. This study is the first to comprehensively examine a population of fatally injured heavy vehicle drivers using coroner's investigation files and these findings are consistent with previous, less detailed, Australian research. Information about potential associations between occupational factors and crash risk was limited. Improving driver safety requires incorporation of occupational factors into a standardised approach to heavy vehicle crash investigations.

The Application of Social Marketing in Reducing Road Traffic Accidents among Young Male Drivers: An Investigation using Physical Fear Threat Appeals

There were 338 road fatalities on Irish roads in 2007. Research in 2007 by the Road Safety Authority in Ireland states that young male drivers (17 – 25 years) are seven times more likely to be killed on Irish roads than other road users. The car driver fatality rate was found to be approximately 10 times higher for young male drivers than for female drivers in 2000. Young male drivers in particular demonstrate a high proclivity for risky driving behaviours. These risky behaviours include drink driving, speeding, drug-driving and engaging in aggressive driving. Speed is the single largest contributing factor to road deaths in Ireland. Approximately 40% of fatal accidents are caused by excessive or inappropriate speed. This study focuses on how dangerous driving behaviours may be addressed through social marketing. This study analyses the appropriate level of fear that needs to be induced in order to change young male driving behaviour.

The effects of Ontario's administrative driver's licence suspension law on total driver fatalities: A multiple time series analysis

Aims: On 29 November 1996, Ontario introduced an Administrative Driver's Licence Suspension (ADLS) law, which required that anyone charged with driving with a Blood Alcohol Concentration (BAC) over the legal limit of 80 mg% or failing to provide a breath sample would have their licence suspended for a period of 90 days at the time the charge was laid. This study evaluates the effects of Ontario's ADLS law on total driver fatalities over a 25-month period after the law was introduced, and compares Ontario's experience with that of two comparison provinces (Manitoba and New Brunswick) that did not introduce ADLS at that time.Methods: Interrupted time series analysis with ARIMA modeling was applied to the monthly number of drivers killed in Ontario and the control provinces for the period 1 January 1988 to 31 December 1998.Findings: A significant intervention effect was found in Ontario, with ADLS being associated with an estimated reduction of 14.5% in the numbers of fatally injured drivers. No corresponding effect was observed in the control provinces.Conclusions: These data provide evidence that the law produced a general deterrent effect resulting in a reduction in total driver fatalities.

The impact of a vision screening law on older driver fatality rates.

To evaluate the impact of the Florida visual acuity licensing standard for drivers 80 years and older on fatal motor vehicle collision (MVC) involvement. Motor vehicle collision fatality rates for all Florida residents and for drivers 80 years and older were compared before and after the visual acuity licensing standard was implemented in January 2004. From 2001 to 2006, there was a nonsignificant (P = .06) increase in MVC fatality rates in Florida; in contrast, fatality rates among drivers 80 years and older demonstrated a significant downward linear trend (P = .01). When comparing prelaw (2001-2003) and postlaw (2004-2006) periods, the fatality rate among all-aged occupants increased by 6% (rate ratio, 1.06; 95% confidence interval, 0.99-1.14); conversely, fatalities among drivers 80 years and older decreased significantly by 17% (rate ratio, 0.83; 95% confidence interval, 0.72-0.98). Despite little evidence for an association between visual acuity and MVC involvement, the results of this study suggest that a vision screening law targeting Floridians 80 years and older resulted in a reduction in the MVC fatality rate among such drivers. The exact mechanism responsible for this association is unclear and future research should attempt to identify what might explain this relationship.

Evaluation of Aortic Injury in Driver Fatalities Occurring in Motor Vehicle Accidents in the State of Maryland for 2003 and 2004

Incorporating epidemiological and pathologic factors, a retrospective analysis of aortic injury and driving fatalities was conducted. To better understand the mechanism of injury, data were compiled for decedent demographics, autopsy and toxicology findings, and accident circumstances, with emphasis on directional impact. Review of the autopsy files of the Office of the Chief Medical Examiner in the State of Maryland in 2003 and 2004, identified 150 cases of aortic injury recorded in 537 autopsied drivers. Aortic lacerations occurred in 96% of the cases with aortic injury, two thirds of which were complete or near complete transections. A large percentage of cases involved a side impact collision. Consistent with extant research on frontal and lateral impacts, the majority of aortic injuries occurred at the ligamentum arteriosum. Also, the mechanism of aortic injury seems to be similar for side and frontal impact collisions, involving a combination of rapid deceleration forces along with chest and/or upper abdominal compression. This study emphasizes the importance of side impact collisions as a cause of aortic injury. Aortic lacerations have a high mortality rate and better motor vehicle design may prevent this type of injury.

Crash Injury Risks for Obese Occupants Using a Matched-Pair Analysis

Objective. The automotive safety community is questioning the impact of obesity on the performance and assessment of occupant protection systems. This study investigates fatality and serious injury risks for front-seat occupants by body mass index (BMI) using a matched-pair analysis. It also develops a simple model for the change in injury risk with obesity. Methods. A simple model was developed for the change in injury risk with obesity. It included the normal mass (m) and stiffness (k) of the body resisting compression during a blunt impact. Stiffness is assumed constant as weight is gained (Δ m). For a given impact severity, the risk of injury was assumed proportional to compression. Energy balance was used to determine injury risks with increasing mass. NASS-CDS field data were analyzed for calendar years 1993–2004. Occupant injury was divided into normal (18.5 kg/m 2 ≤ BMI < 25.0 kg/m 2 ) and obese (BMI ≥ 30 kg/m 2 ) categories. A matched-pair analysis was carried out. Driver and front-right passenger fatalities or serious injuries (MAIS 3+) were analyzed in the same crash to determine the effect of obesity. This also allowed the determination of the relative risk of younger (age ≤ 55 years), older (age >55years), male, and female drivers that were obese compared to normal BMI. The family of Hybrid III crash test dummies was evaluated for BMI and the amount of ballast was determined so they could represent an obese or morbidly obese occupant. Results. Based on the simple model, the relative injury risk (r) for an increase in body mass is given by: r = (1 + Δ m / m) 0.5 . For a given stature, an obese occupant (BMI = 30–35 kg/m 2 ) has 54–61% higher risk of injury than a normal BMI occupant (22 kg/m 2 ). Matched pairs showed that obese drivers have a 97% higher risk of fatality and 17% higher risk of serious injury (MAIS 3+) than normal BMI drivers. Obese passengers have a 32% higher fatality risk and a 40% higher MAIS 3+ risk than normal passengers. Obese female drivers have a 119% higher MAIS 3+ risk than normal BMI female drivers and young obese drivers have a 20% higher serious injury risk than young normal drivers. This range of increased risk is consistent but broader than predicted by the simple injury model. The smallest crash test dummies need proportionately more ballast to represent an obese or morbidly obese occupant in the evaluation of safety systems. The 5% female Hybrid III has a BMI = 20.4 kg/m 2 and needs 22 kg of ballast to represent an obese and 44.8 kg to represent a morbidly obese female, while the 95% male needs only 1.7 and 36.5 kg, respectively. Conclusions. Obesity influences the risk of serious and fatal injury in motor vehicle crashes. The effect is greatest on obese female drivers and young drivers. Since some of the risk difference is related to lower seatbelt wearing rates, the comfort and use of seatbelt extenders should be examined to improve wearing rates. Also, crash testing with ballasted dummies to represent obese and morbidly obese occupants may lead to refined safety systems for this growing segment of the population.

Urban Sprawl and Miles Driven Daily by Teenagers in the United States

Urban sprawl's association with increased automobile reliance and daily mileage is well established among adults. However, sprawl's specific impact on teen driving exposure is unknown. Teen driver fatality rates per mile driven are significantly higher than adults, making the identification of environmental influences on travel behavior particularly important in this age group. Driving and demographic data for 4528 teens (weighted=10.5 million) aged 16-19 years were obtained from the 2001 National Household Transportation Survey (NHTS). County-level sprawl was measured using an index developed by Ewing et al. The association between daily miles driven by teens and sprawl, controlling for demographic characteristics, was modeled using ordinal logistic regression. The predicted probability of driving >20 miles in counties with varying degrees of sprawl also was calculated. Of the surveyed teens, 48% did not drive, 27% drove <20 miles/day, and 25% drove >20 miles/day. Of the 52% of teens who reported driving, the average distance driven was 15.6 miles/day. More-pronounced sprawl was associated with increased daily mileage (p<0.001). Overall, teens in sprawling counties were more than twice as likely to drive >20 miles/day than teens in compact counties. This trend was most prominent among the youngest drivers. For example, the predicted probability of boys aged 16-17 years driving >20 miles per day varied from 9% to 24% in compact versus sprawling counties. Sprawl is associated with increased daily mileage by teen drivers. Given the stark relationship between driving exposure and fatality risk among teens, increased efforts to understand and modify the effects of sprawl on adolescent driving behavior are necessary.

Safer Vehicles for People and the Planet

The vehicles we drive produce worrisome carbon dioxide emissions and create a troubling dependence on foreign sources of petroleum. So policymakers would be quite happy if our cars and trucks consumed less fuel. But many people fear that reducing the weight of vehicles, the prime strategy for bettering their fuel economy, would make them less safe. The authors have tested this commonly held belief by analyzing information collected in the Fatality Analysis Reporting System, a federal database that tracks traffic deaths. They found that smaller, lighter vehicles are no more dangerous for their drivers than pickup trucks or SUVs—and smaller cars are certainly safer for the drivers of the other vehicles that collide with them. The correlation between vehicle mass and driver fatality risk is, in fact, quite weak compared with some other parameters. And technologies are available for making vehicles both lighter and less dangerous for their occupants, suggesting that policy decisions about vehicle safety and fuel economy should be made independently.

Predicting driver from front passenger using only the post-mortem pattern of injury following a motor vehicle collision

This study aimed to establish whether post-mortem injury patterns can assist in distinguishing drivers from front seat passengers among victims of motor vehicle collisions without regard to collision type, vehicle type or if safety equipment had been used. Injuries sustained by 206 drivers and 91 front seat passengers were catalogued from post-mortem reports. Injuries were coded for the body region, depth and location of the injury. Statistical analysis was used to detect injuries capable of discriminating between driver and passenger. Drivers were more likely to sustain the following injuries: brain injury; fractures to the right femur, right posterior ribs, base of skull, right humerus and right shoulder; and superficial wounds at the right lateral and posterior thigh, right face, right and left anterior knee, right anterior shoulder, lateral right arm and forearm and left anterior thigh. Front passengers were more vulnerable to splenic injury; fractures to the left posterior and anterior ribs, left shoulder and left femur; and superficial wounds at the left anterior shoulder region and left lateral neck. Linear discriminant analysis generated a model for predicting seating position based on the presence of injury to certain regions of the body; the overall predictive accuracy of the model was 69.3%. It was found that driver and front passenger fatalities receive different injury patterns from motor vehicle collisions, regardless of collision type. A larger study is required to improve the predictive accuracy of this model and to ascertain its value to forensic medicine.

Comparison of Teen Driver Fatality Rates by Vehicle Type in the United States

Comparison of Teen Driver Fatality Rates by Vehicle Type in the United States

Comparison of Teen Driver Fatality Rates by Vehicle Type in the United States

To compare national fatality rates for teen drivers by vehicle type. Fatality rates were calculated for 16- to 19-year-old drivers by vehicle type using data from the Fatal Analysis Reporting System (1999-2003) and estimates of miles driven from the National Household Transportation Survey (2001). Relative fatality risks for teen drivers of sports utility vehicles (SUVs) and pickups were calculated using passenger cars as a reference. Per vehicle mile driven, the fatality risk for both male and female teens driving SUVs was decreased relative to passenger car drivers (male teens: relative risk [RR], 0.33 [95% confidence interval [CI] = 0.29 to 0.37]; female teens: RR, 0.45 [95% CI = 0.34 to 0.59]). Fatality rates for male teens driving pickups were also lower per mile driven compared with male passenger car drivers (RR, 0.55 [95% CI = 0.51 to 0.60]). Fatality rates for female teens driving pickups and passenger cars were not statistically different but appear potentially higher for pickups (RR, 1.19 [95% CI = 0.98 to 1.44]). Both SUVs and pickups demonstrated significantly higher rates of fatal rollovers than passenger cars. Female adolescent drivers of SUVs and pickups were at particularly high risk for fatal rollovers per vehicle mile driven compared with passenger cars (SUV: RR, 1.88 [95% CI = 1.19 to 2.96]; pickup: RR, 3.42 [95% CI = 2.29 to 5.10]). Fatality rates for teen drivers vary significantly by vehicle type. From 1999 to 2003 in the United States, fatal rollovers were significantly more likely per mile driven for teen drivers of both SUVs and pickups compared with passenger cars. However, overall fatality rates (i.e., all crash types) for teen drivers of SUVs and male drivers of pickups were lower per mile driven than for teen drivers of passenger cars. The results of this ecological analysis cannot predict the individual-level fatality risk for teens driving different vehicle types. However, the significant variability in fatality rates among SUVs, pickups, and passenger cars seen at a population level suggests that vehicle choice should be further explored as a potentially modifiable risk factor in interventions to address teen driver safety.