Fatal Traffic Crashes Research Articles

Trend analysis of drug-related motor vehicle crashes in the United States

ObjectiveDrugs other than alcohol contributed to 17% of 19 220 driver fatalities in the USA in 2008. The specific drugs involved in these cases, and changes in their use over...

Analysis of fatal road traffic crashes in Ghana

The major objective of this study was to identify the risk factors associated with fatal road traffic crashes (RTCs) and to propose remedial measures to address them. Fatal RTC data for the period 2005–2007 in Ghana were analysed using the Micro-computer Accident Analysis Package (MAAP) software. Other transport-related research works were reviewed and incorporated in the article. The study showed that pedestrians accounted for 42% of all road traffic fatalities and nearly one-third (33%) of these crashes occurred during the early night-time hours. Children alone constituted almost one-third of all pedestrian fatalities. The occupants of goods vehicles accounted for 12% of all road traffic fatalities although goods vehicles constitute just about 9% of the total motor vehicle population in Ghana. Pedestrians, especially children bear a disproportionately high share of road traffic fatalities in Ghana. The risk of being killed as a pedestrian in traffic is exacerbated during night time. Excessive vehicular speeds, inappropriate use of goods vehicles for passenger transport, excessive loading and inadequate trauma care are the key contributory risk factors to the high number of road traffic fatalities. Concerted efforts spanning education, engineering, enforcement and trauma care are needed to stem the rise in fatal crashes in Ghana.

Commentary: Women and Alcohol: Increasingly Willing to Drive While Impaired?

Commentary: Women and Alcohol: Increasingly Willing to Drive While Impaired?

A behavioral observation study of Turkish drivers’ and children's safety belt use

Researchers focused on child restraint use in vehicles travelling along Turkish roadways. Field observations occurred at 1.5 - 2 hour intervals during daylight hours between 1130 and 1930 in January 2009. Overall, 1,423 vehicles with children 8 years old and younger were observed completely. Drivers’ belt use was 52.1%. Children's use rate (over all age categories and restraint systems) was even lower at 29.4%. Unfortunately, 29.4% of these vehicles also had a child riding on another occupant's lap. The findings supported researchers’ concerns that children are at risk for traffic crash injuries and fatalities in Turkey, and that occupant protection intervention should be strengthened and evaluated among this country's population.

Acts of Resistance: Breaking the Silence of Grief Following Traffic Crash Fatalities

Theoretical arguments and empirical evidence demonstrate the limited utility of a narrow construction of “normal” grief. Sudden and violent death, the young age of the deceased, and perceptions of death preventability are associated with grief reactions that extend beyond an expected grief response. Interviews were conducted with 21 adults bereaved through the death of a family member in a traffic crash. We present their attempts to resist notions of “working through” grief and “recovery” from it and consider how the participants' constructions of an alternative discourse, or normative narrative, possess the potential to challenge a prevailing grief discourse.

Families bereaved by road traffic crashes: linkage of mortality records with 1971–2001 censuses

Objective:To estimate the number of people alive in England & Wales who have lost a close family member in a fatal road traffic crash.Design:Linkage of mortality records in a sample...

Spillover effects of yield-to-pedestrian channelizing devices

A great number of pedestrians are killed or injured in traffic crashes every year in the US. Vehicle crashes involving pedestrians are often more severe than other crashes because pedestrians are unprotected and are hence more likely to suffer injuries or death if struck by a motor vehicle. To improve pedestrian safety, a variety of treatments such as overhead flashing beacons, in-street crossing signs, in-roadway warning lights, and traffic calming measures have been used. One treatment, in-street yield-to-pedestrian channelizing devices (YTPCD), has been used in many states, including Pennsylvania, where approximately 10% of traffic crash fatalities are pedestrians each year. In an effort to improve pedestrian safety, the Pennsylvania Department of Transportation (PennDOT) has widely deployed YTPCD. This study examines the spillover (indirect) effects of such devices on motorist and pedestrian behavior. With data collected from eight sites that did not have but were in the vicinity of YTPCD implementations, analysis results show that such devices have significantly positive spillover effects on pedestrian safety at intersections, but they tend to have negative spillover effects at mid-block locations. Overall, the YTPCD appear to have a positive impact on changing motorist and pedestrian behavior, and merit consideration for future usage of this type of device.

Poverty as a determinant of young drivers' fatal crash risks

Problem U.S. teenaged and young-adult drivers' elevated rates of fatal traffic crash involvement typically are attributed to biological and developmental risk-taking associated with young age. However, young drivers differ from older ones along several sociodemographic dimensions, including higher poverty rates and greater concentration in poorer areas, which may contribute to their risks. Method Using Fatality Analysis Reporting System, Census, and Federal Highway Administration data for 1994-2007, bivariate and multivariate regression analyses were conducted of fatal motor-vehicle crash involvements per 100 million miles driven by driver age (16 through 74) and state along with 14 driver-, vehicle-, and state-level variables. Results Driver age was not a significant predictor of fatal crash risk once several factors associated with high poverty status (more occupants per vehicle, smaller vehicle size, older vehicle age, lower state per-capita income, lower state population density, more motor-vehicle driving, and lower education levels) were controlled. These risk factors were significantly associated with each other and with higher crash involvement among adult drivers as well. Summary and Discussion The strong association between fatal crash risk and environments of poverty as operationalized by substandard vehicle and driving conditions suggests a major overlooked traffic safety factor particularly affecting young drivers.

The problems in determining international road mortality

We examined road traffic crash (RTC) fatality rate data for the year 2002 with the object of determining which data source offered the most reliable estimates for international comparison work. Data from the World Health Organisation (WHO) (supplied by national health authorities) and the International Road Federation (IRF) (supplied by national transport authorities) was compared. There were large discrepancies between the rates reported. Discrepancies may be partially explained by the under-reporting of fatalities and by different definitions of road fatality. Two methodologies to adjust for these factors in the IRF database were examined. Neither brought consensus with the WHO RTC fatality rate for all nations. While the WHO provide RTC fatality rates for a wider socio-economic and geographical range of nations than the IRF, the methodology used by the WHO to produce estimates for the least economically developed nations may lead to over-estimation of RTC fatality rate. WHO RTC fatality rates were more strongly associated with variables that are thought to explain RTC fatality rate. We suggest that WHO data may be more suitable than the IRF data for international comparison studies. However, it is advisable that data for the least developed nations be excluded from such work.

Role of Poverty in California Teenagers’ Fatal Traffic Crash Risk

Teenagers’ high rates of motor vehicle crashes, accounting for 40% of external deaths among 16-19 yearolds, have been ascribed largely to inherent “adolescent risk-taking” and developmental hazards. However, the fact that compared to adults 25 and older, teenagers are twice as likely to live in poverty and low-income areas, risk factors for many types of violent death, has not been assessed. This paper uses Fatality Analysis Reporting System data on 65,173 fatal motor vehicle crashes by drivers in California’s 35 most populous counties for 1994-2007 to analyze fatal crash involvements per 100 million miles driven by driver age, county, poverty status, and 15 other traffic safety-related variables. Fatal crash rates were substantially higher for every driver age group in poorer counties than in richer ones. Multivariate regression found socioeconomic factors, led by the low levels of licensing and high unemployment rates prevalent in low-income areas, were associated with nearly 60% of the variance in motor vehicle crash risks, compared to 3% associated with driver age. The strong association between fatal crash risk and poverty, especially for young drivers who are concentrated in high-poverty brackets and low-income areas, suggests that factors related to poorer environments constitute a major traffic safety risk requiring serious attention.

Commentary: Causal pathways of relative motor vehicle crash fatality risk are hard to estimate from police records

Comments on: Lardelli-Claret P, et al. Association of age, sex and seat belt use with the risk of early death in drivers of passenger cars involved in fatal traffic crashes. Int J Epidemiol 2009;38:1128-34. Language: en

Stop versus yield on pedestrian-involved fatal crashes in the United States

In an effort to improve pedestrian safety, several states in the United States changed their pedestrian laws by changing the requirement that drivers yield to pedestrians in crosswalks to a requirement that drivers stop for pedestrians in crosswalks. This study examined whether this change had an effect on pedestrian safety in the United States, with its focus on low-speed roads. To examine the association between changes in pedestrian laws and changes in pedestrian-involved fatal crashes, three approaches were employed: before–after analysis, time-series analysis, and cross-sectional analysis. Pedestrian-involved fatal traffic crashes on low-speed roads were extracted from the U.S. national fatal crash database, the Fatality Analysis Reporting System (FARS), from 1980 through 2005. This study found no statistically significant reduction in pedestrian-involved fatal crashes attributable to changes in the laws, yet this finding is not definitive because of study limitations such as the omission of relevant exposure data.

Contributing Factors for Young At Fault Drivers in Fatal Traffic Crashes in Florida

This state level case based study is aimed at providing a complete picture of contributing factors for fatal crashes caused by younger drivers (younger than age 25) in Florida. Results showed that nonhuman factors were primary contributing causes in only 6% of the crashes, but secondary and tertiary contributing factors in up to 25% of those crashes. The most common nonhuman factor was tire blowout/tread separation. Common human factors included alcohol use, inattention, and high speed. Younger drivers were at fault in 62% of crashes in which they were involved, and they were highly overrepresented in fault in forward impacts with control loss due to high speeds and abrupt steering input. At the time of the fatal crash, younger drivers were more likely to have had passengers in the vehicle than older drivers and approximately one in four younger at fault drivers was under the influence of alcohol. However, most of the youngest (16 to 17 year olds) at fault drivers were in compliance with nighttime and passenger restriction statutes of graduated driver licensing at the time of the fatal crash. The findings imply that there still remains gaps and weaknesses in current driving programs aimed at younger drivers.

Effects of alcohol impairment on motorcycle riding skills

Alcohol intoxication is a significant risk factor for fatal traffic crashes; however, there is sparse research on the impairing effects of alcohol on skills involved in motorcycle control. Twenty-four male motorcycle riders between the ages of 21 and 50 were assessed on a test track with task scenarios based on the Motorcycle Safety Foundation's (MSF) training program. A balanced incomplete block design was used to remove confounding artifacts (learning effects) by randomizing four BAC levels across three test days. In general, intoxicated riders demonstrated longer response times and adopted larger tolerances leading to more task performance errors. Most of the alcohol effects were evident at the per se 0.08% alcohol level, but some of the effects were observed at the lower 0.05% alcohol level. The effects of alcohol on motorcycle control and rider behavior were modest and occurred when task demand was high (offset weave), time pressure was high (hazard avoidance for near obstacles), and tolerances were constrained (circuit track). The modest effects may be due to the study design, in which experienced riders performed highly practiced, low-speed tasks; alcohol at these levels may produce larger effects with less experienced riders in more challenging situations.

Pathoanatomy of the lower cervical spine facet joints in motor vehicle crash fatalities

Non-lethal injuries to the cervical spine facet joints have previously been described in decedents from motor vehicle crashes and in clinical settings these joints have been identified as potential culprits in chronic neck pain syndromes. The aim of this study was to conduct a detailed examination of the lower cervical spine facet joints in a forensic cohort of motor vehicle crash victims and controls using comparable data from medicolegal autopsy, stereomicroscopy and histological evaluations. Injuries to the cervical spine facet joints were common in the trauma cases and included facet fractures, haemarthrosis, and disruption and bleeding in the synovial folds. The injuries could not be reliably verified on stereomicroscopic evaluation, and routine autopsy procedures did not reveal any of the injuries to the facet joints. Despite the presence of these pathoanatomical lesions in road traffic crash fatalities their prevalence and potential clinical implications in survivors from motor vehicle crashes is unknown.

Older drivers’ involvement in fatal RTCs. Do crashes fatal to them differ from crashes involving them but fatal to others?

In several countries, older drivers are disproportionately involved in fatal road traffic crashes (RTCs) for various reasons. This study maps the circumstances of occurrence of crashes involving older drivers that are fatal to either them or other road users and highlights differences between them. Sweden’s national in-depth studies of fatal RTCs archive was used and focus was placed on crashes in which a driver aged 65 years or older was involved between 2002 and 2004 ( n = 197). Thirteen driver and crash characteristics were analyzed simultaneously and typical crash patterns (classes) were highlighted. For each pattern, the proportions of crashes fatal to the older driver vs. to someone else were compared. Four patterns were identified: (1) crashes on low-speed stretches, involving left turn and intersections; (2) crashes involving very old drivers and older vehicles, (3) rear-end collisions on high-speed stretches; and (4) head-on and single-vehicle crashes in rural areas. Older drivers dying in the crash were over-represented in classes 2 and 4. The study shows that when older drivers are involved in fatal RTCs, they are often the ones who die (60%). Typical circumstances surrounding their involvement include manoeuvring difficulties, fast-moving traffic, and colliding in an old vehicle. Preventing fatal RTCs involving older drivers requires not only age-specific but also general measures.

Cost-effectiveness analyses for injury prevention initiatives in low- and middle-income countries

Eighty-five percent of the worlds’ population live in low- and middle-income countries (LMICs).1 An LMIC is defined as a country with a gross national income per capita of ⩽US$11 115...

Contribution of Behavioral Aspects of Older Drivers to Fatal Traffic Crashes in Florida

Fault in a set of fatal traffic crashes that occurred on state roadways in Florida, primarily in the year 2000, was examined. A case-study approach by a team of trained investigators was taken to examine data compiled from a variety of sources, including traffic homicide reports and crash scene photographs. Crash types were identified in which older drivers were significantly over- and underrepresented in fault. Finally, for crashes in which older drivers were at fault, various contributing factors were identified, including driver errors. Older drivers were overrepresented in fault by a factor of 1.37 compared with younger drivers in the data set. Older drivers were significantly overrepresented in fault in left turn crashes versus oncoming traffic and cross-traffic. Consistent with other work, older drivers were responsible for more intersection than nonintersection crashes. Among other factors, misjudging speeds of other vehicles, failure to observe other vehicles, disregarding traffic signals, and improper (disallowed) left turns were the major driver errors in intersection crashes. Sudden loss of control and driving under the influence of alcohol were the major contributing factors in nonintersection crashes. Approximately 10% of crash contributing factors indicated confusion, inappropriate action, or illegal maneuvers, with more than two-thirds of these cases being attributed to drivers aged 75 years and older. Another important finding of the study is that investigating officers have a tendency to frequently use the term “failure to yield right-of-way,” rather than identifying more specific contributing factors.

Recent Trends in Fatal Motorcycle Crashes: An Update

This report discusses 10-year trends in fatal motorcycle crashes in the United States. The report uses 4 national data sources on motorcycles to assess these trends, including the Fatality Analysis Reporting System (all fatal traffic crashes in the United States), the Motorcycle Industry Council (motorcycle ownership and sales), Federal Highway Administration (motorcycle registration and miles traveled), and the US Census Bureau population values. Although the report is descriptive, it presents some very disturbing data plus potential insight to better understand the findings. Language: en

Commentary: Race, ethnicity and motor vehicle crashes

The National Highway Traffic Safety Administration (NHTSA) and its National Center for Statistics and Analysis reported recently the results of its analysis of differences among racial and ethnic populations in the frequency of their involvement in fatal motor vehicle crashes. The data for the report come from the Fatality Analysis Reporting System (FARS), a 30-year-old ongoing nationwide collection of traffic death information, which comes from many sources, including police crash investigations and death certificates. Although previous studies have described the problem in different regions, the NHTSA report establishes at the national level that certain races and ethnicities are overrepresented in fatal traffic crashes. As do many reports that examine a significant problem, this one raises more questions than it answers. Nonetheless, the report stands as a call for action aimed at reducing the excess of injury experienced by people of certain races and ethnicities. This article discusses what is known from the report. Language: en