Graduated Driver Licensing Laws Research Articles

Seat belt laws and prevalence of use among high school students in the United States

To examine the association between state seat belt laws and the prevalence of seat belt use among a nationally representative sample of teenagers in the United States, taking into consideration state-specific child restraint laws that could affect teenagers of different ages. Data were from the 2019 state Youth Risk Behavior Survey. We estimated prevalence ratios using modified Poisson regression with robust variance estimates to evaluate associations between state seat belt laws and seat belt use. Among, 81,929 high school students under 18 from 36 states, 56% always wore a seat belt when someone else was driving. Relative to students in states with secondary enforcement of seat belt laws, students living in states with primary enforcement were 5% more likely (aPR=1.05, 95% CI: 0.99, 1.11), and students covered by a child restraint law were 6% more likely to always wear a seat belt (aPR=1.06, 95% CI: 0.99, 1.12) after adjusting for age, sex, race/ethnicity, and graduated driver licensing laws. States with secondary seat belt enforcement should consider upgrading seat belt laws to potentially improve the prevalence of seat belt use among adolescents, potentially reducing injuries and deaths due to motor vehicle crashes.

Effectiveness of implementing a Graduated Driver Licensing (GDL) law among young Serbian drivers

Introduction: Young novice drivers have higher rates of engagement in road crashes worldwide, often owing to unfavorable attitudes toward road safety or lack of knowledge, experience, and risk consciousness. However, the implementation of graduated driver licensing (GDL) systems has proven effective in reducing the high incidence of young drivers involved in crashes. Method: The purpose of this study was to compare the change in driving outcomes (e.g., attitudes toward traffic safety, behavior patterns while driving, risk assessment in traffic, assessment of personal driving skills, and involvement in traffic crashes) of young drivers prior to and following the implementation of a GDL law. Respondents (n = 642) completed a battery of questions, including a driver attitudes questionnaire (Behaviour of Young Novice Drivers Scale), a self-assessed driving ability questionnaire, and a risk perception questionnaire. Of the total sample size, 324 drivers passed the old system of training driver’s license candidates, and 318 drivers passed the new GDL system. Results: The results showed that drivers licensed with GDL reported safer attitudes toward traffic rule violations and speed, and higher levels of safety orientation with regard to their driving abilities. They also reported much higher levels of risk perception and lower exposure to risky situations (risky driving exposure). There were no differences between GDL drivers and non-GDL drivers in terms of self-reported crashes or transient or fixed violations. In addition, GDL was not related to the number of traffic crashes, the number of fatalities, or serious and slight injuries in crashes involving young drivers in crashes obtained from official records. Conclusions: The results suggest that GDL contributed to the improvement of drivers’ attitudes and understanding of risk but did not contribute to significant changes in the behavior of young drivers and traffic crashes. In addition, the GDL program in Serbia only ranks fair on the Insurance Institute for Highway Safety (IIHS) scale. Strengthening the GDL program in Serbia with additional components in line with GDL programs rated as good by the IIHS scale could improve the safety of young and novice drivers in traffic.

Licensing Examination and Crash Outcomes Postlicensure in Young Drivers

Despite US graduated driver licensing laws, young novice driver crash rates remain high. Study findings suggest comprehensive license policy that mandates driver education including behind-the-wheel (BTW) training may reduce crashes postlicensure. However, only 15 states mandate BTW training. To identify differences in licensing and crash outcomes for drivers younger than 18 years who are subject to comprehensive licensing requirements (graduated driver licensing, driver education, and BTW training) vs those aged 18 to 24 years who are exempt from these requirements. This prospective, population-based cohort study used Ohio licensing data to define a cohort of 2018 license applicants (age 16-24 years, n = 136 643) and tracked licensed driver (n = 129 897) crash outcomes up to 12 months postlicensure. The study was conducted from January 1, 2018, to December 31, 2019, and data analysis was performed from October 7, 2019, to February 11, 2022. Licensing examination performance and population-based, police-reported crash rates in the first 2 months and 12 months postlicensure across age groups, sex, and census tract-level sociodemographic variables were measured. Poisson regression models compared newly licensed driver crash rates, with reference to individuals licensed at 18 years, while controlling for census tract-level sociodemographic factors, time spent in the learner permit period, and licensing examination performance measures. Of 136 643 novice drivers, 69 488 (50.9%) were male and 67 152 (49.1%) were female. Mean (SD) age at enrollment (age at first on-road examination) was 17.7 (2.1) years. License applicants aged 16 and 17 years performed best on license examinations (15 466 [21.6%] and 5112 [30.9%] failing vs 7981 [37.5%] of applicants aged 18 years). Drivers licensed at 18 years had the highest crash rates of all those younger than 25 years. Compared with drivers licensed at 18 years, crash rates were 27% lower in individuals aged 16 years and 14% lower in those aged 17 years during the first 2 months postlicensure when controlling for socioeconomic status, time spent in learner permit status, and license examination performance measures (adjusted relative risk [aRR] at age 16 years: 0.73; 95% CI, 0.67-0.80; age 17 years: aRR, 0.86; 95% CI, 0.77-0.96). At 12 months postlicensure, crash rates were 19% lower for individuals licensed at age 16 years (aRR, 0.81; 95%, CI, 0.77-0.85) and 6% lower at age 17 years (aRR, 0.94; 95% CI, 0.89-0.99) compared with individuals aged 18 years. In Ohio, drivers younger than 18 years who are subject to graduated driver licensing and driver education, including BTW training requirements, had lower crash rates in the first year postlicensure compared with those aged 18 years, with controls applied. These findings suggest that it may be fruitful for future work to reconsider the value of mandated driver license policies, including BTW training, and to examine reasons for delayed licensure and barriers to accessing training.

The road beyond licensing: the impact of a driver licensing support program on employment outcomes for Aboriginal and Torres Strait Islander Australians

BackgroundWith increasingly tough graduated driver licensing laws in all Australian States and Territories, driver licensing support programs are recognised as being important to support Aboriginal and Torres Strait Islander peoples to obtain a driver licence. Such programs appear to improve licensing attainment rates, but few studies have examined the broader impact that these programs can have. This research aims to 1) examine the impact of a New South Wales (NSW) based driver licensing support program (Driving Change) on client employment outcomes; 2) assess the influence of geographical area of program delivery on driver licence attainment.MethodsDriving Change was delivered from February 2013 to August 2016 in 4 urban and 7 regional Aboriginal communities of NSW. Clients were followed-up at 6 months or more following contact with the program as part of routine program operations. Descriptive statistics and regression models were used to analyse data.ResultsFrom 933 clients contacted 254 agreed to provide feedback, a response rate of 27%. Those that responded were mostly female (57%), aged 24 years and under (72%), unemployed (85%) with secondary education or less (71%) and from a regional area (74%).Adjusted logistic regression indicated that clients who achieved an independent licence were more likely (OR: 2.5, 95% CI: 1.22–5.24, p = 0.011) of reporting a new job or change in job than those who did not attain a licence. Clients from regional areas were more likely (OR: 1.72, 95% CI: 1.27–2.33, p < 0.001) to gain an independent licence than those from urban areas. There was no difference in employment outcomes (OR: 1.2, 95% CI: 0.53–2.52, p = 0.719) for clients from urban compared to regional areas.ConclusionThe Driving Change program appears to be effective in improving employment outcomes for those who gained a licence. Clients from regional areas were more likely to gain a licence compared to those in urban settings, and were predominantly young and unemployed, often a hard to reach cohort. Future licensing programs being delivered in regional areas need integrated pathways into employment opportunities to provide holistic services that address the social and economic challenges faced by Aboriginal and Torres Strait Islander Australians.

Adolescent Driver Testing During the COVID-19 Pandemic

Adolescent Driver Testing During the COVID-19 Pandemic

Evaluating teen driving knowledge and behaviors following educational outreach

BackgroundTeen driving educational events are an effective strategy to increase adolescent drivers’ awareness of safe driving practices. The objectives of this study were to evaluate changing rates of self-reported driving practices and knowledge of the state Graduated Driver Licensing laws (GDL) by teens over a nine-year period in a single state.MethodsThis was a prospective observational study of high school students ages 14 to 19 years old. Paper surveys were sent to the high schools participating in teen driving educational events (9 schools in 2009 and 4 schools in 2018). Students in those schools completed surveys prior to the events. Students completing the anonymous survey were invited to the event. Questions evaluated awareness of state GDL and safe and risky driving behaviors. Statistical comparisons of survey answers from 2009 to 2018 were analyzed using the z test of proportions (2 tailed, alpha 0.05).ResultsA total of 397 students participated in 2018 with ages ranging from 14 to 19 years. Racial distribution was 81% white, 14% black, and there were 57% female participants. Only 69% (n = 273) reported “always” wearing their seatbelt. When asked about high risk behaviors, 78% (n = 309) of adolescents reported they personally “never” text while driving; 97% (385); never drive after drinking, and 87% (n = 344) never ride with someone who has been drinking. Compared to 2009 participants (1304 students, 9 schools from central part of state), the students in 2018 (4 schools scattered across state) reported wearing seatbelts “always” (n = 69% vs 39%; p < 0.001); “never texting while driving” (78% vs 33%; p < 0.001); and “never drinking and driving” (97% vs 88%; p < 0.001). No significant difference in rates of students having taken a driving education class nor driving over speed limit were reported.ConclusionResults are encouraging that participants in 2018 report more use of seatbelts, less texting while driving, less drinking while driving and lower numbers of being in MVC than in 2009. However, rates of high-risk driving behaviors are still concerning.

Teen Driving Education in a Pediatric Emergency Department: Effectiveness of a Toolkit.

In the United States, the leading cause of death for adolescents aged 16 to 24 years is motor vehicle crashes, with Alabama ranked as the second-worst state in the nation for teen driving deaths. We sought to determine the efficacy of teenage driving education within the setting of the pediatric emergency department and to assess the driving habits of teenagers and their parents and their understanding of the Alabama Graduated Driver's License (GDL) law. Surveys were administered to noncritically ill teenagers aged 13 to 19 years and their parents who presented to the children's emergency department. Participation was voluntary and anonymous. Presurveys were administered to assess driving habits and knowledge. Intervention was then given in the form of a "safe driving toolkit," followed by postsurveys to measure educational outcomes. Pre- and postsurvey data were then analyzed and compared using Epistat. A total of 41 parents, 2 grandparents, and 45 teenagers were enrolled in this study. An additional 47 teenagers answered a single curfew question at a teen driving event. Of all of the participants, 63% had never heard of the Alabama GDL law, and of that 63%, 37% had been enrolled in a driver's education course. A χ2 analysis revealed no significant difference between parents and teenagers having taken a driver's education course. Of the participants, 22% responded that they knew the specifics of the Alabama GDL law, with only 1 correct on all 3 counts. The most common item missed was the curfew for teenagers, with 4 believing it to be 8 pm, 14 believing it to be 9 pm, 23 believing it to be 10 pm, and 7 believing it to be 11 pm. Sixty-nine percent of the respondents correctly answered that there was to be no cellular telephone use while driving for teenagers with a GDL. More than 97.2% of participants, both parents and teens, reported learning new information from this study. The majority of participants enrolled were not aware of the Alabama GDL law, which has been in place since 2002. More than 97% of those surveyed were given new information during the education session. There is a strong need for further public education regarding the law and safe driving habits. Sixty-one percent of respondents believe that the teen curfew is earlier than the present curfew. The authors believe that this shows support for revising the curfew in the present law to an earlier time. Nighttime driving restrictions starting at 10 pm or earlier have been shown to result in greater reductions in motor vehicle crashes involving teenagers. Our study affirmed that teen driving education within the pediatric emergency department setting is efficacious.

Spatial variation in teens’ crash rate reduction following the implementation of a graduated driver licensing program in Michigan

Motor vehicle crashes are a leading cause of injury, and teen drivers contribute disproportionately to that burden. Graduated Driver Licensing (GDL) programs are effective at reducing teen crash risk, but teen crash rates remain high. Between-state variation in the teen crash rate reduction following GDL implementation has been documented, but this is the first study to examine small-area variation in such a reduction. Fusing together crash data from the Michigan State Police, census data, and organizational data (alcohol outlet, movie theatre, and school locations), we analyzed spatial correlates of teen injury crash, and place-based features that modified the injury crash rate difference following GDL implementation. Specifically, using census-based units, we estimated changes in injury crash rates among teens using negative binomial regression controlling for spatial autocorrelation, and tested whether any measured spatial characteristics modified the crash rate change in the pre versus post GDL periods. There was a substantial reduction in teen crashes after GDL implementation (RR = 0.66, 95%CI: [0.65, 0.67]), and this effect was robust across gender and time-of-day (light/dark). We found evidence that this reduction varied across space; areas with more alcohol outlets corresponded to a larger daytime crash rate reduction post-GDL, while areas near schools corresponded to a smaller daytime crash rate reduction. Concentrations of movie theatres corresponded to larger post-GDL crash rate reductions after dark. Maximizing the substantial successes of GDL programs requires understanding why crash rate reductions were larger in some areas following GDL implementation, and harnessing that understanding to improve its effectiveness across a state, focusing on identifying priorities for improving driver training (e.g., by parents and driver educators), law enforcement, and future policy changes to current GDL laws.

Talking with teens about traffic safety: Initial feasibility, acceptability, and efficacy of a parent-targeted intervention for primary care settings

IntroductionThe aims of the current pilot study were to evaluate the feasibility, acceptability, and preliminary efficacy of the Talking with Teens about Traffic Safety Program. The program consists of a clinic-based health coaching session with parents of adolescents at their annual well-child visit to promote parent-teen communication about teen driver safety including: a Parent Handbook that is designed to serve as a primer on teen driver safety and facilitate parent-teen communication on a variety of teen driver topics; an interactive practice driving toolset; and an endorsement of the materials by the primary care provider. MethodFifty-four parent-teen dyads (n = 108 total) were recruited from a primary care practice. Dyads were randomized (1:1) into a treatment group or a usual care group. Implementation fidelity was assessed using checklists completed by health coaches and parent interviews. After 6 months, parents reported how often they talked with their teen about 12 safe driving topics (e.g., state graduated driver licensing laws). ResultsParents in the treatment group reported more frequent discussions than parents in the control group on 7 out of the 12 topics. Fidelity data indicate that 100% of sessions were implemented as designed and were acceptable to parents. ConclusionsThe program was feasible to administer and there was evidence for preliminary efficacy. Generally, effects were larger for more infrequently discussed topics, which is to be expected due to the potential for ceiling effects on more commonly discussed topics (e.g., distracted driving). A larger multi-site study is warranted. Practical applicationsThe results from this pilot study provide support for implementation fidelity and establish a proof-of-concept for the Talking with Teens about Traffic Safety Program. The results provide guidance for developing partnerships with pediatricians and parents to develop parent-teen communication interventions on injury prevention topics.

Decreased healthcare resource utilization associated with enhancement of a state graduated driver licensing law

ObjectiveIn 2007, Ohio implemented additional graduated driver licensing (GDL) provisions to restrict numbers of passengers and nighttime driving. This study evaluated the effects of Ohio's revised GDL law on hospital resource utilization among drivers and occupants involved in crashes with teen drivers ages 16–20 years. MethodsAnalysis of MVCs involving drivers ages 16–20 years in Ohio prior to GDL enhancement (2004–2006) and immediately following GDL enhancement (2008–2010) using linked crash and hospital data was performed. Descriptive statistics and population-based rates of emergency department (ED) visits and hospitalizations, and inpatient hospital charges and length of stay were compared. ResultsFollowing enactment of the 2007 GDL provisions, decreases were observed in the number of teen occupants and all-age occupants involved in crashes with drivers ages 16–17 years and 18–20 years. In the post-GDL enhancement period, ED visits declined by 22.2–39.9%, and inpatient hospitalizations declined by 54.4–62.5%. Total hospital charges for teen occupants in crashes with drivers ages 16–20 years decreased by $16.3–32.3 million, and for all-age occupants by $29.5–52.6 million. Decreases in total hospital charges occurred despite increases in mean hospital charges post-GDL enhancement. Total days of hospitalization in the post-GDL enhancement period declined by 60.4–67.7% among teen occupants and 55.5–63.2% among all-age occupants. ConclusionsThis study is the first to use linked data to evaluate the effects of GDL on healthcare resource utilization by teen drivers and their occupants. The post-GDL enhancement period was associated with reductions in MVC-related ED visits, inpatient hospitalizations, total hospital charges, and total days of hospitalization. Increases in mean inpatient hospital charges were noted and may indicate a reduction in minor injury crashes. Despite attempts to mitigate the confounding effects of the economy on teen driving, it is likely that economic influences are at least partially responsible for the observed decrease in healthcare resource utilization.

A multiyear assessment of a hospital-school program to promote teen motor vehicle safety.

Motor vehicle crashes are the leading cause of death among teen drivers. The main goal of this program was to reduce texting while driving among high school teens through a unique peer-generated anti-texting campaign. The program consisted of two phases. In phase 1, student leaders participated in a half-day, hospital-based experiential program that emphasized safe teen driving. In phase 2, these students conceptualized and implemented an anti-texting while driving campaign during the school year. The program enrolled 32 schools with 137 student participants in phase 1. This study uses a prospective quasi-experimental pre-post design. A presurvey and a follow-up online survey were used. Response rate was 81%. In phase 2, two rounds of observations of drivers were made near the participating schools at the beginning and end of the phase 2 campaign. The results were analyzed using proportion tests. There was a strong belief (6.49 on a seven-point scale) that texting while driving could result in a crash. About 58% had texted while driving in the previous 7 days in the pre-survey. This proportion decreased significantly to 44% in the follow-up (p < 0.05). Knowledge of Tennessee Graduated Driver Licensing laws and feeling of empowerment to take action with a teen driver who was texting improved significantly (p < 0.05). In phase 2, 12,309 drivers (adults and teens) were observed in the first round, and 13,153 were observed in the second round of observations. Significant reduction in the proportion of drivers texting while driving (from 13% to 9%; p < 0.0001) was observed. Results of driver observations support the effectiveness of this program in meeting the key objective of reducing texting while driving. The program also influenced teenagers' willingness to take positive steps when faced with a driver who was texting. Future efforts should aim to influence social and peer norms. Therapeutic study, level IV.

The impact of the 2007 graduated driver licensing law in Massachusetts on the rate of citations and licensing in teenage drivers

ObjectiveWe recently demonstrated that the 2007 Massachusetts Graduated Driving Licensing (GDL) law decreased the rate of motor vehicle crashes in teenage drivers. To better understand this decrease, we sought to examine the law's impact on the issuance of driving licenses and traffic citations to teenage drivers. MethodsCitation and license data were obtained from the Massachusetts Department of Transportation. Census data were obtained from the Census Data Center. Two study periods were defined: pre-GDL (2002–2006) and post-GDL (2007–2012). Two populations were defined: the study population (aged 16–17) and the control population (aged 25–29). The rates of licenses per population were compared pre- vs. post-GDL for the study group. The numbers of total, state, and local citations per population were compared pre- vs. post-GDL for both populations. A sensitivity analysis was performed for the rates of citations using licenses issued as a denominator. ResultsWhile licenses per population obtained by the study group decreased over the entire period, there was no change in the rate of decrease per year pre- vs. post-GDL (2.0% vs. 1.4%; p=0.6392). In the study population, total, state, and local citations decreased post-GDL (17.8% vs. 8.1%, p<0.0001; 3.7% vs. 2.2%, p<0.0001; 14.1% vs. 5.8%, p<0.0001, respectively). In the control group, total and state citations did not change (26.7% vs. 23.9%, p=0.3606; 9.2% vs. 10.2%, p=0.3404, respectively), and local citations decreased (17.5% vs. 13.7%, p=0.0389). The rates of decrease per year for total, state, and local citations were significantly greater in the study population compared with control (p<0.0001, p=0.0002, p<0.0001, respectively). ConclusionsThe 2007 GDL law in Massachusetts was associated with fewer traffic citations without a change in the rate of licenses issued to teenagers. These findings suggest that 2007 GDL may be improving driving habits as opposed to motivating teenagers to delay the issuing of licenses.

An evaluation of the effect of Ohio's graduated driver licensing law on motor vehicle crashes and crash outcomes involving drivers 16 to 20 years of age

ABSTRACTObjective: Nationally, motor vehicle crashes are the leading cause of death among youth ages 16 to 20 years. Graduated driver licensing (GDL) laws have been implemented to reduce motor vehicle crashes among teen drivers. Studies have shown decreases in teen crash rates and crash-related fatality rates following enactment of GDL laws. However, GDL laws typically apply to teens only until their 18th birthday; therefore, the effect, if any, that GDL laws have on youth drivers ages 18 to 20 years and whether these programs should be extended to include these older youth warrant further study. The objective of this study was to evaluate the effects of Ohio's 2007 revised GDL law on motor vehicle crashes and crash-related injuries for crashes involving teen drivers ages 16 to 20 years, with a focus on the effects on crashes involving drivers ages 18 to 20 years.Methods: Cross-sectional analysis of motor vehicle crashes involving drivers ages 16 to 20 years in Ohio in the pre-GDL (2004–2006) and post-GDL (2008–2010) periods was performed. Descriptive statistics and population-based crash rates for drivers and occupants ages 16 to 20 years were calculated, as well as rate ratios and 95% confidence intervals (CIs) comparing crashes in the pre-GDL and post-GDL periods.Results: Compared with the pre-GDL period, the post-GDL period was associated with lower crash rates for drivers age 16 years (relative risk [RR] = 0.94; 95% CI, 0.90–0.98), age 17 years (RR = 0.90; 95% CI, 0.88–0.93), age 18 years (RR = 0.95; 95% CI, 0.92–0.97), and ages 16–17 years combined (RR = 0.92; 95% CI, 0.90–0.95). Crash rate was higher for the post-GDL period for drivers age 19 years (RR = 1.04; 95% CI, 1.01–1.07), age 20 years (RR = 1.09; 95% CI, 1.05–1.13), and ages 18–20 years combined (RR = 1.02; 95% CI, 1.00–1.03).Conclusions: Unlike previous studies, this investigation used linked data to evaluate the outcomes of all occupants in crashes involving drivers ages 16–20 years. The post-GDL period was associated with lower crash, injury crash, and fatal crash involvement among drivers and occupants ages 16–17 years but higher overall crash involvement for drivers and occupants ages 19 years, 20 years, and 18–20 years combined. These findings support extending GDL restrictions to novice drivers ages 18 through 20 years to reduce crashes in that group.

The association between graduated driver licensing laws and travel behaviors among adolescents: an analysis of US National Household Travel Surveys.

BackgroundYoung novice drivers have crash rates higher than any other age group. To address this problem, graduated driver licensing (GDL) laws have been implemented in the United States to require an extended learner permit phase, and create night time driving or passenger restrictions for adolescent drivers. GDL allows adolescents to gain experience driving under low-risk conditions with the aim of reducing crashes. The restricted driving might increase riding with parents or on buses, which might be safer, or walking or biking, which might be more dangerous. We examined whether GDL increases non-driver travels, and whether it reduces total travels combining drivers and non-drivers.MethodsWe used data from the US National Household Travel Survey for the years 1995–1996, 2001–2002, and 2008–2009 to estimate the adjusted ratio for the number of trips and trip kilometers made by persons exposed to a GDL law, compared with those not exposed.ResultsAdolescents aged 16 years had fewer trips and kilometers as drivers when exposed to a GDL law: ratio 0.84 (95 % confidence interval (CI) 0.71, 1.00) for trips; 0.79 (0.63, 0.98) for kilometers. For adolescents aged 17 years, the trip ratio was 0.94 (0.83, 1.07) and the kilometers ratio 0.80 (0.63, 1.03). There was little association between GDL laws and trips or kilometers traveled by other methods: ratio 1.03 for trips and 1.00 for kilometers for age 16 years, 0.94 for trips and 1.07 for kilometers for age 17.ConclusionsIf these associations are causal, GDL laws reduced driving kilometers by about 20 % for 16 and 17 year olds, and reduced the number of driving trips by 16 % among 16 year olds. GDL laws showed little relationship with trips by other methods.

Do Nighttime Driving Restrictions Reduce Criminal Participation Among Teenagers? Evidence from Graduated Driver Licensing

To date, all 50 states and the District of Columbia have a three-stage Graduated Driver Licensing (GDL) system that phases in driving privileges for teenagers. GDL laws effectively impose a statutory driving curfew and a limitation on the number of passengers in motor vehicles. Both the timing of motor vehicle access and a limitation on the peer influences available in a motor vehicle could significantly affect the production of criminal behavior. Using the Uniform Crime Reports 1995-2011 and a triple differences approach, we find that the implementation of GDL decreased criminal participation by six percent among teenagers between the ages of 16 and 17, as measured by arrests. These effects are larger in magnitude in states where the nighttime driving curfew is required for a longer period of time. We also show that GDL plays an important role in reducing crime in periods of low gasoline prices, a time when teen driver prevalence would otherwise have been high. These results suggest that there is another benefit to states for adopting GDL laws and provide insight into the production of teenage crime.

Selected State Policies and Associations With Alcohol Use Behaviors and Risky Driving Behaviors Among Youth: Findings from Monitoring the Future Study.

Effective policies that can reduce alcohol use behaviors and impaired driving among young people at a population level are needed. Graduated driver licensing (GDL) laws increase the driving privileges of young novice drivers as they age and gain more driving experience. In this study, we seek to determine the effects of GDLs on risky driving behaviors of youth and to assess if GDLs have an unintended effect on underage drinking behaviors. We utilized 2000 to 2013 data on 12th grade students from the Monitoring the Future (MTF) study, an ongoing, annual national survey (since 1975) that studies the substance use behaviors of adolescents, as well as data on GDL laws obtained via the Insurance Institute for Highway Safety (IIHS). We conducted a series of regular logistic regression models that included fixed effects for year and state, and adjusted for demographic characteristics, school characteristics, and other state alcohol policies. Total weighted sample size was 129,289 12th graders. Past month alcohol use and binge drinking (i.e., ≥5 drinks on one occasion) in the past 2weeks were 45 and 26%, respectively. Seventeen percent of respondents reported riding with a driver who drank alcohol. Nearly 12% reported driving in the past 2weeks after drinking alcohol, and 7% reported driving after binge drinking. Over half of the students lived in a state with a "good" GDL law. The logistic regression models suggest a link between restrictive GDL policies and a reduction of alcohol use behaviors and risky driving behaviors among youth. Our findings indicate that the effects of GDLs extend beyond driving-related risks and into other drinking-related behaviorsthat pose immediate or delayedhealth risks for young people. We speculate that GDLs may dictate social norms and expectations for youth risk behaviors, and should be maximized throughout the United States.

Do Nighttime Driving Restrictions Reduce Criminal Participation Among Teenagers? Evidence From Graduated Driver Licensing

AbstractTo date, all 50 states and the District of Columbia have a three‐stage Graduated Driver Licensing (GDL) system that phases in driving privileges for teenagers. GDL laws effectively impose a statutory driving curfew and a limitation on the number of passengers in motor vehicles. Both the timing of motor vehicle access and a limitation on the peer influences available in a motor vehicle could significantly affect the production of criminal behavior. Using the Uniform Crime Reports 1995 to 2011 and a triple‐differences approach, we find that the implementation of GDL decreased criminal participation by 6 percent among teenagers ages 16 and 17, as measured by arrests. These effects are larger in magnitude in states where the nighttime driving curfew is required for a longer period of time. We also show that GDL plays an important role in reducing crime in periods of low gasoline prices, a time when teen driver prevalence would otherwise have been high. These results suggest that there is another benefit to states for adopting GDL laws and provide insight into the production of teenage crime.

History and current status of state graduated driver licensing (GDL) laws in the United States

Introduction: The objective of this study is to describe changes in teenage driver licensing policies in the United States during the past two decades with the introduction of graduated driver licensing (GDL) programs, assess GDL laws currently in place, and discuss the possibilities and likely consequences of further changes.Methods: The history of laws introducing and amending GDL programs was tracked, based on records maintained by the Insurance Institute for Highway Safety (IIHS). Counts of states included the District of Columbia.Results: A few states had elements of GDL prior to the mid-1990s, and between 1996 and 2006 all other states adopted a learner period of 2months or more, a minimum supervised practice hours requirement for the learner period, or a night or passenger restriction once initially licensed. All but seven states have upgraded their original laws one or more times. Very few states weakened their laws, usually in minor ways. In 158 instances, minimum learner periods, minimum practice hour requirements, or night or passenger restrictions were added or strengthened. Fifteen states raised the minimum age for a license allowing any unsupervised driving.Conclusion: GDL policies have reduced teenage driver crashes. Most states now have at least minimum requirements for basic GDL features, although there is substantial opportunity for strengthening existing policies. Additional upgrades would result in further crash reductions, but very few have been made in recent years.Practical applications: Guidelines for maximizing the crash reduction potential of GDL programs are available, based on the experience of U.S. states, other countries with GDL programs, and the evaluation literature in regard to GDL components.

Permission to park: A statewide study of high school parking permits to determine compliance with graduated driver licensing law.

Motor vehicle crashes are the leading cause of fatality among teens in the United States. Beginning in the 1990s, many states enacted graduated driver licensing (GDL) systems to delay full licensure while allowing beginners to obtain experience under lower-risk conditions. Many high schools require parent and guardians of newly licensed teen drivers to complete a student parking pass application (PPA) for their son/daughter to drive, park, and transport themselves to and from school activities. The objective of this study was to describe the content of these PPAs for compliance with Connecticut's GDL law. PPAs were requested via e-mail, fax, or telephone from all Connecticut's high schools (n = 233). PPA variables included school demographics, parking rules, prohibitions and sanctions for violations, as well as reference to GDL law. Seventy-four schools were excluded because students were not allowed to park and schools did not require PPAs or declined to send us a copy of their PPAs. Of the remaining 159 schools, 122 (76.7%) sent us their PPAs. Responding schools were more likely to be suburban or rural. Most PPAs included a section on prohibitions and sanctions for driving misbehavior. Forty-three percent prohibited students from going to car during school hours, and 34% prohibited driving off campus/parking lot. Seventy percent warned of consequences for dangerous driving in parking lot, and 88% included the possibility of revocation for infractions. Only 14% had any reference to Connecticut's GDL law on their PPAs. A small percentage of Connecticut high schools include information about GDL laws on their PPAs. All states should examine their PPA content and adopt a uniform high school PPA that includes key provisions of their state's GDL laws in an effort to promote teen driving safety. Therapeutic study, level V.

Injury Prevention as an Integral Part of Health System Reform Efforts: Lessons Learned from Recently Enacted Massachusetts Laws

—Injury is the leading cause of mortality in people younger than 44 years of age. Injury prevention laws and policies are not only effective in saving lives at a population level but are also remarkably cost-effective compared to most public health interventions. For example, the implementation of a stricter Massachusetts Graduated Driver Licensing Law in 2007 resulted in a very significant and rapid decrease in the rates of motor vehicle crashes of teenager drivers, saved thousands of lives, and resulted in more than $10 million dollars savings in health care costs over 5 years. We therefore suggest that trauma and injury prevention should be made a priority in any attempt at local, regional, or national health system reform.