Gasoline prices and traffic crashes in alabama, 1999-2009

Objective: The price of gasoline has been found to be negatively associated with traffic crashes in a limited number of studies. However, most of the studies have focused either on fatal crashes only or on all crashes but measured over a very short time period. In this study, we examine gasoline price effects on all traffic crashes by demographic groups in the state of Alabama from 1999 to 2009. Methods: Using negative binomial regression techniques to examine monthly data from 1999 to 2009 in the state of Alabama, we estimate the effects of changes in gasoline price on changes in automobile crashes. We also examine how these effects differ by age group (16-20, 21-25, 26-30, 31-64, and 65+), gender (male and female), and race/ethnicity (non-Hispanic white, non-Hispanic black, and Hispanic). Results: The results show that gasoline prices have both short-term and long-term effects on reducing total traffic crashes and crashes of each age, gender, and race/ethnicity group (except Hispanic due to data limitations). The short-term and long-term effects are not statistically different for each individual demographic group. Gasoline prices have a stronger effect in reducing crashes involving drivers aged 16 to 20 than crashes involving drivers aged 31 to 64 and 65+ in the short term; the effects, however, are not statistically different across other demographic groups. Conclusions: Although gasoline price increases are not favored, our findings show that gasoline price increases (or decreases) are associated with reductions (or increases) in the incidence of traffic crashes. If gasoline prices had remained at the 1999 level of $1.41 from 1999 to 2009, applying the estimated elasticities would result in a predicted increase in total crashes of 169,492 (or 11.3%) from the actual number of crashes. If decision makers wish to reduce traffic crashes, increasing gasoline taxes is a possible option-however, doing so would increase travel costs and lead to equity concerns. These findings may help to shape transportation safety planning and policy making.     

Analysis of motor-vehicle crashes at stop signs in four US cities

Problem: Nearly 700,000 police-reported motor vehicle crashes occur annually at stop signs, and approximately one-third of these crashes involve injuries. The purpose of this study was to develop a better understanding of the crashes that occur at stop signs and to identify potential countermeasures. Method: Police reports of crashes at stop sign-controlled intersections during 1996–2000 in four U.S. cities were examined in detail. At total of 1,788 crash reports for intersections with two-way stop signs were included in the study. Results: Stop sign violations accounted for about 70% of all crashes. Typically these crashes were angular collisions. Among crashes not involving stop violations, rear-end crashes were most common, accounting for about 12% of all crashes. Stop sign violation crashes were classified into several subtypes — driver stopped, driver did not stop, snow/wet/ice, and other/unknown. In about two-thirds of stop sign violation crashes, drivers said they had first come to a stop. In these cases, inability or failure to see approaching traffic often was cited as the cause of the crash. Drivers younger than 18 as well as drivers 65 and older were disproportionately found to be at fault in crashes at stop signs. Impact on industry: Potential countermeasures include changing traffic control and intersection design, improving intersection sight distance, and increasing conspicuity of stop signs through supplemental pavement markings and other devices.     

An examination of the characteristics and traffic risks of drivers suspended/revoked for different reasons

PROBLEM: Prior research has demonstrated that suspended/revoked drivers pose a significant traffic risk, but until now little has been known about whether, and if so how, this risk varies as a function of the reason for suspension/revocation. METHOD: This study classifies suspended/revoked drivers into subgroups based on their reason for suspension/revocation, and then develops demographic and driving record profiles for each group. Separate driving record profiles are developed for the following traffic safety indicators, measured 3 years prior to the suspension/revocation action: (a) total crashes, (b) fatal/injury crashes, (c) total traffic convictions, and (d) total incidents (crashes + convictions). RESULTS: The findings clearly show that: (a) suspended/revoked drivers are a heterogeneous group, both demographically and in their driving behavior; (b) some suspended drivers, such as those suspended/revoked for a non-driving offense, have low traffic risks that are not much higher than those of validly-licensed drivers, and; (c) all suspended groups have elevated crash and conviction rates, compared to validly-licensed drivers. DISCUSSION: The implications of these findings for current laws and policies targeting suspended/revoked drivers are discussed, and recommendations for improving these laws/policies are presented. IMPACT ON INDUSTRY: None.     

A multinomial logit model of motorcycle crash severity at Australian intersections

Introduction: Motorcyclists are exposed to more fatalities and severe injuries per mile of travel as compared to other vehicle drivers. Moreover, crashes that take place at intersections are more likely to result in serious or fatal injuries as compared to those that occur at non-intersections. Therefore, the purpose of this study is to evaluate the contributing factors to motorcycle crash severity at intersections. Method: A data set of 7,714 motorcycle crashes at intersections in the State of Victoria, Australia was analyzed over the period of 2006–2018. The multinomial logit model was used for evaluating the motorcycle crashes. The severity of motorcycle crashes was divided into three categories: minor injury, serious injury and fatal injury. The risk factors consisted of four major categories: motorcyclist characteristics, environmental characteristics, intersection characteristics and crash characteristics. Results: The results of the model demonstrated that certain factors increased the probability of fatal injuries. These factors were: motorcyclists aged over 59 years, weekend crashes, midnight/early morning crashes, morning rush hours crashes, multiple vehicles involved in the crash, t-intersections, crashes in towns, crashes in rural areas, stop or give-way intersections, roundabouts, and uncontrolled intersections. By contrast, factors such as female motorcyclists, snowy or stormy or foggy weather, rainy weather, evening rush hours crashes, and unpaved roads reduced the probability of fatal injuries. Practical Applications: The results from our study demonstrated that certain treatment measures for t-intersections may reduce the probability of fatal injuries. An effective way for improving the safety of stop or give-way intersections and uncontrolled intersections could be to convert them to all-way stop controls. Further, it is recommended to educate the older riders that with ageing, there are physiological changes that occur within the body which can increase both crash likelihood and injury severity.     

Responsibility of drivers, by age and gender, for motor-vehicle crash deaths

Problem: Motor-vehicle crash rate comparisons by age and gender usually are based on the extent to which drivers in a particular age/gender category are themselves injured or involved in crashes (e.g., the number of 20-year-old females in crashes). Basing comparisons instead on the extent to which drivers in various age/gender groups are responsible for deaths (including themselves) in their crashes is more revealing of their overall contribution to the problem. Methods: Data from the Fatality Analysis Reporting System (FARS, 1996–2000) were used in the analysis, which was based on crashes that involved one or two vehicles only. Drivers in fatal single-vehicle crashes were assumed to have responsibility for the crash. In fatal two-vehicle crashes, driver operator errors reported by police were used to assign crash responsibility. Results: When all crashes were considered, both the youngest and oldest drivers were most likely to be responsible for deaths in their crashes. In two-vehicle crashes, the oldest drivers were more likely than young drivers to be responsible. Young males were more likely than young females to be responsible for crash deaths, whereas females in their 50s and older were more likely than same-age males to be responsible. In terms of responsibility for deaths per licensed driver, young drivers, especially males, had the highest rates because of their high involvement rates and high responsibility rates. The majority of deaths for which young drivers were responsible occurred to people other than themselves, especially passengers in their vehicles, whereas the bulk of the deaths for which older drivers were responsible were their own. Discussion: The results highlight the contribution of young drivers to the motor-vehicle crash problem, the need for measures such as passenger restrictions in graduated licensing systems, and the need for vehicle modifications to better protect older occupants.     

Progress in teenage crash risk during the last decade

OBJECTIVE: The purpose of the present study was to examine the most recent data on teenagers' fatal and nonfatal crashes in the United States to determine current crash rates as well as changes in crash rates during the past decade METHODS: Data for calendar years 1996 and 2005 were extracted for fatal crashes from the Fatality Analysis Reporting System and for police-reported crashes from the National Automotive Sampling System/General Estimates System. To calculate crash rates, population data were obtained from the Census Bureau, and mileage data were obtained from the 2001 National Household Travel Survey RESULTS: During 2001-02, the latest year for which mileage data are available, 16 year-old drivers had higher fatal and nonfatal crash rates per mile traveled than all but the very oldest drivers. However, fewer 16 year-olds typically are licensed to drive and they drive fewer miles per year than all but the oldest drivers. Thus, their fatal and nonfatal crash rates per population in 2005 were lower than among other teenagers and among drivers 20-29. During the past decade the most progress has been made in reducing crashes among the youngest drivers. Between 1996 and 2005 both fatal and police-reported crashes per population declined about 40% for 16 year-old drivers, compared with about 25% for 17 year-old drivers and 15-19% for 18 year-old drivers. The greatest reductions for 16 year-olds occurred in nighttime crashes, alcohol-related fatal crashes, and fatal crashes involving multiple teenage passengers. CONCLUSIONS: Substantial progress has been made in reducing fatal and nonfatal crashes per population among 16 year-old drivers. Although this study was not designed to examine the role of graduated licensing, the results are consistent with the increased presence of such laws, many of which restrict nighttime driving and driving with teenage passengers. IMPACT ON INDUSTRY: Restrictions on nighttime driving and driving with teenage passengers should be made a part of all states' graduated licensing systems. Historically, 16 year-olds have had the highest crash risk per licensed driver and per mile traveled. Given the dramatic reductions in per population crash rates among 16 year-olds, it is possible that their per mile and per licensed driver rates also have declined and may no longer be as elevated relative to other ages. However, shortcomings in the licensed driver data and a lack of recent mileage data hamper our ability to examine these issues. If we are to continue to provide a yardstick against which we can measure progress among the youngest drivers, immediate steps need to be taken to restore the availability of reliable exposure data.     

Probationary and non-probationary drivers' nighttime crashes in Western Australia, 1996-2000

INTRODUCTION: This study was designed to explore the temporal aspects of crashes for probationary and non-probationary drivers. METHODS: Data from the West Australian Road Injury Database from 1996-2000 were used to calculate age-sex-specific crash rates per 100,000 person-days and to plot proportions of fatal and hospital crashes by time for probationary and non-probationary drivers. The population attributable risk was used to estimate the potential number of lives saved by nighttime driving restriction in the probationary period. RESULTS: Probationary drivers were seven times more likely to crash than non-probationary drivers. While the highest number of crashes was in the daytime, probationary drivers had a higher proportion of fatal or hospitalization crashes at night than non-probationary drivers. CONCLUSION: Restrictions on driving at night could form part of graduated driver training. Even if some probationary drivers disobeyed the restriction, a substantial reduction in car occupant fatalities and hospitalizations could result.     

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.     

Gasoline prices and traffic safety in Mississippi

Problem

Limited literature suggests that gasoline prices have substantial effects on reducing fatal crashes. However, the literature focuses only on fatal crashes and does not examine the effects on all traffic crashes.

Methods

Mississippi traffic crash data from April 2004–December 2008 from the Mississippi Highway Patrol and regular-grade unleaded gasoline price data from the Energy Information Administration of the U.S. Department of Energy were used to investigate the effects of gasoline prices on traffic safety by age, gender, and race.

Results

Gasoline prices have both short-term and intermediate-term effects on reducing total traffic crashes and crashes of females, whites, and blacks. The intermediate-term effects are generally stronger than the short-term effects. Gasoline prices also have short-term effects on reducing crashes of younger drivers and intermediate-term effects on older drivers and male drivers.

Impact on Industry

Higher gasoline taxes reduce traffic crashes and may result in additional societal benefits.     

Impact of primary safety belt laws on alcohol-related front-seat occupant fatalities: five case studies

OBJECTIVE: Impaired drivers and other high-risk road users are less likely to use their safety belts, thus increasing the risk of fatal injury in the event of a crash. Although safety belt laws have been shown to increase wearing rates for daytime non-crash-involved drivers and their front-seat passengers, little evidence is available on the effect these laws have on belt usage by crash-involved drinking drivers and their passengers. METHODS: This study evaluated the influence of primary safety belt law upgrades from secondary laws on front-seat occupants of passenger cars driven by drinking drivers in fatal crashes in five states: California, Illinois, Maryland, Michigan, and Washington. The outcome measures used to evaluate these law upgrades were (1) the change in safety belt usage rates of front-seat occupants in passenger cars driven by drinking drivers in fatal crashes and (2) the change in alcohol-related front-seat occupant fatalities in passenger cars driven by drinking drivers. RESULTS: Four of the five states demonstrated increases in safety belt use by front-seat occupants of passenger cars of drinking drivers in fatal crashes following the upgrade to primary safety belt laws. Three states (California, Michigan, and Washington) experienced significant reductions in the number of front-seat occupant fatalities in vehicles driven by drinking drivers. CONCLUSIONS: The adoption of primary law upgrades was associated with significant increases in safety belt use (four of five states) and significant reductions in fatalities among high-risk occupants (i.e., front-seat occupants involved in fatal crashes in vehicles driven by drinking drivers) in three of the five states studied.     

Predicting Offenses and Crashes from Young Drivers' Offense and Crash Histories

Previous research has indicated that offenses are better predictors of subsequent crashes than crashes themselves. We examined this hypothesis for 13,800 young beginning drivers in Michigan for up to nine years during the initial years of driving. Our analyses indicated that previous-year offenses are better predictors of both subsequent-year offenses and crashes than either previous-year crashes or at-fault crashes. This finding also held for the apparently higher-risk subset of subsequent-year serious offenses and at-fault crashes. Although there were no gender differences in the predictive power of crashes, it was found that the predictive power of previous offenses to subsequent serious offenses was significantly stronger for women than for men. The predictive power of incidents appeared to increase somewhat with increasing driving experience, suggesting that early incidents may be more attributable to inexperience, a characteristic of all beginning drivers, while later incidents may be more attributable to individual differences.     

Factors leading to older drivers' intersection crashes

OBJECTIVES: Older drivers are overinvolved in intersection crashes compared with younger drivers, but the reasons are not clearly understood. The purpose of the present study was to identify the factors that lead to older drivers' intersection crashes. METHOD: Study participants were composed of two groups of older drivers -- ages 70-79 (n = 78) and 80 and older (n = 76) -- and a comparison group of drivers ages 35-54 (n = 73); all were at fault in intersection crashes involving nonfatal injuries. Police crash reports, telephone interviews with at-fault drivers, and photographs of intersections were used to determine the kinds of driver actions and errors that led to the intersection crashes. RESULTS: Drivers 80 and older had fewer rear-end crashes than drivers ages 35-54 and 70-79, and both groups of older drivers had fewer ran-off-road crashes than drivers ages 35-54. Crashes where drivers failed to yield the right-of-way increased with age and occurred mostly at stop sign-controlled intersections, generally when drivers were turning left. The reasons for failure-to-yield crashes tended to vary by age. Compared with drivers ages 35-54 and 80 and older, drivers ages 70-79 made more evaluation errors -- seeing another vehicle but misjudging whether there was adequate time to proceed. In contrast, drivers 80 and older predominantly failed to see or detect the other vehicle. Drivers ages 35-54 also tended to make search errors, but theirs were due more often to distraction. CONCLUSIONS: Factors leading to intersection crashes vary with age, even between two age groups of older drivers. Because the number of older drivers is projected to increase, it is important to identify ways to reduce the frequency and severity of their intersection crashes. Roundabouts and protected left turn lanes at signalized intersections may help to reduce failure-to-yield crashes at intersections, especially among older drivers. Crash avoidance systems may help to reduce crashes for drivers of all ages, but most systems have not been thoroughly investigated using real-world crash data.     

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.     

Driver's alcohol and passenger's death in motor vehicle crashes

OBJECTIVE: Previous studies on alcohol involvement associated with fatal injury in traffic crashes have focused on the drivers, but the passenger's view is not well known. This study (1) analyzes the relationship between passenger's death and alcohol inebriation of the driver and (2) estimates the role of alcohol as the cause of a crash by examining who was at fault, sober, or inebriated. METHOD: The study includes all motor vehicle passengers (n = 420) who died in crashes in Sweden 1993 through 1996 and were medicolegally autopsied. Autopsy reports from the Departments of Forensic Medicine, including toxicological analyses, and police reports were studied. Presence of alcohol among drivers was based on blood and breath tests. RESULTS: One-fifth of the fatally injured passengers and one-fifth of the tested drivers were under the influence of alcohol. The youngest drivers had the highest prevalence of drunken driving. Drivers at fault were alcohol positive in 21% of these crashes and drivers were not at fault in 2% of these crashes. In 53% of the crashes where both the passenger and driver were alcohol positive, the passenger had a lower alcohol concentration than the driver. Children (<16 years) comprised 15% of the killed passengers. Notably, the children were riding with a driver who was under influence of alcohol in 13% of these crashes. Alcohol involvement was not tested in half of the surviving drivers. CONCLUSIONS: The data show that 20% of both passengers and drivers were under the influence of alcohol. Increased testing of surviving drivers regarding alcohol and other drugs is recommended.     

Investigating factors affecting severity of large truck-involved crashes: Comparison of the SVM and random parameter logit model

Introduction: Reducing the severity of crashes is a top priority for safety researchers due to its impact on saving human lives. Because of safety concerns posed by large trucks and the high rate of fatal large truck-involved crashes, an exploration into large truck-involved crashes could help determine factors that are influential in crash severity. The current study focuses on large truck-involved crashes to predict influencing factors on crash injury severity. Method: Two techniques have been utilized: Random Parameter Binary Logit (RPBL) and Support Vector Machine (SVM). Models have been developed to estimate: (1) multivehicle (MV) truck-involved crashes, in which large truck drivers are at fault, (2) MV track-involved crashes, in which large truck drivers are not at fault and (3) and single-vehicle (SV) large truck crashes. Results: Fatigue and deviation to the left were found as the most important contributing factors that lead to fatal crashes when the large truck-driver is at fault. Outcomes show that there are differences among significant factors between RPBL and SVM. For instance, unsafe lane-changing was significant in all three categories in RPBL, but only SV large truck crashes in SVM. Conclusions: The outcomes showed the importance of the complementary approaches to incorporate both parametric RPBL and non-parametric SVM to identify the main contributing factors affecting the severity of large truck-involved crashes. Also, the results highlighted the importance of categorization based on the at-fault party. Practical Applications: Unrealistic schedules and expectations of trucking companies can cause excessive stress for the large truck drivers, which could leads to further neglect of their fatigue. Enacting and enforcing comprehensive regulations regarding large truck drivers’ working schedules and direct and constant surveillance by authorities would significantly decrease large truck-involved crashes.     

Continued trends in older driver crash involvement rates in the United States: Data through 2017–2018

Introduction: With the growing older adult population due to the aging baby-boom cohort, there was concern that increases in fatal motor-vehicle crashes would follow. Yet, previous analyses showed this to be untrue. The purpose of this study was to examine current trends to determine if previous declines have persisted or risen with the recent increase in fatalities nationwide. Methods: Trends among drivers ages 70 and older were compared with drivers 35–54 for U.S. passenger vehicle fatal crash involvements per 100,000 licensed drivers from 1997 to 2018, fatal and all police-reported crash involvements per vehicle miles traveled using the 1995, 2001, 2009, and 2017 National Household Travel Surveys, and driver deaths per 1,000 crashes. Results: Since the mid-1990s, fatal crashes per licensed driver trended downward, with greater declines for drivers ages 70 and older than for middle-aged drivers (43% vs. 21%). Fatal crash rates per 100,000 licensed drivers and police-reported crash rates per mile traveled for drivers ages 70–79 are now less than those for drivers ages 35–54, but their fatal crash rates per mile traveled and risk of dying in a crash remain higher as they drive fewer miles. As the economy improved over the past decade, fatal crash rates increased substantially for middle-aged drivers but decreased or remained stable among older driver age groups. Conclusions: Fatal crash involvements for adults ages 70 and older has recently increased, but they remain down from their 1997 peak, even as the number of licensed older drivers and the miles they drive have increased. Health improvements likely contributed to long-term reductions in fatal crash rates. As older drivers adopt vehicles with improved crashworthiness and safety features, crash survivability will improve. Practical Application: Older adults should feel confident that their independent mobility needs pose less risk than previously expected.     

Fatal crashes involving large numbers of vehicles and weather

IntroductionAdverse weather has been recognized as a significant threat to traffic safety. However, relationships between fatal crashes involving large numbers of vehicles and weather are rarely studied according to the low occurrence of crashes involving large numbers of vehicles.MethodBy using all 1,513,792 fatal crashes in the Fatality Analysis Reporting System (FARS) data, 1975–2014, we successfully described these relationships.ResultsWe found: (a) fatal crashes involving more than 35 vehicles are most likely to occur in snow or fog; (b) fatal crashes in rain are three times as likely to involve 10 or more vehicles as fatal crashes in good weather; (c) fatal crashes in snow [or fog] are 24 times [35 times] as likely to involve 10 or more vehicles as fatal crashes in good weather. If the example had used 20 vehicles, the risk ratios would be 6 for rain, 158 for snow, and 171 for fog.ConclusionsTo reduce the risk of involvement in fatal crashes with large numbers of vehicles, drivers should slow down more than they currently do under adverse weather conditions. Driver deaths per fatal crash increase slowly with increasing numbers of involved vehicles when it is snowing or raining, but more steeply when clear or foggy.Practical applicationsWe conclude that in order to reduce risk of involvement in crashes involving large numbers of vehicles, drivers must reduce speed in fog, and in snow or rain, reduce speed by even more than they already do.     

Driver licensing,motor-vehicle crashes,and moving violations among older adults

IntroductionDriving is important for well-being among older adults, but age-related conditions are associated with driving reduction or cessation and increased crash risk for older drivers. Our objectives were to describe population-based rates of older drivers’ licensing and per-driver rates of crashes and moving violations.Methods: We examined individual-level statewide driver licensing, crash, and traffic citation data among all New Jersey drivers aged ≥ 65 and a 35- to 54-year-old comparison group during 2010–2014. Rate ratios (RR) of crashes and moving violations were estimated using Poisson regression.Results: Overall, 86% of males and 71% of females aged ≥ 65 held a valid driver’s license. Older drivers had 27% lower per-driver crash rates than middle-aged drivers (RR: 0.73, 95% CI: 0.73, 0.74)—with appreciable differences by sex—but 40% higher fatal crash rates (RR: 1.40 [1.24, 1.58]). Moving violation rates among older drivers were 72% lower than middle-aged drivers (RR: 0.28 [0.28, 0.28]).Conclusion: The majority of older adults are licensed, with substantial variation by age and sex. Older drivers have higher rates of fatal crashes but lower rates of moving violations compared with middle-aged drivers.Practical applications: Future research is needed to understand the extent to which older adults drive and to identify opportunities to further reduce risk of crashes and resultant injuries among older adults.     

Sixteen-year-old drivers in fatal crashes, United States, 2003

OBJECTIVE: Key features of graduated licensing were introduced in 46 states and the District of Columbia between 1993 and 2003. State evaluations consistently have reported positive overall effects and positive effects of nighttime and passenger restrictions. Sixteen year-olds are the main target of graduated licensing, and the present study investigated changes in their fatal crash involvement and crash characteristics that have taken place nationally during 1993-2003. By looking at 16 year-olds nationally, the study does not constitute a direct test of the effect of graduated licensing laws per se. METHODS: Data on fatal crashes were obtained from the Fatality Analysis Reporting System. Sixteen year-olds were compared with older drivers. RESULTS: During these years, the extent to which 16-year-old drivers were in fatal crashes decreased substantially compared with older age groups. The drop in the per capita crash rate for 16 year-olds was 26%. The major change was a reduction in crashes involving transporting young passengers, especially in jurisdictions with restrictions that target these crashes. There was no change in the proportion of fatal late-night crashes even in states restricting this activity. CONCLUSIONS: There has been some progress nationally in reducing the crash problem for 16 year-olds, but this still is a big problem. To achieve further progress, the gaps and weaknesses in present graduated licensing laws will need to be addressed.