Fatal crashes involving young unlicensed drivers in the U.S

Rates and predictors of teen driver crash culpability

BACKGROUND

Motor-vehicle crash risk is highest among teen drivers. Despite a wealth of research on the topic, there are still many contributors to these crashes that are not well understood. The current study sought to examine the contribution of graduated driver licensing (GDL) restrictions, sex, age, roadway circumstances, and citation history to teen drivers' crash culpability.

METHOD

Crash system data from the Iowa Department of Transportation were linked with traffic-related charges from the Iowa Court Information System. Crashes involving teens aged 14 to 17 years between 2016 and 2019 were analyzed (N = 19,847). Culpability was determined using the driver contributing circumstances from the crash report. Moving and non-moving traffic citations issued prior to the date of each crash were considered. A multivariable logistic regression model was constructed to examine predictors of crash culpability.

RESULTS

Teen drivers were determined to be culpable for more than two thirds of crashes (N = 13,604, 68.54%). Culpability was more prevalent among males, younger teens, in rural areas, in the presence of reported roadway contributing circumstances, during hours of restricted nighttime driving, and among teens with citation histories that included both moving and non-moving citations. Similarly, multivariable model results indicated that the likelihood of culpability was higher among males, in rural areas, and at each stage of GDL compared to teen drivers with unrestricted licenses. While drivers with a history of both moving and non-moving violations were more likely to be culpable, those with a history of only moving or only non-moving violations were less likely to be culpable compared to those with no violation history.

CONCLUSION

Sex, crash location, and GDL stage were associated with teen driver crash culpability. A singular prior moving or non-moving violation may play a protective role in teen crash culpability.

Assessing Willingness to Engage in Risky Driving Behaviour Using Naturalistic Driving Footage: The Role of Age and Gender

Young novice drivers are more prone than older drivers to get involved in a risky driving situation. Some young drivers underestimate risk while overestimating their driving abilities, increasing the likelihood of engaging in risky behaviour. Age and inexperience both influence risk estimation, though it is not clear which of these variables is more important. Can drivers’ willingness to engage in risky behaviour be assessed in a similar way to hazard perception skill using video-based risky situations? The aim of the current study was to assess whether a video-based tool could measure the willingness to participate in risky driving situations and whether it can distinguish between different types of risky driving scenarios across gender and driver age groups. We also explored the moderating effect of age and gender on drivers’ experience in relation to the risky manoeuvres and participants’ willingness to engage in risky situations. Participants were presented with naturalistic videos from the perspective of the driver that contained active risky situations (result of driver’s own actions) and were asked to make a decision regarding a potential action (to overtake a bus/bicycle or pass through an amber light) and whether they would accelerate at this point. Participants reported that they were more willing to accelerate and overtake cyclists and buses and less willing to pass a light in amber. Young drivers were more willing to both engage in the risky behaviours and accelerate than older drivers, with young males reporting higher scores than the other groups. Gender differences were observed, with males being more prone to overtake and pass through a light in amber than females; however, this difference was not observed for the intention to accelerate. All the above effects remained when we tested the impact of experience on decision making while controlling for age and gender, although driving experience was no longer significant. These results demonstrate that drivers’ intention to assume risk can indeed be measured in a similar video-based methodology to that used by hazard perception tests. The findings raise the possibility of assessing and training drivers on a wider range of safety-related behaviours.

Exploring temporal interactions of crash counts in California using distinct log-linear contingency table models

Temporal trait of crashes has huge impact on road crash occurrence and a large proportion of research have considered different time periods to determine the causes and features of crash occurrence or frequency. Compared with other safety studies based on a single time interval, considerably less research has relied on the use of multiple time units, especially for the time intervals of less than one year. The research aims to fill the gap by investigating the temporal distribution of crash counts using multiple time spans including hour, weekday and month. To illustrate the most accurate results possible, both the Chi-square test and Cochran-Mantel-Haenzel tests were employed to explore the independence of various time units based on two-way and three-way contingency tables. Eight contingency table models were developed which can be classified into four groups including Complete Independence, Joint Independence, Conditional Independence and Homogeneous Association. Finally, a set of evaluation criteria were utilized for evaluation of the model performance. The results revealed the significant association existence in all time variables (hour, weekday, month) and the model with both main and all interactive effects of time variables provides best prediction performance. Also, the findings showed that Hour 18, weekdays 1, 6, 7 (Friday and Weekends), and month 8 (August) have the largest number of crash occurrences. It is suggested that both main and interactive effects of time variables should be included for model development, which otherwise might yield misleading information. It is anticipated that research results will benefit the safety professionals with better understanding of the temporal patterns of crashes with different time periods and allow the safety administrators to allocate the safety resources.

Crash involvement among unlicensed 17 year old drivers before and after licensing at 17 was allowed

Unlicensed driving among youth is associated with increased crash risk, and partly motivated by a wish to learn to drive. In this paper we examine whether crash involvement among 17-year-old unlicensed drivers changed after post-licence accompanied driving from the age of 17 was allowed in Denmark in 2017. The study includes police-registered crashes occurring three years before and three years after the change (2014-2019). Results show an increase in crash involvement among 17-year-olds and a small increase in crash involvement among unlicensed 17-year-olds, if population size is taken into account, but no differences in the crash and person characteristics before and after the change. Being male, speeding, and impairment at the time of the crash predicted unlicensed crash involvement. A latent class clustering analysis (LCCA) identified seven clusters of crashes involving an unlicensed 17-year-old. The cluster characteristics reveal different patterns in the associated factors such as females and parked vehicles being more likely to be included in C1, alcohol impaired in C2 and drug impaired in C7. Brief crash descriptions provided by the police indicate that driving with extra motives such as showing-off or pleasure are prevalent in all clusters. Results confirm, that unlicensed crash involvement among 17-year olds is associated with risk-taking behaviours such as speeding, impaired driving, showing-off, and the car being pursued by the police. However, unfortunate manoeuvres and loss of control of the vehicle possibly related to poor driving skills are also associated with the crashes. Crash characteristics such as impairment by alcohol and drugs indicate that unlicensed crash involvement is a distinct safety challenge associated with health risk behaviours rather than a transport related need for a driver's license. Additional studies exploring the motivations and circumstances associated with unlicensed driving among 17-year olds are needed along with measures to prevent car access among unlicensed youth..

Is driving without a valid license associated with an increased risk of causing a road crash?

The aim of this study was to estimate the association between each cause of driving without a valid license (DWVL) and the risk of causing a road crash, considering driver, vehicle and environmental factors. A case-control study based on data from the Spanish Register of Road Accidents with Victims was carried out between 2014 and 2017. Cases included 28,620 drivers of moving private cars, vans and off-road vehicles involved in single crashes plus 50,100 drivers deemed responsible for clean collisions (i.e. those in which only one driver was labeled as responsible). In accordance with the quasi-induce exposure approach, drivers not responsible for clean collisions comprised the control group (N = 51,656). Logistic and multinomial regression models were used to estimate crude and adjusted Odds Ratios or Relative Risk Ratios between each reason for DWVL and the risk of being a case of all, single and multi-vehicle collisions. A significant association was found between all reasons for DWVL and the risk of causing a road crash. This association was particularly high for drivers with a suspended license and drivers who had never obtained a license. In these subgroups of drivers, the proportion of the relationship explained by high-risk driving behaviors is high. Our results support the need for applying continued strategies to identify and control these subgroups of drivers.

Mental disorders and medical conditions associated with causing injury or death: A population-based study

The aim of the present study is to examine mental disorders and medical conditions associated with causing harm to another person in the general adult population. The sample (n=22,138) was drawn from a cross-sectional survey designed to characterize mental health needs in France. Twelve-month DSM-IV axis I mental disorders and medical conditions, and lifetime occurrence of potentially traumatic events were assessed with the Composite International Diagnostic Interview-SF Overall, 2% (n=430) of the sample reported having injured or killed someone. Causing harm was associated with male gender, lower education level, and being unemployed. The great majority (85%) of those who caused harm had experienced two or more additional potentially traumatic events. When adjusting for gender, employment status, education and number of events experienced, causing harm was associated with certain anxiety disorders, drug dependence and lifetime suicide attempt but not with major depression or post-traumatic stress disorder. Furthermore, causing harm was not associated with medical conditions in multivariate analyses. These results highlight the need for clinicians to be particularly attentive to the psychological burden that may be experienced by those who have harmed or killed someone.

Evaluation of in-vehicle technologies to prevent unlicensed driving in Queensland and Victoria

Unlicensed driving is a serious problem in many Australian states, with unlicensed driving-related crashes (UDC) costing up to $304 million per year in Queensland, and $176 million in Victoria. In this paper, we present a Benefit-Cost Ratio (BCR) analysis of a set of Intelligent Transportation Systems technologies aimed at preventing unlicensed driving by verifying the driver's identity through biometric technology, as well as the validity of their licence. Utilised together, the technology would essentially take the form of a licence interlock. The goal of this program of research (from which this paper stems) was to provide preliminary recommendations as to which technology is the most beneficial and should be implemented as part of a government-led program increasing the functionalities of electronic driving licences (EDL). The corresponding BCR analysis revealed that fingerprints and finger vascular patterns recognition technologies were found to systematically have the best BCRs. In regard to the most effective manner to implement the technology, a corresponding investigation with five scenarios revealed that the greatest benefits would be achieved with: (a) a mandatory system for all banned drivers (e.g., suspensions & disqualifications), and (b) a mandatory system for banned drivers under the age of 21 only. Scenario (b) performs extremely well, with returns of up to 16 times the investment with a simple fingerprint-based interlock. Although often more modest, all systems were found to have BCRs above 1 in all of the implementation scenarios except one. This paper further outlines the findings in regard to addressing the significant problem of unlicensed driving via emerging technologies.

Road user behaviour, attitudes and crashes: a survey of Aboriginal and Torres Strait Islander people in Australia

OBJECTIVE

This study aimed to describe road user behaviour, attitudes and crashes in Aboriginal and Torres Strait Islander people in four urban, regional and remote communities located in New South Wales (NSW) and South Australia (SA).

METHODS

Face-to-face surveys were administered to clients (n=625) in Aboriginal Community Controlled Health Services (ACCHS). All Aboriginal and Torres Strait Islander clients attending the ACCHS for any reason were approached to participate over a 2-week period. Surveys included questions on sociodemographic factors, crash involvement, road behaviours and road safety attitudes drawn from tools used in national surveys.

RESULTS

The participation rate was high (69%-75%). Seat belt wearing rates were very high, particularly in the front of a car, although rear seat belt wearing rates in SA (77%) were substantially lower than in NSW (93%). Among drivers, 11% reported always or mostly driving 10 km/hour over the speed limit, and this was higher among drivers in SA (13.4%). Drivers aged 55 years and over and/or women were more likely to report that they do not drink at any time or restricted what they drank when driving. These results enable comparison with the Community Attitude to Road Safety survey conducted Australia-wide in 2013.

CONCLUSIONS

This study confirms that Aboriginal and Torres Strait Islander people are inclined to report attitudes or road safety behaviours similar to the rest of the population; however, rear restraint use was lower and self-reported speeding was higher. These issues are likely attributable to transport options and geography in remote communities, which can contribute to overcrowding and unsafe driving practices.

Women drive better if not stereotyped

A commonly held stereotype is that women are poor drivers. This stereotype is recognized and endorsed by women and girls very early on, long before taking their driving licence, nevertheless they are less involved in accidents and drive safer and less fast than men. In line with the stereotype threat theory, the present study tests the hypothesis that making the driving stereotype salient will lead women to underperform in a driving simulation task. In Experiment 1women in the stereotype threat condition were told that the aim of the study was to detect gender differences in driving whereas in a control condition no study aim was provided. In Experiment 2, two conditions were compared: stereotype threat (same instructions as in Experiment 1), and stereotype boost (the alleged goal was to compare driving ability of young vs. old people). As predicted, the results of both experiments showed that women under stereotype threat, as compared to either control or stereotype boost participants, doubled the number of mistakes. Nevertheless, they overall expected/self-reported to drive/have driven poorly. Importantly, their level of expectation was a significant predictor of their actual driving performance only in the stereotype threat condition. Implications of these effects of stereotype threat on women's driving performance and self-assessment are discussed.

Unlicensed motorcycling of high school adolescents in Dehaghan county (Isfahan Province of Iran)

BACKGROUND

Unlicensed motorcycling increases the chances of accidents in adolescents. There are many behavioral and non-behavioral factors involved in adolescents' unlicensed motorcycling which were not addressed in research yet completely.

METHODS

The cross-sectional study aimed to determine prevalence and related factors of unlicensed motorcycling on 500 unlicensed male high school adolescents in Dehaghan, who entered in the study by census. Demographic and motorcycling information were collected via self-report questionnaire, and its content validity was approved by a panel of experts. The statistical analyses of the data included Pearson Correlation Coefficient, chi-square, independent samples t-test and ANOVA with Tukey post hoc test.

RESULTS

The prevalence of unlicensed motorcycling among participants was 74.2% and mean age at first motorcycling experience was 11.97±1.97 years ranged from 8 to 17. Of the motorcyclist participants, 59.6% owned their personal motorcycle. Most motorcycle passengers (62.8%) were adolescent's friends, and the most frequently expressed reason for use of motorcycle was fun and entertainment (54.2%). Age at first motorcycling experience was lower among rural adolescents than urban adolescents. However, unlicensed motorcycling was more prevalent among urban adolescents than rural ones. The relationship between living status, father's job, mother's job and age at first motorcycling experience was insignificant (P>0.05). However, mean age at first motorcycling experience among students of humanities, technical disciplines, and general first year was lower than that among students of natural sciences and math.

CONCLUSION

High prevalence of unlicensed motorcycling and significant role of family and social environments on adolescents' high-risk motorcycling without license, is indicative of the need for interventions at all levels of peers, family, and schools and also establishing new driving regulations in Iran.

Parenting adolescent drivers is both a continuation of parenting from earlier periods and an anticipation of a new challenge

Greater parental involvement in the driving process and greater parent-imposed limits on novice adolescent drivers hold promise for reducing driving fatalities. However, relatively little is known about why some parents are more involved in the driving process than others. Driving-specific parenting may be both a continuation of established patterns of parenting and a response to a novel developmental task. Adolescents (n=242, M age 15.4 years, 49% male) who were enrolled in a drivers' education courses and their parents (n=276, 70% mothers) completed questionnaires reporting pre-driving parenting styles and monitoring behaviors; the adolescents' previous driving experiences; perceptions of risks for novice adolescent drivers; attitudes regarding parental involvement; and expected levels of limit-setting and autonomy attainment once adolescents begins driving. Parents' and adolescents' involvement attitudes and expectations for limits on driving and autonomy attainment were linked in multivariate models with established patterns of parenting and perceptions of risk. The discussion emphasizes implications for prevention and intervention efforts to increase parental involvement and limits.

Adolescent drivers in Brazil: prevalence and associated factors estimated from the National Adolescent School-based Health Survey (PeNSE 2012)

INTRODUCTION

There is evidence that adolescent drivers can represent risks to themselves, to passengers and to society in general.

OBJECTIVE

To estimate the prevalence of history of driving among adolescent students (under the age of 18) and associated factors, in Brazil, in 2012.

METHODS

This study analyzed data from the National Adolescent School-based Health Survey (PeNSE), held in 2012. The prevalence of history (at least once in the past 30 days) of driving motorized vehicles (cars, motorcycles or boats) by students aged less than 18 years old, as well as crude and adjusted odds ratios (OR) related to frequent driving (four or more times in the past 30 days) as the outcome, were estimated.

RESULTS

Among the 106,621 interviewed students, 27.0% (95%CI 22.9 - 31.5) reported having driven a motorized vehicle, and 12.9% (95%CI 10.0 - 16.5) reported being a frequent driver (four or more times). Factors associated with frequent driving were: older age, male, mothers with higher schooling, living in a household with fewer members, living in the North and Northeast regions, living with someone who has a motorcycle or a car, when their school is not located in a state-capital, drinking alcohol and not wearing a seatbelt.

CONCLUSION

The higher prevalence of history of driving among adolescent students in Brazil and the identified associated factors might help authorities to prioritize policies and to reinforce the adherence to traffic legislation among specific groups.

Young unlicensed drivers and fatal road traffic crashes in the USA in the past decade. A neglected public health issue

It is unknown whether road traffic crashes (RTCs) involving young unlicensed drivers follow the downward trend of those involving licensed drivers. Our national register-based study from 2000 to 2011 indicates that the downward trend for young unlicensed drivers (<25 years) is significantly less pronounced. These drivers account for 10.7% to 11.5% of the fatal RTCs involving young drivers during that time period; this percentage is consistently higher in the Western and Southern states and has increased in recent years in the Midwest.

Unlicensed driving and other related health risk behaviors: a study of Montana high school students

PURPOSE

Health risk behaviors tend to cluster in young people, not least among young drivers. Less is known about the health risk profile of young unlicensed drivers. This study investigates health risk behaviors among young unlicensed drivers compared to both their licensed and driving peers, and their non-driving peers.

METHODS

High school students participating in the Youth Risk Behavior Surveillance System in Montana (US) and age-eligible to have a driver's license were studied (n=5985), categorized according to their self-reported car driving and license practice (licensed driving, unlicensed driving, and non-driving). Ten health risk behaviors, of which four were related to car riding/driving, were considered. Multinomial logistic regression was used to compile sex-specific odds ratios (with 95% confidence intervals) of adopting those behaviors using licensed drivers as a reference and adjusting for age and race/ethnicity.

RESULTS

Health risk behaviors tended to be more common among unlicensed drivers than other groups, although some behaviors were prevalent in all groups (i.e., alcohol use and lack of seat belt use). As a consequence, for both male and female students, there was a significant association between unlicensed driving and most health risk behaviors, except for being involved in a physical fight and riding with a drinking driver among female students.

CONCLUSIONS

Young unlicensed drivers are more likely than licensed drivers to adopt several health risk behaviors both in car driving/riding or otherwise, in particular alcohol use and cigarette smoking. This challenges any simplistic approach as unlicensed driving in youth is not an isolated act suggesting public health and traffic safety initiatives.

Motor vehicle fatal crash profiles of 13-15-year-olds

OBJECTIVE

The goal was to provide a description of fatal crashes involving 13-15-year-old drivers and passengers.

METHODS

Information was obtained from the Fatality Analysis Reporting System for 2005-2009.

RESULTS

The 1,994 passenger deaths during the 2005-2009 period far exceeded the number of driver deaths (299) or the number of drivers in fatal crashes (744). Passenger deaths occurring with teenage drivers, particularly 16-17-year-olds, increased with passenger age. Most 13-15-year-old drivers in crashes were driving either with no license or permit (63%), or with a permit but without required adult presence (10 percent). Fatal crashes involving illegal driving were most likely to involve high-risk actions such as speeding and nonuse of belts. Supervised learners were few in number (about 12 per year) and had the lowest rates of high-risk actions.

CONCLUSIONS

The main issues for 13-15-year-olds' motor vehicle deaths are passenger deaths and driving without a license or adult supervision.

IMPACT ON INDUSTRY

Parents, pediatricians, and others need to recognize the increase in motor vehicle occupant deaths that occurs in the early teen years.

Early driving experience and influence on risk perception in young rural people

Young people, particularly males and those from a rural area, are over represented in road crashes; this occurs in vehicle dependent countries around the world, including Australia. The attitudes, experiences and behaviours of young drivers are some of the key factors which affect their potential to have an early on road driving experience that is crash free. This paper considers the views of young people, some of whom were brought up on rural properties, and had significant, responsible roles in agricultural work, including task related driving from a very early age. This early responsibility and associated awareness of risk of injury in farm related tasks can affect risk perception and impact on later risk taking behaviours. Ten focus groups were conducted with young people attending schools in four towns in rural New South Wales, Australia. These were recorded and analysed using qualitative methodology. The results indicate that risk factors in driving, on and off road, are clearly identified and understood; the majority of young people in rural areas are not "high" risk takers or sensation seekers. They also indicate that, in rural NSW, early vehicle handling, before the age for obtaining a license for driving on roads, is customary practice within the community. Attitudes towards speeding, however, reflect that it is tolerable behaviour, and almost inevitable, and often not considered to be risky. Drink driving is considered more risky, and less acceptable, at both the personal and community levels. Future intervention strategies to reduce crash rates in young rural drivers should aim to address the attitudes and actions associated with speeding on rural roads.

Fatal crash involvement of unlicensed young drivers: county level differences according to material deprivation and urbanicity in the United States

OBJECTIVES

This study assessed the association between county level material deprivation and urbanization with fatal road traffic crashes involving young unlicensed drivers in the United States (US).

BACKGROUND

Road traffic crashes have been positively associated with area deprivation and low population density but thus far few studies have been concerned specifically with young drivers, especially those that are unlicensed.

METHODS

A county material deprivation index was derived from the Townsend Material Deprivation Index, with variables extracted from the US Census (2000). An urbanicity scale was adapted from the US Department of Agriculture's Rural-Urban Continuum Codes (2003). Data on fatal crashes involving a young unlicensed driver during a seven-year period (2000-2006; n=3059) were extracted from the Fatality Analysis Reporting System. The effect of deprivation and urbanicity on the odds of the occurrence of at least one fatal crash at the county level was modeled by conditional and unconditional logistic regression.

RESULTS

The conditional model found a positive association between material deprivation and a fatal crash involving a young unlicensed driver (OR=1.19, 95% CI 1.17, 1.21). The interaction between urbanicity and material deprivation was negatively associated in suburban counties for fatal crashes (OR=0.92, 95% CI 0.90, 0.95).

CONCLUSIONS

An association with material deprivation and the likelihood of a fatal crash involving a young unlicensed driver is a new finding. It can be used to inform specific county-level interventions and promote state licensing policies to provide equity in young people's mobility regardless of where they live.

The characteristics of young pre-licensed drivers: evidence from the New Zealand Drivers Study

AIM

The aim of this study was to identify demographic and behavioural factors associated with pre-licensed driving.

METHOD

A cohort comprising 3526 newly licensed drivers aged 15-24 years old from throughout New Zealand completed a questionnaire which sought information on pre-licensed driving behaviour and factors thought to be related to this.

RESULTS

Almost half of the participants had driven on-road prior to passing their learner license theory test; 14% had driven more than 20 times; and 7.5% had driven more than 200 km. Multivariate logistic regression showed the results differed depending on the outcome examined. In general pre-licensed driving was significantly higher among males, among Māori, those living in a rural area, and those living in an area of high deprivation. Furthermore, those who drove pre-licensed were more likely to engage in other risky behaviours such as hazardous drinking and cannabis use, and have medium to high scores for sensation seeking and aggression/hostility.

CONCLUSION

The young people who were pre-licensed drivers displayed a range of demographic and behavioural characteristics that indicate they may be at higher crash risk than their peers who did not drive before licensing. Identifying those who drive before licensing and targeting road safety interventions towards this group may help reduce the high crash risk among novice drivers.

Road traffic crash circumstances and consequences among young unlicensed drivers: a Swedish cohort study on socioeconomic disparities

Background

Young car drivers run a higher risk of road traffic crash and injury not only because of their lack of experience but also because of their young age and their greater propensity for adopting unsafe driving practices. Also, low family socioeconomic position increases the risk of crash and of severe crash in particular. Whether this holds true for young unlicensed drivers as well is not known. Increasing attention is being drawn to the prevalence and practice of unlicensed driving among young people as an important contributor to road traffic fatalities.

Methods

This is a population-based cohort study linking Swedish national register data for a cohort of 1 616 621 individuals born between 1977 and 1991. Crash circumstances for first-time road traffic crash (RTC) were compared considering licensed and unlicensed drivers. The socioeconomic distribution of injury was assessed considering household socioeconomic position, social welfare benefits, and level of urbanicity of the living area. The main outcome measure is relative risk of RTC.

Results

RTCs involving unlicensed drivers were over-represented among male drivers, suspected impaired drivers, severe injuries, crashes occurring in higher speed limit areas, and in fair road conditions. Unlicensed drivers from families in a lower socioeconomic position showed increased relative risks for RTC in the range of 1.75 to 3.25. Those living in rural areas had an increased relative risk for a severe RTC of 3.29 (95% CI 2.47 - 4.39) compared to those living in metropolitan areas.

Conclusions

At the time of the crash, young unlicensed drivers display more risky driving practices than their licensed counterparts. Just as licensed drivers, unlicensed young people from low socioeconomic positions are over-represented in the most severe injury crashes. Whether the mechanisms lying behind those similarities compare between these groups remains to be determined.

Unlicensed driving among urban and rural Maori drivers: New Zealand drivers study

OBJECTIVE

To determine the extent and type of self-reported unlicensed car driving and reasons given for driving before getting a license among Maori drivers in urban and rural areas of New Zealand.

METHOD

Participants included 824 people of self-identified Maori ethnicity. The ages ranged from 15 to 65 years, with the majority of participants aged 15 (37%), 16 (21%), or 17 (14%) years at the time of recruitment. Participants were recruited after passing the car driver's learner license theory test at a driver licensing agency or a learner license course or by the participant responding to a postcard placed at licensing agencies nationwide. All participants completed a self-administered questionnaire that included items for a wide range of personal, driving, and licensing-related variables. The cohort was not randomly selected but included as many eligible participants as possible, with recruitment taking place in urban and rural areas of both the North and South Islands of New Zealand.

RESULTS

Unlicensed car driving experience was common, especially among rural participants (urban: 65%, rural: 83%). The nature and extent of driving experience and reasons for driving unlicensed were remarkably similar for urban and rural drivers, Females (47%) were more likely than males (37%) to report previous experience of a serious traffic crash. Being stopped by the police for driving unlicensed was not common (24% urban, 17% rural), but for those who had been stopped, the consequences varied by residential location.

CONCLUSIONS

Driving before obtaining a driver's license was common practice and the amount of driving extensive, for both rural and urban drivers. Furthermore, contrary to common perceptions in New Zealand, the need and opportunities for driving were similar, irrespective of place of residence. This suggests that similar issues may need to be addressed by both urban and rural Maori community road safety providers.

How do car crashes happen among young drivers aged 18-20 years? Typical circumstances in relation to license status, alcohol impairment and injury consequences

AIM

The study aims to clarify the most typical circumstances in which car crashes involving young drivers and leading to the occurrence of injuries and to consider the various licensing statuses of the drivers in such crashes.

METHOD

Young Swedish drivers born between 1984 and 1986 were followed up in the Police register (2003-2004) for their involvement in car crashes as drivers (n=2448). A set of five variables (25 categories) descriptive of those crashes was analyzed simultaneously by means of cluster analysis. Associations between crash clusters and licensing status (including none), licensing duration and alcohol involvement were also measured.

RESULTS

Five clusters were identified, typical of one or some specific crash type(s): single-vehicle in sparsely populated areas, front-on collisions, crashes at dawn or at dusk, turning, cars of later model, crashes in urban areas and speed limits below 50 km/h. Clusters differ in consequences and in the proportions of alcohol impaired drivers involved but not regarding proportions of novice drivers. Unlicensed drivers were found in excess in some clusters (especially single and night time crashes).

CONCLUSION

Young drivers are involved in crashes leading to injuries in rather specific circumstances. For some of them, novice drivers or even unlicensed drivers are over-represented, which points to the need for targeted counter-measures, alongside those general ones already in place.

Risk factors for urban road traffic injuries in Hangzhou, China

OBJECTIVE

To investigate factors that most influence urban road traffic injuries (RTI) mortality and morbidity.

METHODS

The study used linked police and hospital records of RTI patients in the city of Hangzhou during the 3-year period 2004-2006. Three RTI outcome groups were included: (1) fatally injured; (2) severely injured; and (3) mildly injured persons.

RESULTS

High risks for fatal road traffic accidents (RTA) were found on urban links, over weekend, during night hours, in male drivers who drove old vehicles without using seat belts, and at exceeding speeds, or with night time accidents and bad weather condition. In case of higher risk for all urban road users on urban junctions, the numbers on mildly injury cases were increasing. The highest combined risk for dying or being severely injured was found in male drivers driving at excessive speed, on urban links, and with night time accidents.

CONCLUSIONS

Intensifying safety education of motor vehicle drivers, enhancing traffic management and keeping balance of "person-vehicle-road" system will greatly reduce the urban traffic accidents and casualties.

Unlicensed teenaged drivers: who are they, and how do they behave when they are behind the wheel?

OBJECTIVE

The objective of this study was to determine the prevalence and associated risk factors for unlicensed driving among 9th- through 11th-graders.

METHODS

A nationally representative school-based survey of 5665 9th-, 10th-, and 11th-graders ascertained whether students engaged in unlicensed driving and determined associated driving behaviors, risk behaviors, and demographic factors. Unlicensed driving, defined as not having any type of license and "driving on [one's] own" as opposed to learning to drive, or not driving yet was ascertained.

RESULTS

One (4.2%) in 25 US 9th- through 11th-graders reported that they drove at least 1 hour/week without a license. Unlicensed drivers were more likely to identify as being black or Hispanic, to live in rural or central city districts, and to report lower grades in school. No relationship was found between license status and reported crashes; however, unlicensed teenaged drivers were less likely to report seat belt use, more likely to report driving while under the influence of alcohol or drugs, and more likely to report more trips without a purpose. One fourth (28%) of them had taken a driver's education class, and one half (50%) reported parents as most helpful in learning to drive. Two thirds (66%) of the unlicensed drivers reported most often using a vehicle that others usually drive.

CONCLUSIONS

Considering the high burden of teen crashes, it is important to reach and deliver effective anticipatory guidance to unlicensed teenaged drivers who are at high risk for unsafe driving practices. Parents and driver's education instructors have contact with many of these unlicensed drivers. Clinicians, particularly those in rural and central city districts, should discuss unlicensed driving starting before the legal age of driving while screening for other health risk behaviors. Additional research is needed for better understanding of barriers to licensing among the teen population of licensing age.

Young female drivers in fatal crashes: recent trends, 1995-2004

OBJECTIVE

Motor vehicle crashes are the leading cause of death for 15-to 20-year-olds. In 2004, nearly 8,000 15to 20-year-old drivers were killed in crashes. Epidemiologic studies repeatedly identify overrepresentation of young males in fatal crashes. Recent studies of young females and risk-taking behaviors (drug use, violent crime, risky sexual behavior) show unfavorable trends. The objective of this study is to study the extent of contribution of young female drivers to national fatal crashes over and to uncover unfavorable trends linked to risky driving behavior.

METHODS

Data from the National Highway Traffic Safety Administration's Fatal Analysis Reporting System (FARS) on drivers in crashes with one or more fatalities during 1995-2004 were studied. Five age groups were used: 16, 17, 18, 19-20, and 21-24 years. Linear regression was used to measure trends over time. The regression results represent differences in proportions and changes in proportion of crashes that fell into specified categories. The FARS multiple imputation data sets was used to estimate the proportion of drivers with positive blood alcohol, and variance estimates were corrected for the imputation procedure.

RESULTS

In all, 139,000 fatal crashes involving the noted age groups occurred over 10 years. Safety restraint use: Females had more safety restraint use (by 17.8%) but a smaller increase in use over time. Driver's license validity: The percentage of valid licensure decreased over the study for young males and females both in the general population and among drivers in fatal crashes. Single-vehicle crashes: A lower proportion of female drivers (8.9% fewer) were involved in single-vehicle fatal crashes. This proportion changed little over the study period. Alcohol use: Females had a 16.7% lower proportion than males of alcohol involvement in fatal crashes. This lower proportion was seen throughout the age groups. When accounting for change over the study period, female drivers had a similar to male increase in alcohol-involved fatal crashes. Presence of peer passengers: Female drivers were less likely to have age peers as passengers.

CONCLUSIONS

While young male drivers surpass young females in number of fatal crashes, there are unfavorable trends linked to crash fatalities in young females. Our results suggest a smaller increase in safety restraint use, proportional decrease in license validity, and an increase in rate of alcohol-involved fatal crashes that approaches that seen in young males. These findings have considerable implications for future traffic safety social marketing campaigns, programs, and interventions.

Prevalence of impaired driving behaviors in a diverse, rural, southern middle school

Little research has been reported on the risky behaviors of pre-driving adolescents revolving around alcohol use, in particular impaired driving behaviors, which in general have been shown to be higher in rural areas. This study investigated the prevalence of drinking while driving and riding with a drinking driver among 290 middle school students in a Mississippi Delta area middle school. Just under half (45.3%) responded that at least once in the past 30 days they had ridden with a drinking driver and 17% indicated they had driven an automobile after drinking alcohol. The prevalence of underage drinking, driving under the influence of alcohol, and riding with a drinking driver among our sample of middle school students is alarming. This study shows alcohol-related driving behaviors are not solely performed by those who are legally licensed to drive, but simply by those who have access to vehicles. The authors recommend that prevention programs focusing on reducing the incidence of impaired driving should start in early adolescence.