Effect of Florida's graduated licensing program on the crash rate of teenage drivers

On 1 July 1996, Florida instituted a graduated licensing program for drivers younger than age 18. For the first 3 months, holders of learner's licenses are not allowed to drive at all between 19:00 and 06:00 h; thereafter, they may drive until 22:00 h. Learner's licenses must be held for 6 months prior to eligibility for the intermediate license. Sixteen-year-old intermediate license holders are not permitted to drive unsupervised from 23:00 to 06:00 h, 17 year-olds from 01:00 to 06:00 h. All drivers younger than 18 have strict limits on the number of traffic violations they can accumulate and, effective 1 January 1997, all drivers younger than 21 are subject to a zero tolerance law for drinking and driving. Florida crash data for 1995-1997 were obtained and compared with similar data from Alabama, a state that borders Florida but does not have graduated licensing. For 15, 16, and 17 year-olds combined, there was a 9% reduction in the fatal and injury crash involvement rate in Florida during 1997, the first full year of graduated licensing, compared with 1995. On a percentage basis, crashes declined most among 15 year-olds, followed by 16 year-olds and then 17 year-olds. Reductions were not seen among Alabama teenagers nor among 18 year-olds in Florida.

Prevalence and characteristics of red light running crashes in the United States

About 40% of motor vehicle crashes occur at intersections. In recent years, the number of crashes at traffic signals has increased considerably. A major cause of such crashes is drivers disregarding traffic signals. Despite concerns about the frequent occurrence of red light violations and the significant crash consequences, relatively little is known about the overall prevalence and characteristics of red light running crashes. The present study examines the prevalence of red light running crashes on a national basis and identifies the characteristics of such crashes and the drivers involved. Cities with especially high rates of fatal red light running crashes are identified. Countermeasures to reduce red light running crashes based on collision patterns and characteristics of drivers involved are discussed. It was estimated that about 260000 red light running crashes occur annually in the United States, of which approximately 750 result in fatalities. Comparisons were made between red light running drivers and drivers deemed not to have run red lights in these same crashes. As a group, red light runners were more likely than other drivers to be younger than age 30, male, have prior moving violations and convictions for driving while intoxicated, have invalid driver's licenses, and have consumed alcohol prior to the crash. Comparisons also were made between characteristics of red light runners involved in daytime and nighttime crashes. Nighttime red light runners were more likely than daytime runners to be young, male, and have more deviant characteristics, 53% having high blood alcohol concentrations.

Fatal crash risk for older drivers at intersections

Risk of fatal crash involvement was calculated for older drivers relative to drivers aged 40-49 in the United States during the years 1994-1995. The results indicated that drivers ages 65-69 were 2.26 times more at risk for multiple-vehicle involvements at intersections compared with 1.29 times more at risk in all other situations. The comparable figures for drivers aged 85 and older were 10.62 for multiple-vehicle involvements at intersections compared with 3.74 for all other situations. The relative crash risk was particularly high for older drivers at uncontrolled and stop sign-controlled locations; when traveling straight or when just starting to enter the intersection; and when the specific behavioral error in the crash was failure to yield. Countermeasures will likely involve reducing or simplifying the need to detect and evaluate moving traffic coming from the left and right when at intersections. This can be accomplished by traffic signals with protected left turns, four-way stop signs, and one-way streets. Whereas such devices involve significant cost in terms of dollars and travel delay, their cost-effectiveness may have to be revisited as the United States population continues to age.

Analysis of fatal motorcycle crashes: crash typing

There were 2074 crashes fatal to a motorcycle driver in the United States during 1992. A computer program was developed to convert Fatal Accident Reporting System (FARS) data for these crashes into standard format English language "crash reports". The computer generated reports were analyzed and crash type categories were defined. Five defined crash type categories accounted for 1785 (86%) of the 2074 crash events: Ran off-road (41%); ran traffic control (18%); oncoming or head-on (11%); left-turn oncoming (8%); and motorcyclist down (7%). Alcohol and excessive speed were common factors associated with motorcyclist crash involvement. Left turns and failure to yield were common factors associated with the involvement of other motorists. Suggested countermeasures include helmet use and enforcement of speed and impaired driving laws.

Daylight saving time and motor vehicle crashes: the reduction in pedestrian and vehicle occupant fatalities

Fatal crashes were tabulated for 6-hour periods around sunrise and sunset, from 13 weeks before the fall change to standard time until 9 weeks after the spring change to daylight saving time. Fatal-crash occurrence was related to changes in daylight, whether these changes occurred abruptly with the fall and spring time changes or gradually with the changing seasons of the year. During daylight saving time, which shifts an hour of daylight to the busier evening traffic hours, there were fewer fatal crashes. An estimated 901 fewer fatal crashes (727 involving pedestrians, 174 involving vehicle occupants) might have occurred if daylight saving time had been retained year-round from 1987 through 1991.