scholarly journals Trends in school-age pedestrian and pedalcyclist crashes in the USA: 26 states, 2000–2014

2019 ◽  
Vol 26 (5) ◽  
pp. 448-455 ◽  
Author(s):  
Katherine C Wheeler-Martin ◽  
Allison E Curry ◽  
Kristina B Metzger ◽  
Charles J DiMaggio
Keyword(s):  
Hierarchical Linear Modeling ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
School Age Children ◽  
School Age ◽  
Vehicle Crashes ◽  
Crash Data ◽  
Crash Rates ◽  
The Usa ◽  
Pedestrian Crashes

BackgroundDespite substantial progress, motor vehicle crashes remain a leading killer of US children. Previously, we documented significant positive impacts of Safe Routes to School interventions on school-age pedestrian and pedalcyclist crashes.ObjectiveTo expand our analysis of US trends in motor vehicle crashes involving school-age pedestrians and pedalcyclists, exploring heterogeneity by age and geography.MethodsWe obtained recent police-reported crash data from 26 states, calculating population rates of pedestrian and pedalcyclist crashes, crash fatality rates and pedestrian commuter-adjusted crash rates (‘pedestrian danger index’) for school-age children as compared with other age groups. We estimated national and statewide trends by age, injury status, day and travel hour using hierarchical linear modeling.ResultsSchool-age children accounted for nearly one in three pedestrians and one in two pedalcyclists struck in motor vehicle crashes from 2000 to 2014. Yet, the rates of these crashes declined 40% and 53%, respectively, over that time, on average, even as adult rates rose. Average crash rates varied geographically from 24.4 to 100.8 pedestrians and 15.6 to 56.7 pedalcyclists struck per 100 000 youth. Crash rates and fatality rates were inversely correlated.ConclusionsDespite recent increases in adult pedestrian crashes, school-age and younger pedestrians experienced ongoing declines in motor vehicle crashes through 2014 across the USA. There was no evidence of displacement in crash severity; declines were observed in all outcomes. The growing body of state crash data resources can present analytic challenges but also provides unique insights into national and local pedestrian crash trends for all crash outcomes.

scholarly journals Effects of Rainfall on Vehicle Crashes in Six U.S. States

2016 ◽  
Vol 9 (1) ◽  
pp. 53-70 ◽  
Author(s):  
Alan W. Black ◽  
Gabriele Villarini ◽  
Thomas L. Mote
Keyword(s):  
Relative Risk ◽  
Motor Vehicle ◽  
Daily Rainfall ◽  
Crash Risk ◽  
Matched Pair ◽  
Vehicle Crashes ◽  
Injury Rates ◽  
Crash Data ◽  
Crash Rates ◽  
Matched Pair Analysis

Abstract Rainfall is one of many types of weather hazard that can lead to motor vehicle crashes. To better understand the link between rainfall and crash rates, daily gridded precipitation data and automobile crash data are gathered for six U.S. states (Arkansas, Georgia, Illinois, Maryland, Minnesota, Ohio) for the period 1996–2010. A matched pair analysis is used to pair rainfall days with dry days to determine the relative risk of crash, injury, and fatality. Overall, there is a statistically significant increase in crash and injury rates during rainfall days of 10% and 8%, respectively, leading to an additional 28 000 crashes and 12 000 injuries in the 1 May–30 September period each year relative to what would be expected if those days were dry. The risk of crashes and injuries increases for increasing daily rainfall totals, with an overall increase in crashes and injuries of 51% and 38% during days with more than 50 mm (2 in.) of rainfall. While urban counties and rural counties with and without interstates each saw increased crash risk during rainfall, urban counties saw the most significant increases in relative risk. There are a number of exceptions to these broad spatial patterns, indicating that relative risk varies in ways that are not explained solely by meteorological factors.

Motor Vehicle Crashes Involving Railroad Crossing Signal Masts and Guardrails

2019 ◽  
Vol 2673 (12) ◽  
pp. 191-203
Author(s):  
Justin D. Cyr ◽  
John W. Shaw ◽  
Peter T. Savolainen
Keyword(s):  
United States ◽  
Regression Models ◽  
Injury Severity ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Future Research ◽  
Vehicle Crashes ◽  
Principal Element ◽  
Crash Rates ◽  
Serious Injuries

The installation of “active” warning devices, such as crossing signals and gates, is a principal element of state and federal railroad crossing safety programs, and their effectiveness in preventing vehicle–train collision is well documented. While most active crossings are occupied by trains only a few minutes each day, non-crashworthy items are frequently present at active crossings including crossing signal masts, crossing gate mechanisms, cantilever supports, and signal controller bungalows. Various agencies utilize longitudinal guardrail systems to protect errant motorists from striking non-frangible crossing signal hardware. This study sought to determine whether such guardrails influence the prevalence and severity of motor vehicle strikes involving crossing hardware. A review of 10 years of police crash-report narratives in Iowa, United States (U.S.) indicates an average of 15.6 crashes per year at 1,853 crossings involving signal masts, signal guardrails, or related infrastructure. Over this period, one fatality and five serious injuries occurred as a result of these crashes. The crash-injury severity distributions appeared similar in crashes with and without guardrail, and regression models showed that guardrail presence did not affect the rate of crashes involving railroad apparatus. Although the use of longitudinal guardrail systems did not appear to have a strong effect on crash rates or severity at active grade crossings, other methods for reducing crash prevalence and severity could be explored in future research, such as the development of crashworthy signal assemblies for flashing-signal-only crossings and the redesign of gate and cantilever supports to increase separation from the traveled way.

Children in Alcohol-Related Motor Vehicle Crashes

PEDIATRICS ◽  
1986 ◽  
Vol 77 (6) ◽  
pp. 870-872
Author(s):  
Lewis H. Margolis ◽  
Jonathan Kotch ◽  
John H. Lacey
Keyword(s):  
North Carolina ◽  
Health Care Providers ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Vehicle Crashes ◽  
Drinking And Driving ◽  
Care Providers ◽  
Traffic Crash ◽  
Crash Data ◽  
Alcohol Control

Review of North Carolina traffic crash data revealed that alcohol use, although associated with 7.9% of motor vehicle crashes involving children, accounted for 15.4% of the motor vehicle-related deaths and 10.4% of the injuries. The largest proportion of these deaths were child passengers in a vehicle in which the driver had been drinking, followed by child passengers in multiple-vehicle crashes in which the other driver had been drinking. The smallest proportion of deaths were child pedestrians. These findings suggest that, in addition to supporting more stringent alcohol control legislation, health care providers should be admonishing parents about the deadly hazards of drinking and driving to the children in their care.

Evaluation of Lane Reduction “Road Diet” Measures on Crashes and Injuries

2002 ◽  
Vol 1784 (1) ◽  
pp. 80-90 ◽  
Author(s):  
Herman F. Huang ◽  
J. Richard Stewart ◽  
Charles V. Zegeer
Keyword(s):  
Negative Binomial ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Separate Analysis ◽  
Vehicle Crashes ◽  
Significant Treatment ◽  
Crash Data ◽  
Before And After ◽  
Vehicle Capacity ◽  
Matched Comparison

“Road diets” are often conversions of four-lane undivided roads into three lanes (two through lanes plus a center turn lane). The fourth lane may be converted to bicycle lanes, sidewalks, or on-street parking. Road diets are sometimes implemented with the objective of reducing vehicle speeds as well as the number of motor vehicle crashes and injuries. A study was conducted to investigate the actual effects of road diets on motor vehicle crashes and injuries. Twelve road diets and 25 comparison sites in California and Washington cities were analyzed. Crash data were obtained for these road diet (2,068 crashes) and comparison sites (8,556 crashes). A “before” and “after” analysis using a “yoked comparison” study design found that the percent of road diet crashes occurring during the “after” period was about 6% lower than that of the matched comparison sites. However, a separate analysis in which a negative binomial model was used to control for possible differential changes in average daily traffic, study period, and other factors indicated no significant treatment effect. Crash severity was virtually the same at road diets and comparison sites. There were some differences in crash type distributions between road diets and comparison sites, but not between the “before” and “after” periods. Conversion to a road diet should be made on a case-by-case basis in which traffic flow, vehicle capacity, and safety are all considered. It is also recommended that the effects of road diets be further evaluated under a variety of traffic and roadway conditions.

634 Impact of Changing School Start Times on Drowsy Driving and Teen Motor Vehicle Crashes: A Longitudinal Examination

SLEEP ◽  
2021 ◽  
Vol 44 (Supplement_2) ◽  
pp. A248-A249
Author(s):  
Lisa Meltzer ◽  
Sarah Rizvi ◽  
Julie Chapman
Keyword(s):  
High School ◽  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Vehicle Crashes ◽  
Department Of Transportation ◽  
Drowsy Driving ◽  
Crash Rates ◽  
Adolescent Sleep ◽  
School Start Times

Abstract Introduction Early high school start times are associated with insufficient adolescent sleep, which in turn is associated with motor vehicle crashes [MVC]. This analysis examined the impact of a 70-minute delay in high school start times on student-reported drowsy driving and department of transportation MVC rates before and for 2 years after start time changes. Methods Self-reported sleep duration and drowsy driving data were drawn from a longitudinal study of changing high school start times (n=2099–4092/year) in the Cherry Creek School District (Arapahoe County [AC]). The Colorado Department of Transportation provided frequency/timing of weekday MVC data for teen (16–18 years) and adult drivers in AC and four neighboring counties in metro Denver (Other Counties [OC]). MVC rates per 1000 licensed drivers were calculated. Outcomes are reported for three school years: 2016–17 (pre-change), 2017–18 (post change), and 2018–19 (follow-up). Chi-square analyses examined drowsy driving frequency (at least once/week vs. less than once/week) by sufficient weeknight sleep duration (<8 hours vs. 8+ hours). Two-proportion z-tests compared MVC rates by county, as well as teens vs. adults. Results Compared to pre-change (29.3%), fewer students reported drowsy driving at post-change (20.3%) and follow-up (23.7%). Students who reported insufficient sleep also reported more frequent drowsy driving across all years (p’s<0.001 to 0.037). AC’s teen crash rate decreased from 78.9/1000 to 76.6/1000 post-change, with a further reduction to 68.7/1000 at follow-up. Pre-change crash rates did not differ between counties (p=0.444); however, they were significantly lower in AC vs. OC at both post-change (p=0.048) and follow-up (p=0.046). Adult crash rates remained consistent over three years in both counties. Morning crash rates per hour did not differ pre-change; at both post-change and follow-up OC’s morning crash rates peaked one hour earlier than AC’s (7:00-7:59am vs. 8:00-8:59am). Conclusion This study extends previous reports by finding that later school start times are associated with decreased drowsy driving and fewer teen motor vehicle crash rates for up to 2 years post-change. Early school start times is an important public policy that benefits adolescent sleep, health, and well-being through decreased drowsy driving and motor vehicle crashes. Support (if any) Robert Wood Johnson Foundation’s Evidence for Action Program

Impact of Partial Graduated Driver’s License Program on Teen Motor Vehicle Crashes in Kentucky

2001 ◽  
Vol 1779 (1) ◽  
pp. 54-60 ◽  
Author(s):  
Kenneth R. Agent ◽  
Lorena Steenbergen ◽  
Jerry G. Pigman ◽  
Pamela Stinson Kidd ◽  
Carrie McCoy ◽  
...  
Keyword(s):  
Motor Vehicle ◽  
Motor Vehicle Crashes ◽  
Vehicle Crashes ◽  
Similar Reduction ◽  
Crash Data ◽  
Fatal Crashes ◽  
Driver's License ◽  
Annual Reduction ◽  
Using Data ◽  
Driver Licensing

Teen-driver motor vehicle crashes (MVCs), MVC-related injuries, and MVC-related costs before (1993-1995) and after (1997-1999) the implementation of the teen driver licensing (TDL) program in Kentucky are evaluated. Data collected as part of the study are used to recommend actions to enhance the effectiveness of Kentucky’s TDL program. The study involved the analysis of teen crash data pre-TDL and post-TDL by using data from the Kentucky Accident Reporting System database and the Kentucky Transportation Cabinet driver license file. The study also involved analysis of crash data in relation to crash costs by using the CrashCost software program. Findings indicate that implementation of the TDL program in Kentucky resulted in a substantial (32 percent) reduction in MVC rates for 16-year-old drivers from before the TDL program and a similar reduction in crashes after midnight, fatal crashes, and injury crashes for the 16-year-old age group. Cost analysis indicates an estimated annual reduction of $34.2 million in 16-year-old teen-driver MVC-related expenses. However, after a dramatic reduction in the number of crashes for ages 16 to 16.5 (learner permit stage), the number of crashes rose sharply for ages 16.5 to 17, when drivers may have progressed to independent driving. There were no decreases in crash rates for 17- and 18-year-old drivers under the TDL program. Results from this study indicate a need for more effective measures to decrease MVCs for ages 16.5 to 18, such as upgrading to a full graduated driver licensing program.

Ridesharing and motor vehicle crashes: a spatial ecological case-crossover study of trip-level data

2020 ◽  
pp. injuryprev-2020-043644 ◽  
Author(s):  
Christopher N Morrison ◽  
Christina Mehranbod ◽  
Muhire Kwizera ◽  
Andrew G Rundle ◽  
Katherine M Keyes ◽  
...  
Keyword(s):  
New York ◽  
Motor Vehicle ◽  
Conditional Logistic Regression ◽  
Motor Vehicle Crashes ◽  
Vehicle Crashes ◽  
Logistic Regression Models ◽  
Crash Data ◽  
Pedestrian Injury ◽  
Motor Vehicle Injury ◽  
Injury Burden

BackgroundRidesharing services (eg, Uber, Lyft) have facilitated over 11 billion trips worldwide since operations began in 2010, but the impacts of ridesharing on motor vehicle injury crashes are largely unknown.—MethodsThis spatial ecological case-cross over used highly spatially and temporally resolved trip-level rideshare data and incident-level injury crash data for New York City (NYC) for 2017 and 2018. The space-time units of analysis were NYC taxi zone polygons partitioned into hours. For each taxi zone-hour we calculated counts of rideshare trip origins and rideshare trip destinations. Case units were taxi zone-hours in which any motor vehicle injury crash occurred, and matched control units were the same taxi zone from 1 week before (−168 hours) and 1 week after (+168 hours) the case unit. Conditional logistic regression models estimated the odds of observing a crash (separated into all injury crashes, motorist injury crashes, pedestrian injury crashes, cyclist injury crashes) relative to rideshare trip counts. Models controlled for taxi trips and other theoretically relevant covariates (eg, precipitation, holidays).ResultsEach additional 100 rideshare trips originating within a taxi zone-hour was associated with 4.6% increased odds of observing any injury crash compared with the control taxi zone-hours (OR=1.046; 95% CI 1.032 to 1.060). Associations were detected for motorist injury and pedestrian injury crashes, but not cyclist injury crashes. Findings were substantively similar for analyses conducted using trip destinations as the exposure of interest.ConclusionsRidesharing contributes to increased injury burden due to motor vehicle crashes, particularly for motorist and pedestrian injury crashes at trip nodes.

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