scholarly journals Traffic Crash Victimizations of California Children and Teenagers by Drinking Over-21 Drivers

2009 ◽  
Vol 7 (2) ◽  
pp. 56-66 ◽  
Author(s):  
Mike Males
Keyword(s):  
Traffic Safety ◽  
Injury Severity ◽  
Reporting System ◽  
The Other ◽  
Drinking And Driving ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Traffic Crash ◽  
Fatal Crashes ◽  
Teenage Drivers

Underaged drinking‖ by Californians younger than 21 generates perpetual concern, but the toll ―overaged drinkers‖ 21 and older inflict on children and teenagers has not been quantified. This study extracts Fatality Analysis Reporting System crash cases involving California drivers testing positive for alcohol use along with those of the other drivers, passengers, and nonoccupants in the same crashes for 1998-2007 and arranges them in cross tabulations showing the ages of drinking drivers in fatal crashes by ages, injury severity, and types of victims. National Highway Traffic Safety Administration estimates are used to project all alcohol-related traffic victimizations. Californians age 21 and older who drank and drove caused approximately 235,000 crashes from 1998-2007 victimizing persons under age 20, killing more than 400 children under age 16 and 400 teens age 16-19 and injuring nearly 80,000 children and teens. Drinking over-21 drivers caused most alcohol-related victimizations of teenage vehicle passengers and nonoccupants and victimized more sober teenage drivers than drinking teen drivers victimized sober over-21 drivers. If tabulated as a separate mortality cause, ―overaged drinking and driving‖ would be the fifth leading cause of death to California teens age 16-19 and the sixth leading cause for children ages 1- 15. The findings suggest ―overaged drinking‖ represents as severe a hazard to teenagers as ―underaged drinking.‖

Children, Adolescents, and Advertising

PEDIATRICS ◽  
1995 ◽  
Vol 95 (5) ◽  
pp. 708-708
Author(s):  
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Policy Statement ◽  
Washington Dc ◽  
Department Of Transportation ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Crash Data

The following is a correction to the AAP Policy Statement entitled "Childen, Adolescents, and Advertising" that appeared in the February 1995 issue of Pediatrics (1995:95:295-297). Under the heading entitled Beer and Wine on page 296, the statistic should have read "In 1993, 3137 young people who were 16 to 24 years of age died in alcohol-related motor vehicle crashes." Also, on page 297, Reference 19 should be changed to the following: National Center for Statistics and Analysis. National Highway Traffic Safety Administration. Traffic Safety Facts 1993: A Compilation of Motor Vehicle Crash Data From the Fatal Accident Reporting System and the General Estimates System. Washington, DC: National Center for Statistics and Analysis; 1993. US Department of Transportation publication DOT HS 808 169.

scholarly journals Alcohol Ignition Interlocks: Magic Bullet or Poison Pill?

2002 ◽  
Vol 2 ◽  
Author(s):  
Gregory T. Neugebauer
Keyword(s):  
Traffic Safety ◽  
Driving Under The Influence ◽  
Magic Bullet ◽  
Drinking And Driving ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
National Highway ◽  
Poison Pill ◽  
As If

 The National Highway Traffic Safety Administration ("NHTSA") recently published some sobering statistics on drinking and driving. [1] A person dies on America’s highways in an alcohol-related fatality every 33 minutes. A person is injured every 2 minutes. Approximately one third of all Americans will experience an alcohol-related crash at least once in their lives. A staggering 1.4 million people "one for every 132 licensed drivers" were arrested for driving under the influence in 1998 alone. As if this human toll is not alarming enough, alcohol-related crashes cost Americans over $100 billion annually.

Rear-facing versus forward-facing child restraints: an updated assessment

2017 ◽  
Vol 24 (1) ◽  
pp. 55-59 ◽  
Author(s):  
Timothy L McMurry ◽  
Kristy B Arbogast ◽  
Christopher P Sherwood ◽  
Federico Vaca ◽  
Marilyn Bull ◽  
...  
Keyword(s):  
Traffic Safety ◽  
Statistical Power ◽  
Field Data ◽  
Injury Severity ◽  
Highway Traffic ◽  
Sampling System ◽  
National Highway Traffic Safety ◽  
Injury Rates ◽  
Field Evidence ◽  
Child Restraint

ObjectivesThe National Highway Traffic Safety Administration and the American Academy of Pediatrics recommend children be placed in rear-facing child restraint systems (RFCRS) until at least age 2. These recommendations are based on laboratory biomechanical tests and field data analyses. Due to concerns raised by an independent researcher, we re-evaluated the field evidence in favour of RFCRS using the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) database.MethodsChildren aged 0 or 1 year old (0–23 months) riding in either rear-facing or forward-facing child restraint systems (FFCRS) were selected from the NASS-CDS database, and injury rates were compared by seat orientation using survey-weighted χ2 tests. In order to compare with previous work, we analysed NASS-CDS years 1988–2003, and then updated the analyses to include all available data using NASS-CDS years 1988–2015.ResultsYears 1988–2015 of NASS-CDS contained 1107 children aged 0 or 1 year old meeting inclusion criteria, with 47 of these children sustaining injuries with Injury Severity Score of at least 9. Both 0-year-old and 1-year-old children in RFCRS had lower rates of injury than children in FFCRS, but the available sample size was too small for reasonable statistical power or to allow meaningful regression controlling for covariates.ConclusionsNon-US field data and laboratory tests support the recommendation that children be kept in RFCRS for as long as possible, but the US NASS-CDS field data are too limited to serve as a strong statistical basis for these recommendations.

Characteristics of Recent Vehicle-Related Fatalities during Active Precipitation in the United States

2019 ◽  
Vol 11 (4) ◽  
pp. 935-952 ◽  
Author(s):  
Dana M. Tobin ◽  
Matthew R. Kumjian ◽  
Alan W. Black
Keyword(s):  
Traffic Safety ◽  
The United States ◽  
Atmospheric Conditions ◽  
Highway Traffic ◽  
Freezing Rain ◽  
National Highway Traffic Safety ◽  
Diurnal Variability ◽  
Fatal Crashes ◽  
Precipitation Type ◽  
Good Agreement

Abstract Data from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database were used to identify vehicle-related fatalities that occurred during active precipitation from 2013 to 2017. Changes to FARS for 2013–present allow the identification of freezing rain, in addition to rain, snow, sleet, and precipitation mixtures as prevailing precrash atmospheric conditions. The characteristics of vehicle-related fatalities for each precipitation type identified in FARS were assessed in terms of total numbers, roadway surface conditions, location, and annual and diurnal variability. Vehicle-related fatalities were also matched to nearby Automated Surface Observing System (ASOS) and Automated Weather Observing System (AWOS) precipitation-type reports to determine their agreement with precipitation types documented in FARS. Of the vehicle-related fatalities examined, 8.6% occurred during precipitation, with these fatalities further divided by precipitation type of approximately 81% rain, 14% snow, and 5% sleet, freezing rain, and mixtures of precipitation. Unexpected discrepancies between the numbers of sleet- versus freezing-rain-related fatalities reveal that caution should be taken when using FARS to identify these precipitation types. ASOS/AWOS precipitation-type reports have moderate agreement with FARS at 20 mi (32.2 km), and are capable of distinguishing precipitation and nonprecipitation indicated in FARS. Rain and snow have good agreement between the databases, whereas sleet, freezing rain, and precipitation mixtures have significantly reduced agreement due to a combination of ASOS/AWOS limitations and suspected FARS limitations. To provide a more accurate account of precipitation types for fatal crashes, the use of crashes where FARS-identified precipitation types are confirmed by nearby ASOS/AWOS reports is suggested.

scholarly journals Evaluating the Potential Benefits of Advanced Automatic Crash Notification

2017 ◽  
Vol 32 (2) ◽  
pp. 156-164 ◽  
Author(s):  
Rebecca E. Plevin ◽  
Robert Kaufman ◽  
Laura Fraade-Blanar ◽  
Eileen M. Bulger
Keyword(s):  
Traffic Safety ◽  
Trauma Center ◽  
Motor Vehicle ◽  
Highway Traffic ◽  
Time Data ◽  
Time Segment ◽  
National Highway Traffic Safety ◽  
Fatal Crashes ◽  
Potential Benefits ◽  
Prehospital Time

AbstractObjectiveAdvanced Automatic Collision Notification (AACN) services in passenger vehicles capture crash data during collisions that could be transferred to Emergency Medical Services (EMS) providers. This study explored how EMS response times and other crash factors impacted the odds of fatality. The goal was to determine if information transmitted by AACN could help decrease mortality by allowing EMS providers to be better prepared upon arrival at the scene of a collision.MethodsThe Crash Injury Research and Engineering Network (CIREN) database of the US Department of Transportation/National Highway Traffic Safety Administration (USDOT/NHTSA; Washington DC, USA) was searched for all fatal crashes between 1996 and 2012. The CIREN database also was searched for illustrative cases. The NHTSA’s Fatal Analysis Reporting System (FARS) and National Automotive Sampling System Crashworthiness Data System (NASS CDS) databases were queried for all fatal crashes between 2000 and 2011 that involved a passenger vehicle. Detailed EMS time data were divided into prehospital time segments and analyzed descriptively as well as via multiple logistic regression models.ResultsThe CIREN data showed that longer times from the collision to notification of EMS providers were associated with more frequent invasive interventions within the first three hours of hospital admission and more transfers from a regional hospital to a trauma center. The NASS CDS and FARS data showed that rural collisions with crash-notification times >30 minutes were more likely to be fatal than collisions with similar crash-notification times occurring in urban environments. The majority of a patient’s prehospital time occurred between the arrival of EMS providers on-scene and arrival at a hospital. The need for extrication increased the on-scene time segment as well as total prehospital time.ConclusionAn AACN may help decrease mortality following a motor vehicle collision (MVC) by alerting EMS providers earlier and helping them discern when specialized equipment will be necessary in order to quickly extricate patients from the collision site and facilitate expeditious transfer to an appropriate hospital or trauma center.PlevinRE, KaufmanR, Fraade-BlanarL, BulgerEM. Evaluating the potential benefits of advanced automatic crash notification. Prehosp Disaster Med. 2017;32(2):156–164.

Fire truck crashes with apparatus driver fatalities: Fatality Analysis Report System (FARS): 1991-2000

2004 ◽  
Vol 2 (2) ◽  
pp. 52
Author(s):  
Steven L. Proudfoot ◽  
Edward Lee Husting, PhD, MPH
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Seat Belts ◽  
Highway Traffic ◽  
Fair Weather ◽  
Driver Training ◽  
Related Factors ◽  
National Highway Traffic Safety ◽  
Rural Roads ◽  
Report System

This analysis reports crashes in which firefighters were killed on fire apparatus. The National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) from 1991 through 2000 included 33 incidents with 38 firefighter fatalities, including 23 apparatus drivers. Crashes increased steadily from two in 1991 to six in 2000. The average age of the victims was 37.7 years and the average of the drivers was 38.3. Alcohol was a possible factor in two incidents. The most commonly cited driver-related factors are “failure to keep in proper lane or running off road” and “driving too fast for conditions or in excess of posted speed limit.” Of 33 total incidents, 25 involved rollover. In 19 crashes involving rollover in which the apparatus drivers were killed, 12 drivers were either totally or partially ejected from the vehicle. Eleven were not wearing restraints. Twelve of the drivers were killed while using lights and sirens. Most fatalities took place on dry roads, in fair weather, during daylight hours. Twenty-one of 23 incidents occurred on rural roads. In 11 of the incidents, the driver was the sole vehicle occupant. Drivers should wear seat belts and adjust for vehicle limitations and hazardous conditions. Semiannual refresher driver training is recommended.

Roof Strength: A Factor in Rollover Injuries

2000 ◽  
Author(s):  
Stephen R. Syson
Keyword(s):  
Traffic Safety ◽  
Relative Frequency ◽  
Reporting System ◽  
Highway Traffic ◽  
Passenger Cars ◽  
National Highway Traffic Safety ◽  
Light Trucks ◽  
Roof Strength ◽  
Involvement Rate ◽  
Serious Injuries

Abstract Recently, the National Highway Traffic Safety Administration (NHTSA) reported that injuries and fatalities in rollover continue to be a serious problem out of proportion with the relative frequency of such incidents. (Summers, 1997) On average, 7,797 annual rollover involved fatalities were reported by the Fatal Accident Reporting System (FARS), between 1988 and 1994. There were also between 43,000 and 58,000 annual rollover involved incapacitating injuries between 1988 and 1994, as reported by NASS GES. Approximately 16 percent of serious injuries to passenger car occupants and 42 percent of serious injuries to light truck occupants occurred in vehicles that rolled over. Light trucks, including vans, experienced the highest rollover involvement rate, 25.9 percent, compared to 15.3 percent for passenger cars.

scholarly journals Driving Blind: Weather-Related Vision Hazards and Fatal Motor Vehicle Crashes

2015 ◽  
Vol 96 (5) ◽  
pp. 755-778 ◽  
Author(s):  
Walker S. Ashley ◽  
Stephen Strader ◽  
Douglas C. Dziubla ◽  
Alex Haberlie
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
The United States ◽  
Motor Vehicle Crash ◽  
Annual Number ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Fatal Crashes ◽  
Vehicular Crashes ◽  
National Analysis

Abstract Visibility-related weather hazards have significant impacts on motor vehicle operators because of decreased driver vision, reduced roadway speed, amplified speed variability, and elevated crash risk. This research presents a national analysis of fog-, smoke-, and dust storm–associated vehicular fatalities in the United States. Initially, a database of weather-related motor vehicle crash fatalities from 1994 to 2011 is constructed from National Highway Traffic Safety Administration data. Thereafter, spatiotemporal analyses of visibility-related (crashes where a vision hazard was reported at time of event) and vision-obscured (driver’s vision was recorded as obscured by weather, and a weather-related vision hazard was reported) fatal vehicular crashes are presented. Results reveal that the annual number of fatalities associated with weather-related, vision-obscured vehicular crashes is comparable to those of more notable and captivating hazards such as tornadoes, floods, tropical cyclones, and lightning. The majority of these vision-obscured crash fatalities occurred in fog, on state and U.S. numbered highways, during the cool season and during the morning commuting hours of 0500 to 0800 local time. Areas that experience the greatest frequencies of vision-obscured fatal crashes are located in the Central Valley of California, Appalachian Mountain and mid-Atlantic region, the Midwest, and along the Gulf Coast. From 2007 to 2011, 72% of all vision-obscured fatal crashes occurred when there was no National Weather Service weather-related visibility advisory in effect. The deadliest weather-related visibility hazard crashes during the period are exhibited, revealing a spectrum of environmental and geographical settings that can trigger these high-end events.

Multiple Correspondence Analysis of Wrong-Way Driving Fatal Crashes on Freeways

2021 ◽  
pp. 036119812110152
Author(s):  
Yukun Song ◽  
Huaguo Zhou ◽  
Qing Chang ◽  
Mohammad Jalayer
Keyword(s):  
Correspondence Analysis ◽  
Traffic Safety ◽  
Rural Areas ◽  
Urban Areas ◽  
Multiple Correspondence Analysis ◽  
Standard Procedure ◽  
Driving Under The Influence ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Fatal Crashes

The objective of this study is to identify clusters of contributing factors associated with the occurrence of wrong-way driving (WWD) fatal crashes on freeways using the multiple correspondence analysis (MCA) method based on the Burt matrix with an adjustment of inertias. A total of 14 years (2004–2017) of WWD fatal crash data were extracted from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) database. A standard procedure was developed to extract the WWD crash information (including a total of 3,817 crashes) on freeways from the FARS. Each crash contains various characteristics of crashes, vehicles, and drivers, for example, crash time, crash location, vehicle type, driver age, and so forth. The MCA analysis used a total of 19 key variables with 67 defined categories. The results of this study indicate that four clusters of factors which, when combined, might contribute to the occurrence of some WWD fatal crashes. These four clusters were: (1) younger drivers, driving under the influence (DUI), midnight/early morning, lower speed limit (45–50 mph), urban areas, and street lighting; (2) older drivers, non-DUI drivers, and daylight; (3) dark/no light, 18:00 to 23:59 p.m., higher speed limits (65 mph or more), and rural areas; and (4) rain/snow/sleet/hail/fog, and wet road surface.

scholarly journals Investigation of the Relationship between Rainfall and Fatal Crashes in Texas, 1994–2018

2020 ◽  
Vol 12 (19) ◽  
pp. 7976
Author(s):  
Zhongyu Han ◽  
Hatim O. Sharif
Keyword(s):  
Relative Risk ◽  
Time Scales ◽  
Traffic Safety ◽  
Speed Limit ◽  
Highway Traffic ◽  
Related Factors ◽  
National Highway Traffic Safety ◽  
Fatal Crash ◽  
Fatal Crashes ◽  
The Impact

Understanding how crash factors are impacted by rain is critical to road safety planning and management. This study assesses the impact of rain on traffic safety by conducting an analysis of the fatal crashes related to rain in Texas from 1994 to 2018. The fatal crash data was gathered from the Fatality Analysis Reporting System (FARS) database maintained by the National Highway Traffic Safety Administration (NHTSA). Environmental variables used in the analysis include month of the year, time of the day, temperature, and weather condition. The roadway-related factors identified include the posted speed limit, the number of lanes, route sign, and Vehicle Miles Traveled (VMT). The driver-related factors identified include age, gender, and the number of licensed drivers in total. Relative risk analysis was performed to statistically quantify the impact of rainy conditions at the hourly and monthly time scales. On average, rain-related fatal crashes represented about 6.8% of the total fatal crashes. However, the proportion shows higher variability at the annual, monthly, and hourly time scales and seems to be influenced by other factors such as the age and gender of the driver, type of the road, and posted roadway speed limit. Total and rain-related crashes show statistically significant decreasing trends when normalized by the total number of licensed drivers or vehicle miles travelled. The relative risk of a fatal crash during rainy conditions was always greater than 1.0 at hourly, monthly, and annual time scales. However, it shows significant variability at the monthly (1.07 to 2.78) and hourly scales (1.35 to 2.57). The relative risk is higher in less urbanized and drier counties, in general. Gender and age analysis reveals that male and young drivers are more likely to be involved in a fatal crash but less likely to be killed in the crash.

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