Driving experience, crashes and traffic citations of teenage beginning drivers.

Teenagers were surveyed by telephone every 6 months from their freshman to senior high school years (N=911). Self-reported crash involvements and citations were examined for each teenager's first year of licensure and first 3500 miles driven. Based on survival analysis, the risk of a first crash during the first month of licensure (0.053) was substantially higher than during any of the next 11 months (mean risk per month: 0.025). The likelihood of a first citation during the first month of licensure (0.023) also was higher than during any of the subsequent 11 months (mean risk per month: 0.012). Similarly, when viewed as a function of cumulative miles driven, the risk of a first crash or citation was highest during the first 500 miles driven after licensure. Fewer parental restrictions (e.g. no nighttime curfew) and a lower grade point average (GPA) were associated with a higher crash risk. Male gender, a lower GPA and living in a rural area were associated with a higher citation rate.

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.

Effects of enhanced sanctions for high-BAC DWI offenders on case dispositions and rates of recidivism.

High-BAC sanctioning systems seek to reduce recidivism among a high-risk group of impaired drivers. Minnesota's 1998 high-BAC law imposes more severe administrative and court sanctions on offenders with BAC> or =.20 than on offenders with BAC<.20. After the law, high-BAC first-time and repeat offenders did, in fact, receive more severe case dispositions (e.g., longer license revocation, stronger vehicle sanctions) than lower-BAC offenders. Alcohol test refusals declined. The severity of sanctions for high-BAC offenders declined in 1999 vs. 1998, especially for BACs.20-.22. Recidivism for high-BAC first offenders in 1998 was lower than for offenders with BACs.17-19.