Neil K Chaudhary

Crashes of Novice Teenage Drivers: Characteristics and Contributing Factors

OBJECTIVE The initial months of licensure are especially hazardous for teenagers. Factors leading to crashes of novice 16-year-old drivers were identified. METHOD Sixteen year-olds in Connecticut who were involved in nonfatal crashes during the first 8 months of licensure were interviewed, and police crash reports were examined. Crash types and contributing factors were identified. RESULTS Three-fourths of the crash-involved teenagers were at fault. Their crashes resulted primarily when they ran off the road, rear ended another vehicle, or collided with another vehicle that had the right-of-way. Three factors contributed about equally to their crashes: failing to detect another vehicle or traffic control, speeding, and losing control of the vehicle or sliding. Slippery roads also were an important factor. Most failures to detect another vehicle or traffic control involved not looking thoroughly, distraction, or inattention. DISCUSSION Based on the findings, potential countermeasures for reducing crashes of novice teenage drivers include adequate practice driving, in-vehicle monitoring devices, and electronic stability control. IMPACT ON INDUSTRY More than half of the nonfatal, at-fault crashes of newly licensed 16-year-old drivers involved more than one contributing factor including speed, loss of control, and slippery roads. Efforts to reduce teenage crashes should focus on these factors.

Restricted licensing among older drivers in Iowa

OBJECTIVES To determine whether Iowas license restriction program identifies older drivers who appear to be at greater crash risk and to assess compliance with license restrictions. METHODS A total of 522 drivers 70 and older who were attempting to renew their drivers licenses at licensing offices in Iowa participated in two telephone surveys: one shortly after renewal to discuss driving before renewal and another 6months later to assess any changes. Surveys assessed driving behavior, crashes, and violations as well as self-reported visual impairments, prescription medications, and physical mobility limitations. RESULTS Of the 522 drivers, 232 renewed their licenses without having to take a road test (Group 1), and 290 were required to take a road test; of the drivers taking a road test, 191 renewed without restrictions (Group 2), 93 received restrictions (Group 3), and 6 had their licenses suspended (Group 4). The small number of drivers with suspensions precluded including this group in analyses. There were clear distinctions among drivers in the first three groups at the initial survey. Driver age increased across Groups 1-3, as did some visual impairments, number of prescription medications, and physical mobility limitations. Many drivers who received restrictions (Group 3) already were driving fewer miles than drivers in Groups 1-2, and were driving less often at night and on high-speed roads. Following license renewal, reported average weekly mileage decreased more among drivers with license restrictions (Group 3) (36%) than among drivers without restrictions (Groups 1-2) (4% each). For all license restriction types (headlight, geographic area, or speed), decreases in the likelihood of driving during these restricted conditions were greater for drivers with the relevant restrictions than without. Most drivers complied with restrictions. CONCLUSIONS Iowas license restriction program identifies drivers with more self-reported visual impairments, prescription medications, and physical mobility limitations. Driving exposure was reduced among drivers who received restrictions, though it appears in some cases the restrictions reinforced decisions already made by drivers. IMPACT ON INDUSTRY License restrictions may be an effective alternative to premature driving cessation and provide some drivers additional time on the road and hence continued mobility and independence. However, overall safety benefits of license restrictions are yet unknown.

Views of Connecticut Parents of Teens and Other Adults about Graduated Licensing Upgrades

Objectives: Many states, including Connecticut, have strengthened their licensing laws in response to continuing teen deaths. At the time of the survey, Connecticut was considering further changes and it is likely that other states will be doing the same. The objective was to determine parental views about enhancements to the learner stage and to existing night and passenger restrictions. Methods: Parents of teens and a sample of other adults were interviewed by telephone. Results: Connecticut parents were well aware of the provisions of the current law. The majority of parents of teens and a majority of “other adults” supported a requirement for increased driving supervision, a longer permit period, a longer-term passenger restriction, and a night restriction starting earlier than midnight. About half favored a higher minimum permit age. Support was highest among “other adults” and among females in both groups. Conclusions: Survey results such as these can provide guidance to states wishing to reduce the young driver problem through changes in licensing laws. Connecticut in fact enacted new legislation effective August 1, 2008, strengthening requirements in ways supported by parents and other adults. Survey results were available to legislators during their deliberations and may have played a role.

Effectiveness of Behavioral Highway Safety Countermeasures

This report presents the findings of a research project to develop a framework and guidance for estimating the costs and benefits of emerging, experimental, untried, or unproven behavioral highway safety countermeasures. This report will be of particular interest to safety practitioners responsible for the development and implementation of the states Strategic Highway Safety Plan.

Effect of passenger presence on older drivers’ risk of fatal crash involvement

Objective: To determine the association between passenger presence and risk of fatal crash involvement in relation to driver and passenger age and gender, focusing especially on drivers ages 65 and older. Methods: Data on US fatal crashes were obtained for 2002–2009. Using the quasi-induced exposure methodology, logistic regression analysis was used to predict the odds of fatal crash involvement as a function of driver age and gender as well as passenger age and gender. Results: Overall, risk of fatal crash involvement with passengers was 43 percent lower for drivers ages 65–74 and 38 percent lower for drivers 75 and older. Older drivers’ risk of fatal crash involvement was lower with almost all combinations of passenger age and gender; there was no reduction in risk with passengers ages 75 and older. Effects were stronger at nonintersection locations than at intersection locations. Conclusion: Older drivers’ crash risk is lower with almost every combination of passenger age group and gender. It is unclear whether the presence of passengers lowers older driver crash risk or whether safer drivers tend to ride with passengers.

Parents’ Attitudes About Connecticut's Required Driver Orientation Course for Parents

Objective: Connecticut is the first state to require a parent of 16- and 17-year-olds to complete a 2-h training course prior to licensure. The objective of the study was to determine parents’ evaluations of the course, what they learned, and how they said they used this information. Methods: A telephone survey was conducted of 300 parents of initial license holders who had taken the course in its first year. Results: Most parents approved of the course requirement, liked the way the course was delivered, and learned new information that they said they used to guide their teen through the licensing process. Eighty-five percent rated the course as excellent (41%) or good (44%). Parents reported that most relevant topics were covered, with the exception of vehicle choice. The majority of parents knew essential details of Connecticuts nighttime and passenger restrictions, although 35 percent lacked knowledge of the passenger restriction. Conclusions: The course was well received and serves its purpose of providing parents with important knowledge they found useful. Results suggest that the course has beneficial effects, although the extent to which teen driving behavior and crash involvement is affected by the parent training is not known.

The relationship between the theory of evolution and the social sciences, particularly psychology.

Abstract: The application of the theory of evolution to human social behavior has, along with some illumination, produced friction that occasionally bursts into flame. In this paper we will examine the relationship between the theory of evolution and the social sciences, psychology in particular. We will identify some of the sources of friction between proponents and opponents of applying evolutionary theory to the social sciences, and we will suggest that listening carefully to both sides in the debate points the way to an enriched understanding of human social behavior.

Patterns of recidivism related to case dispositions of alcohol-impaired driving offenses.

Objectives: The current study examined the relationship between court outcomes of a first alcohol-impaired driving charge and recidivism. Methods: Data on arrests for alcohol-impaired driving offenses (driving under the influence [DUI] and the lesser offense of driving while impaired [DWI]) and associated court dispositions were obtained from the State of Maryland for 1994–2003. Drivers whose first DUI- or DWI-related disposition took place during 1999–2000 were included in analysis. Eighty-two percent of arrests resulted in conviction (29% without probation before judgment [PBJ] and 53% with PBJ); 10 percent of defendants were not prosecuted, 3 percent were acquitted, and all other adjudications combined (eg, abated by death, failure to appear) accounted for 5 percent. Recidivism was tracked by compiling instances of rearrest for an alcohol-related driving offense during the 3 years following disposition. Results: Approximately 10 percent of all drivers arrested for DUI/DWI recidivated within 3 years after their first disposition, and the rate of recidivism varied by court outcome. The rate of recidivism was lowest (10%) for drivers who were convicted (with or without PBJ), followed by 13 percent for cases not prosecuted and 16 percent for acquittals. After controlling for other factors and relative to drivers who were acquitted, it was estimated that drivers who were not prosecuted were 23 percent less likely to recidivate, whereas drivers who were convicted with or without PBJ were 39 percent less likely to recidivate. Conclusions: Data limitations prevented comparison of recidivism rates for convictions with and without PBJ. Reasons for not prosecuting are unknown, but the findings indicate that the decision is resulting in higher recidivism rates than would occur with prosecution and conviction.

The Effects of Maine's Change to Primary Seat Belt Law on Seat Belt Use and Public Perception and Awareness

Maine upgraded its seat belt law to primary enforcement on September 20, 2007. Belt observations during the day and night were conducted along with awareness surveys in state licensing offices. Both daytime and nighttime observed belt use increased in the months following implementation of the law (daytime 77–84%; night 69–81%). Although daytime belt use was generally higher, nighttime belt use showed a greater increase than daytime belt use. Awareness surveys indicated that Maine motorists were clearly aware of the law change and its consequences. Survey respondents also indicated having heard both messages about enforcement and messages encouraging belt use. Primary seat belt laws may have a stronger effect on belt use at night—when risk is higher—than during the day.