The utility of telematics data for estimating the prevalence of driver handheld cellphone use, 2019-2022.

INTRODUCTION: Driver distraction from handheld cellphone use contributes to fatal crashes every year but is underreported in terms of the proportion of crashes attributed to any distraction or cellphone use specifically. Existing methods to estimate the prevalence of cellphone distractions are also limited (e.g., observing drivers stopped at intersections, when crash risk is low). Our study used data from Cambridge Mobile Telematics to estimate the prevalence of drivers' handheld calls and cellphone manipulation while driving, with "cellphone motion" based on movement recorded by the phones' gyroscopes used as a surrogate for manipulation. METHOD: We compared the telematics measures with the National Highway Traffic Safety Administration's roadside observations of driver electronic device use, and logistic regression tested relationships between regional, legislative, and temporal factors and the odds of cellphone behaviors occurring on a trip or at a given point in time. RESULTS: Results showed 3.5% of trips included at least one handheld phone call and 33.3% included at least an instance of cellphone motion, with handheld calls occurring during 0.78% of overall trip duration and cellphone motion during 2.4% of trip duration. CONCLUSIONS: Correspondence between trends in cellphone distractions across regional, legislative, and temporal factors suggest telematics data have considerable utility and appear to complement existing datasets.

The association between strengthened cellphone laws and police-reported rear-end crash rates.

INTRODUCTION: Prior evaluations of the connection between cellphone bans and crashes show unclear results. California, Oregon, and Washington enacted legislation (effective in 2017) to update earlier bans specific to handheld conversation and texting. This study evaluated the relationship between the laws and rear-end rates, a crash type sensitive to visual-manual cellphone use, in California, Oregon, and Washington. METHOD: Negative binomial regression compared the change in monthly per capita rear-end crash rates in California, Oregon, and Washington before and after the law changes relative to two control states, Colorado and Idaho, during 2015-2019. Analyses examined (a) rear-end crashes with injuries in all three study states, including minor to fatal injuries; and (b) rear-end crashes of all severities in California and Washington, including property-damage-only crashes and crashes with injuries; Oregon was excluded from this analysis because of a 2018 change to its reporting criteria for property-damage-only crashes. RESULTS: Washington's strengthened law was associated with a significant 7.6% reduction in the rate of monthly rear-end crashes of all severities relative to the controls. Law changes in Oregon and Washington were associated with significant reductions of 8.8% and 10.9%, respectively, in the rates of monthly rear-end crashes with injury relative to the controls. California did not experience changes in rear-end crash rates of all severities or with injuries associated with the strengthened law. CONCLUSION: The results of this study are mixed, with law changes associated with significant reductions in rear-end crash rates in two of the three study states. Differences in the wording of the laws, levels of enforcement, and sanction severity may help explain the divergent results. PRACTICAL APPLICATION: Crash reductions in Oregon and Washington suggest that enacting legislation that comprehensively bans practically all visual-manual cellphone activity may have made the laws easier to enforce and clarified to drivers that handheld cellphone use is unacceptable in these states.

How can front crash prevention systems address more police-reported crashes in the United States?

Government and consumer-information organizations can motivate automakers to address additional crash types through front crash prevention (FCP) testing programs. This study examined the current state of crashes potentially relevant to current and future FCP systems to provide a roadmap for the next crash types that vehicle testing programs in the United States should evaluate. Crash records from 2016 to 2020 were extracted from the Crash Report Sampling System (CRSS) and the Fatality Analysis Reporting System (FARS). Crashes were restricted to ones involving no more than two vehicles where the striking or path-intruding vehicle was a passenger vehicle and a vehicle defect was not coded. Percentages of police-reported crashes, nonfatal-injury crashes, and fatal crashes were computed for different crash types and circumstances. Rear-end and pedestrian crashes evaluated in existing FCP testing programs accounted for 27% of all police-reported crashes, 19% of nonfatal-injury crashes, and 18% of fatal crashes. The remaining crash types relevant to FCP accounted for 25% of police-reported crashes, 31% of nonfatal-injury crashes, and 23% of fatal crashes. A turning passenger vehicle crossing the path of an oncoming vehicle accounted for the largest proportion of the remaining police-reported (8%) and nonfatal-injury crashes (13%). Head-on crashes accounted for the largest proportion of remaining fatal crashes (9%). Most FCP-relevant police-reported crashes occurred on roads with a posted speed limit between 30 and 50 mph. Medium/heavy trucks were the crash partner in a disproportionate number of fatal head-on and rear-end crashes and motorcycles in a disproportionate number of fatal rear-end and turning crossing-path crashes. Fatal bicyclist and pedestrian crashes were overrepresented at night. The findings from this study indicate that testing organizations should evaluate FCP performance at higher speeds; with non-passenger vehicles and vulnerable road users; during the night; and in more complex head-on and turning crash scenarios to reduce crashes of all severities. Some of these conditions are currently assessed by other testing organizations and can be readily adopted by U.S. programs or possibly addressed with new approaches like virtual testing.

Left-turn crashes and motorcycle safety.

OBJECTIVE: To provide updated statistics on crashes in which another vehicle turns left in front of an oncoming motorcycle and discuss the potential of left turn assist technology. METHODS: Motorcycle driver involvements in 2-vehicle fatal and police-reported crashes during 2017-2021 were tabulated by crash type, with a focus on crash types involving vehicles turning. RESULTS: Crashes in which another vehicle turned left in front of an oncoming motorcycle were, by far, the most frequent type of fatal 2-vehicle motorcycle crash, at 26%. CONCLUSION: There is a large opportunity to reduce harm by specifically addressing crashes in which another vehicle turns left in front of an oncoming motorcycle - ideally using a variety of countermeasures simultaneously.

IIHS small overlap frontal crash test ratings and real-world driver death risk.

OBJECTIVE: To evaluate how ratings for the Insurance Institute for Highway Safety (IIHS) driver-side small-overlap frontal crash test predict real-world driver death risk in frontal impacts. METHODS: IIHS released the driver-side small-overlap frontal crash test in 2012, after manufacturers had improved vehicle designs to make good ratings in the IIHS moderate overlap frontal crash test virtually ubiquitous. In the small overlap test, the vehicle impacts a rigid barrier at 40 mph (64 km/h) with 25% of the vehicle's width overlapping the barrier. As in other IIHS tests, vehicles are rated as good, acceptable, marginal, or poor. Drivers' risk of dying in a frontal crash was estimated by dividing driver deaths by driver involvements in police-reported crashes and modeling with logistic regression to estimate the effect of crash test rating, while controlling for driver age and sex, vehicle type and curb weight, and number of vehicles in the crash. RESULTS: Drivers of good-rated vehicles were 12% less likely to die in frontal impacts than drivers of poor-rated vehicles. This estimate was 11% for acceptable-rated vehicles and 5% (not statistically significant) for marginal-rated vehicles, compared with vehicles rated poor. CONCLUSIONS: The current study demonstrates that the IIHS driver-side small-overlap crash test rating encourages vehicle designs that reduce drivers' real-world risk of dying in frontal crashes.

Changing vehicles to reduce older driver fatalities: An effective approach?

INTRODUCTION: Age-related frailty leaves older drivers with the greatest fatality risk when involved in a crash compared with younger demographics. This study explored how vehicle features differed between crash-involved older and middle-aged drivers and estimated how those differences contribute to excess older driver fatalities. METHODS: We merged Florida's crash data from 2014-2018 with Insurance Institute for Highway Safety and Highway Loss Data Institute databases. We compared the distribution of passenger vehicle age, type, size, and safety features among crash-involved older drivers (ages 70 and older) with crash-involved middle-aged drivers (ages 35-54). From logistic regression models, we estimated declines in older driver fatalities if they drove vehicles like those driven by middle-aged drivers under all and side-impact crash scenarios. RESULTS: Older drivers in crashes were more likely to be in vehicles that were lighter, older, and without standard electronic stability control, standard head-protecting side airbags, and ratings of good in two IIHS crash tests than middle-aged drivers. In adjusted models, the fatality risk for older drivers in all crashes was significantly higher when ESC was not standard (odds ratio [OR], 1.37; 95% confidence interval [CI], 1.12-1.68) or when driving small passenger cars relative to large SUVs (OR, 2.02; 95% CI, 1.25-3.26); in driver-side crashes, the fatality risk doubled when vehicles did not have standard head-protecting side airbags (OR, 2.03; 95% CI, 1.58-2.62). If older drivers drove vehicles similar to middle-aged drivers, we estimated 3.3% and 4.7% fewer deaths in all and side-impact crashes, respectively. CONCLUSIONS: These results contribute to evidence suggesting that newer, more crashworthy vehicles with crash mitigation features benefit older drivers because of their heightened risk of crash-related fatality. PRACTICAL APPLICATIONS: At a minimum, older drivers should aim to drive equipped vehicles with widely available features proven to reduce fatalities.

The association between data collected in IIHS side crash tests and real-world driver death risk.

OBJECTIVE: The Insurance Institute for Highway Safety (IIHS) side crash test has led to crashworthiness improvements, and both overall and component ratings have been shown to be associated with real-world death risk. The objective of the current study was to investigate how crash test measurements, on which component ratings are based, are associated with real-world death risk. METHODS: Driver deaths and police-reported crash involvements were extracted from national crash databases for left-impact crashes of passenger vehicles with standard-feature, head-protecting side airbags for calendar years 2000-2016. Risk of driver death in left-impact crashes was estimated as the number of driver deaths divided by the number of driver police-reported crash involvements. Logistic regression was used to estimate the association between crash test measurements and death risk, controlling for driver and vehicle information. RESULTS: All crash test measurements investigated were associated with driver death risk. For instance, a 10 cm reduction in B-pillar intrusion, a measure of post-crash occupant survival space, was associated with 30% lower driver death risk. For most measures, at least 75% of study vehicles were within the good rating boundary for that measure, and still these measures were associated with driver death risk. Fewer than half of study vehicles earned a good rating for B-pillar intrusion. CONCLUSION: Because performance in measures collected in the IIHS side crash test are strongly associated with real-world driver death risk, one of the ways the crash test program could continue to encourage crashworthiness improvements is by requiring stronger performance on these measures.

Motorcycle antilock braking systems and fatal crash rates: updated results.

OBJECTIVE: Antilock braking systems (ABS) prevent wheels from locking during hard braking and have been shown to reduce motorcyclists' crash risk. ABS has proliferated in the United States fleet, and the objective of the current study was to update the effectiveness estimate for ABS with additional years of data and a broader variety of motorcycle types. METHODS: Motorcycle drivers involved in fatal crashes per 10,000 registered vehicle years during 2003-19 were examined for 65 motorcycle models offering ABS as an optional feature. Fatal crash rates for motorcycles with ABS were compared with rates for the same models without it. RESULTS: ABS was associated with a statistically significant 22% reduction in motorcycle driver fatal crash involvements per 10,000 registered vehicle years. CONCLUSION: This finding adds to the growing literature demonstrating the safety benefits of motorcycle ABS.

State alcohol ignition interlock laws and fatal crashes.

OBJECTIVE: Alcohol-impaired driving results in thousands of deaths annually. Alcohol ignition interlocks require a negative breath test to start a vehicle's engine, and 44 states have mandated some form of interlock law for drivers convicted of driving while intoxicated (DWI). The objective of this study was to estimate the association between interlock laws and fatal impaired-driving crashes. METHODS: Differences in three interlock laws were evaluated by comparing alcohol-impaired passenger vehicle drivers involved in fatal crashes between 2001 and 2019 in the United States across state and time. State/time differences unrelated to interlock laws were controlled for by fitting a Poisson model. The exposure measure was the number of passenger vehicle drivers in fatal crashes that did not involve impaired drivers. Laws requiring interlocks for drivers convicted of DWI covered: repeat offenders, repeat offenders and high-BAC offenders, all offenders, or none. RESULTS: The number of states with all-offender interlock laws during the study period went from three in 2001 to 29 in 2019, and the number of states with any of the three laws increased from 16 to 44. All-offender laws were associated with 26% fewer drivers with 0.08+ BAC involved in fatal crashes, compared with no law. Repeat-offender laws were associated with a 9% reduction in impaired drivers, compared with no law. Repeat and high-BAC laws were associated with a 20% reduction in impaired drivers in fatal crashes, compared with no law. CONCLUSION: Laws mandating alcohol ignition interlocks, especially those covering all offenders, are an effective impaired-driving countermeasure that reduces the number of impaired drivers in fatal crashes.

Effectiveness of front crash prevention systems in reducing large truck real-world crash rates.

Objective: Forward collision warning (FCW) and automatic emergency braking (AEB) have the potential to prevent or mitigate many large truck crashes. While these systems are known to be effective in passenger vehicles, less is known about their effectiveness in large trucks. The objective of this study was to estimate the effectiveness of these systems in reducing real-world crash rates of large trucks.Methods: Data on Class 8 trucks operating on limited-access highways during 2017-2019 were obtained from SmartDrive Systems. Detailed data on exposure measures and crash circumstances were extracted from video footage by both automated means and manual coding. Crash rates were compared by front crash prevention technology (FCW, AEB, neither), both for all police-reportable crashes overall and for relevant crash types.Results: FCW was associated with a statistically significant 22% reduction in the rate of police-reportable crashes per vehicle miles traveled, and a significant 44% reduction in the rear-end crash rate of large trucks. AEB also was associated with significant reductions-12% overall and 41% for rear-end crashes. Warnings were issued in 31% of rear-end crashes for FCW-equipped trucks. AEB intervened in 43% of rear-end crashes; about two thirds of these interventions involved autobrake activations. On average, speed was reduced by over half between the time of the intervention and impact for both systems. Observed reductions in same-direction sideswipe and roadway departure crashes per mile traveled were smaller in magnitude than those of rear-end crashes; these were consistent with other crash avoidance technologies suspected to be bundled with FCW/AEB in some cases, and very few front crash prevention interventions occurred in these types of crashes.Conclusions: FCW and AEB are effective countermeasures for crashes in which large trucks rear-end other vehicles. Large truck safety is expected to improve as new trucks are increasingly equipped with these systems. FCW has the advantage that some of these systems can be retrofitted to existing trucks, so benefits can be realized sooner and with less investment.

Crash rates of convertible cars.

OBJECTIVE: Convertible cars have existed since among the first automobiles, and the lack of substantial roof structure creates some safety concerns. Though crash tests have demonstrated that convertibles can resist excessive intrusion in front and side crashes and that strong A-pillars and roll bars can help maintain survival space in rollovers, little work has been done examining the real-world crash experience of these vehicles. The objective of this study was to compare the crash experience of recent convertibles with nonconvertible versions of the same cars using the most recent crash data. METHODS: Crash and exposure data were obtained from the U.S. Department of Transportation and IHS Markit, respectively. Rates of driver deaths and police-reported crash involvements were compared for 1- to 5-year-old convertible cars and their nonconvertible versions during 2014-2018. Exposure measures included registered vehicle years (RVY) and vehicle miles traveled (VMT). These rates were compared using the standardized mortality ratio to account for possible differences in exposure distribution. Crash circumstances (e.g., point of impact, rollover, ejection) and behavioral outcomes (e.g., speeding, alcohol impairment, seat belt use) were compared for drivers killed in crashes. RESULTS: Convertibles had lower driver death rates and police-reported crash involvement rates on the basis of both RVY and VMT. However, the differences in driver death rates were not statistically significant. Driver deaths per 10 billion VMT were 11% lower for convertibles, and driver involvement in police-reported crashes per 10 million VMT was 6% lower. On average, convertibles were driven 1,595 fewer miles per year than the nonconvertible versions of these cars. Among fatally injured drivers, convertibles had slightly higher rates of ejection, and behavioral differences were minimal. The number of rollovers was small and their rate did not substantially differ between convertibles and their nonconvertible versions. CONCLUSIONS: Safety concerns associated with convertibles' retractable roof structures were not supported by the results of this study.

What's in a name? Drivers' perceptions of the use of five SAE Level 2 driving automation systems.

INTRODUCTION: Automobile manufacturers are developing increasingly sophisticated driving automation systems. Currently, the highest level of automation available on the market is SAE Level 2, which provides sustained assistance for both lateral and longitudinal vehicle control. The purpose of this study was to evaluate how drivers' perceptions of what behaviors secondary to driving are safe while a Level 2 system is operating vary by system name. METHODS: A nationally representative telephone survey of 2005 drivers was conducted in 2018 with questions about behaviors respondents perceived as safe while a Level 2 driving automation system is in operation. Each respondent was asked about two out of five system names at random for a balanced study design. RESULTS: The name "Autopilot" was associated with the highest likelihood that drivers believed a behavior was safe while in operation, for every behavior measured. There was less variation observed among the other four SAE Level 2 system names when compared with each other. A limited proportion of drivers had experience with advanced driver assistance systems and fewer of these reported driving a vehicle in which Level 2 systems were available. Drivers reported that they would consult a variety of sources for information on how to use a Level 2 system. CONCLUSIONS: The names of SAE Level 2 driving automation systems influence drivers' perceptions of how to use them, and the name "Autopilot" was associated with the strongest effect. While a name alone cannot properly instruct drivers on how to use a system, it is a piece of information and must be considered so that drivers are not misled about the correct usage of these systems. Practical Applications: Manufacturers, suppliers, and organizations regulating or evaluating SAE Level 2 automated driving systems should ensure that systems are named so as not to mislead drivers about their safe use.

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles.

OBJECTIVE: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles. METHODS: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011-2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles. RESULTS: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes. DISCUSSION: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.

Rage against the machine? Google's self-driving cars versus human drivers.

INTRODUCTION: Automated driving represents both challenges and opportunities in highway safety. Google has been developing self-driving cars and testing them under employee supervision on public roads since 2009. These vehicles have been involved in several crashes, and it is of interest how this testing program compares to human drivers in terms of safety. METHODS: Google car crashes were coded by type and severity based on narratives released by Google. Crash rates per million vehicle miles traveled (VMT) were computed for crashes deemed severe enough to be reportable to police. These were compared with police-reported crash rates for human drivers. Crash types also were compared. RESULTS: Google cars had a much lower rate of police-reportable crashes per million VMT than human drivers in Mountain View, Calif., during 2009-2015 (2.19 vs 6.06), but the difference was not statistically significant. The most common type of collision involving Google cars was when they got rear-ended by another (human-driven) vehicle. Google cars shared responsibility for only one crash. CONCLUSIONS: These results suggest Google self-driving cars, while a test program, are safer than conventional human-driven passenger vehicles; however, currently there is insufficient information to fully examine the extent to which disengagements affected these results. PRACTICAL APPLICATION: Results suggest that highly-automated vehicles can perform more safely than human drivers in certain conditions, but will continue to be involved in crashes with conventionally-driven vehicles.

Crash risk factors for interstate large trucks in North Carolina.

INTRODUCTION: Provide an updated examination of risk factors for large truck involvements in crashes resulting in injury or death. METHODS: A matched case-control study was conducted in North Carolina of large trucks operated by interstate carriers. Cases were defined as trucks involved in crashes resulting in fatal or non-fatal injury, and one control truck was matched on the basis of location, weekday, time of day, and truck type. The matched-pair odds ratio provided an estimate of the effect of various driver, vehicle, or carrier factors. RESULTS: Out-of-service (OOS) brake violations tripled the risk of crashing; any OOS vehicle defect increased crash risk by 362%. Higher historical crash rates (fatal, injury, or all crashes) of the carrier were associated with increased risk of crashing. Operating on a short-haul exemption increased crash risk by 383%. Antilock braking systems reduced crash risk by 65%. All of these results were statistically significant at the 95% confidence level. Other safety technologies also showed estimated benefits, although not statistically significant. CONCLUSIONS: With the exception of the finding that short-haul exemption is associated with increased crash risk, results largely bolster what is currently known about large truck crash risk and reinforce current enforcement practices. Results also suggest vehicle safety technologies can be important in lowering crash risk. This means that as safety technology continues to penetrate the fleet, whether from voluntary usage or government mandates, reductions in large truck crashes may be achieved. Practical application: Results imply that increased enforcement and use of crash avoidance technologies can improve the large truck crash problem.

Vehicle choices for teenage drivers: A national survey of U.S. parents.

INTRODUCTION: Previous research has shown that many newly licensed teenagers in the United States are driving vehicles with inferior crash protection. The objective of this study was to update and extend previous research on U.S. parents' choices of vehicles for their teenagers. METHOD: Telephone surveys were conducted with parents in May 2014 using a random sample of U.S. households likely to include teenagers. Participation was restricted to parents or guardians of teenagers who lived in the household and held either an intermediate or full driver's license. Parents were interviewed about the vehicle their teenager drives, the reason they chose the vehicle for their teenager, and the cost of purchased vehicles. RESULTS: Teenagers most often were driving 2000-06 model year vehicles (41%), with 30% driving a more recent model year and 19% driving an older model year. Teenagers most often were driving midsize or large cars (27%), followed by SUVs (22%), mini or small cars (20%), and pickups (14%). Far fewer were driving minivans (6%) or sports cars (1%). Forty-three percent of the vehicles driven by teenagers were purchased when the teenager started driving or later. A large majority (83%) were used vehicles. The median cost of the vehicles purchased was $5300, and the mean purchase price was $9751. CONCLUSIONS: Although parents report that the majority of teenagers are driving midsize or larger vehicles, many of these vehicles likely do not have key safety features, such as electronic stability control, which would be especially beneficial for teenage drivers. Many teenagers were driving older model year vehicles or vehicle types or sizes that are not ideal for novice drivers. PRACTICAL APPLICATIONS: Parents, and their teenage drivers, may benefit from consumer information about optimal vehicle choices for teenagers.

Tracking progress in teenage driver crash risk in the United States since the advent of graduated driver licensing programs.

INTRODUCTION: This study examined U.S. teenagers' crash rates since 1996, when the first graduated driver licensing (GDL) program in the United State was implemented. METHODS: Passenger vehicle driver crash involvement rates for 16-19 and 30-59 (middle-aged) year-olds were examined, using data from the Fatality Analysis Reporting System, National Automotive Sampling System General Estimates System, Census Bureau, and National Household Travel Surveys. RESULTS: Per capita fatal and police-reported crash rates in 2012 were lower for 16year-olds than for middle-aged drivers but older teenagers' rates were higher. Mileage-based fatal and police-reported crash rates in 2008 were higher for teenagers than for middle-aged drivers and higher for 16-17year-olds than for older teenagers. In 1996-2012, teenagers' per capita fatal and police-reported crash rates declined sharply, especially for 16-17year-olds, and more so than for middle-aged drivers. Substantial declines also occurred in teenagers' mileage-based fatal and police-reported crash rates from 1995-96 to 2008, generally more so than for middle-aged drivers. Regarding factors in fatal crashes in 1996 and 2012, proportions of young teenagers' crashes occurring at night and with multiple teenage passengers declined, more so than among older teenagers and middle-aged drivers. The proportion of fatally injured drivers who had been drinking declined for teenagers but changed little for middle-aged drivers. Improvements were not apparent in rates of driver errors or speeding among teenage drivers in fatal crashes. CONCLUSIONS: Teenage drivers' crash risk dropped during the period of implementation of GDL laws, especially fatal crash types targeted by GDL. However, teenagers' crash risk remains high, and important crash factors remain unaddressed by GDL. PRACTICAL APPLICATIONS: Although this study was not designed to examine the role of GDL, the results are consistent with the increased presence of such laws. More gains are achievable if states strengthen their laws.

Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008-2012.

Given teenagers' elevated crash rates, it is especially important that their vehicles have key safety features and good crash protection. A profile of vehicles driven by teenagers killed in crashes was developed. Data on vehicles of drivers ages 15-17 and ages 35-50 who died in crashes during 2008-2012 were obtained from the Fatality Analysis Reporting System. Using vehicle identification numbers, the vehicle make, model and model year were identified. 29% of fatally injured teenagers were driving mini or small cars, 82% were driving vehicles at least 6 years old, and 48% were driving vehicles at least 11 years old. Compared with middle-aged drivers, teenagers' vehicles more often were small or mini cars or older vehicles. Few teenagers' vehicles had electronic stability control or side airbags as standard features. Parents should consider safety when choosing vehicles for their teenagers.

On-road all-terrain vehicle (ATV) fatalities in the United States.

BACKGROUND: The study was designed to describe the characteristics of all-terrain vehicle (ATV) rider fatalities and fatal crashes involving ATVs that occur on public roads. METHODS: Information on fatal crashes occurring on public roads during the years 2007-2011 was obtained from the Fatality Analysis Reporting System (FARS). RESULTS: There were 1,701 ATV rider deaths during the 5-year study period, including 1,482 drivers, 210 passengers, and 9 with unknown rider status. An additional 19 non-ATV occupants, primarily motorcyclists, died in crashes with ATVs. About half of the ATV passenger deaths were teenagers or younger, and the majority of passenger deaths were female. Ninety percent of the fatally injured drivers were 16 or older, and 90% were male. The crashes were most likely to occur in relatively rural states, and in rural areas within states. Only 13% of drivers and 6% of passengers killed wore helmets. Forty-three percent of the fatally injured drivers had blood alcohol concentrations (BACs) of 0.08% or greater. Seventy-five percent of the fatal crashes involved single ATVs; 5% involved multiple ATVs but no non-ATV vehicles, and 20% involved ATVs and non-ATVs, usually passenger vehicles. Speeding was reported by police as a contributing factor in the crash for 42% of ATV drivers in single-vehicle crashes and 19% of ATV drivers in multiple-vehicle crashes. PRACTICAL APPLICATIONS: Although ATVs are designed exclusively for off-road use, many ATV occupant deaths occur on roads, despite most states having laws prohibiting many types of on-road use. Attention needs to be given to ways to reduce these deaths.

Driver cellphone and texting bans in the United States: evidence of effectiveness.

Almost all U.S. states have laws limiting drivers' cellphone use. The evidence suggests that all-driver bans on hand-held phone conversations have resulted in long-term reductions in hand-held phone use, and drivers in ban states reported higher rates of hands-free phone use and lower overall phone use compared with drivers in non-ban states. Bans on all phone use by teenage drivers have not been shown to reduce their phone use. The effects of texting bans on the rates of drivers' texting are unknown. With regard to the effects of bans on crashes, 11 peer-reviewed papers or technical reports of all-driver hand-held phone bans and texting bans were reviewed. Some were single-state studies examining crash measures before and after a state ban; other national or multi-state studies compared crashes in states with and without bans over time. The results varied widely. The lack of appropriate controls and other challenges in conducting strong evaluations limited the findings of some studies. Thus, despite the proliferation of laws limiting drivers' cellphone use, it is unclear whether they are having the desired effects on safety. Priorities for future research are suggested.