Young driver accidents in the UK: the influence of age, experience, and time of day

Young drivers, especially males, have relatively more accidents than other drivers. Young driver accidents also have somewhat different characteristics to those of other drivers; they include single vehicle accidents involving loss of control; excess speed for conditions; accidents during darkness; accidents on single carriageway rural roads; and accidents while making cross-flow turns (i.e. turning right in the UK, equivalent to a left turn in the US and continental Europe). A sample of over 3000 accident cases was considered from midland British police forces, involving drivers aged 17-25 years, and covering a two year period. Four types of accident were analysed: right-turns; rear-end shunts; loss of control on curves; and accidents in darkness. Loss of control on curves and accidents in darkness were found to be a particular problem for younger drivers. It was found that cross-flow turn accidents showed the quickest improvement with increasing driver experience, whereas accidents occurring in darkness with no street lighting showed the slowest rate of improvement. 'Time of day' analyses suggested that the problems of accidents in darkness are not a matter of visibility, but a consequence of the way young drivers use the roads at night. There appears to be a large number of accidents associated with voluntary risk-taking behaviours of young drivers in 'recreational' driving.     

Fatal traffic accidents among trailer truck drivers and accident causes as viewed by other truck drivers

Causality factors, the responsibility of the driver and driver fatigue-related factors were studied in fatal two-vehicle accidents where a trailer truck driver was involved during the period of 1991-1997 (n = 337). In addition, 251 long-haul truck drivers were surveyed in order to study their views regarding contributing factors in accidents involving trucks and the development of possible countermeasure against driver fatigue. Trailer truck drivers were principally responsible for 16% of all the accidents. Younger driver age and driving during evening hours were significant predictors of being principally responsible. In addition, the probability of being principally responsible for the accident increased by a factor of over three if the driver had a chronic illness. Prolonged driving preceding the accident, accident history or traffic offence history did not have a significant effect. Only 2% of the drivers were estimated to have fallen asleep while driving just prior to the accident, and altogether 4% of the drivers had been tired prior to the accident. Of the drivers 13% had however, been driving over 10 h preceding the accident (which has been criminally punishably in Finland since 1995 under the EC regulation) but no individual factors had a significant effect in predicting prolonged driving. The surveyed views regarding causes of truck accidents correspond well with the accident analysis. Accidents were viewed as being most often caused by other road users and driver fatigue was viewed to be no more than the fifth (out of eight) common cause of accidents. The probability of viewing fatigue as a more common cause increased significantly if the driver had experienced fatigue-related problems while driving. However, nearly half of the surveyed truck drivers expressed a negative view towards developing a technological countermeasure against driver fatigue. The negative view was not related to personal experiences of fatigue-related problems while driving.     

Does increased confidence among novice drivers imply a decrease in safety? The effects of skid training on slippery road accidents

Finnish driver training was renewed in 1990 with the inclusion of a compulsory skid training course in the curriculum. The study evaluated the renewal's effect on accidents in slippery road conditions. A questionnaire was sent by mail to 41000 novice drivers who were randomly selected from the official register of driving licences. It included questions on driving exposure and the accidents the drivers had been involved in during 6-18 months following licensing. The rate of return was 74.7%. Half of the drivers had received their licence in 1989 and had, therefore, not received any skid training. The other half had received their licence in 1990 after the introduction of the skid training course. The results showed no effects of the renewal on slippery road accidents for either male or female drivers. Another questionnaire was sent to 1300 old and new curriculum drivers immediately after licensing and a second time 1/2-1 year later, both with questions about skills, worries and perceived risks regarding driving in slippery conditions. The new curriculum drivers showed higher confidence in their skills and they were less afraid to drive in slippery conditions than the old curriculum drivers. This increase in confidence as a result of skid training is discussed. It is argued that high confidence in one's personal skills does not necessarily imply negative safety. The crucial factor is how these skills are used, and for what purpose.     

Novice drivers' accidents and violations--a failure on higher or lower hierarchical levels of driving behaviour

The study compared accident and offence rates of 28 500 novice drivers in Finland. The purpose was to study differences in accident and offence rates between male and female novice drivers of different age. The drivers reported in a mailed questionnaire, how many accidents they had been involved in and how much they had driven during their whole driving career. All the drivers had a driving experience of 6–18 months. Information about offences for a 2-year period was obtained from an official register of drivers' licences. The drivers were classified into three age brackets: 18–20, 21–30 and 31–50 years. The effect of driving experience was controlled by dividing the drivers into different mileage brackets. The data was analysed and the results were discussed in the framework of the hierarchical model of driving behaviour. Young novice drivers and especially young male drivers showed more problems connected to the higher hierarchical levels of driving behaviour than middle-aged novice drivers. The number of accidents and offences was highest among the young males and their accidents took place more often at night than female or older drivers' accidents. Female drivers showed more problems connected to the lower hierarchical levels of driving behaviour, e.g. problems in vehicle handling skills. Ways of measuring accident risk of different driver groups were also discussed, as well as the usefulness and reliability of self-reports in accident studies.     

Detecting intoxicated drivers in Germany -- estimating the effectiveness of police tests

The most important prerequisite for deterring people from driving while intoxicated is to persuade them of the likelihood of being detected by the police. Detection requires the police (1) to stop intoxicated drivers and (2) to detect the intoxication. The latter is not a simple task in Germany as the police is only allowed to obtain a breath sample when indications of an intoxication are present. The paper estimates the effectiveness of police tests in detecting intoxicated driving by comparing data from the German Roadside Survey and the Unterfranken Accident Study to a study of usual police routine and to official accident statistics. Both the German Roadside Survey and the Unterfranken Accident study were conducted in such a way that breath alcohol testing was carried out for nearly every driver, thus giving an estimate of the number of intoxicated trips and accidents in Germany. Comparing these numbers to the intoxicated trips and accidents detected by the police allows a detailed analysis of different components of detection. From those, suggestions are given for increasing the effectiveness of police work.     

Annual mileage, driving violations, and accident involvement in relation to drivers' sex, age, and level of education.

The paper presents results of some analyses on a Dutch database that contains disaggregated data on both the traffic system input variables of the driver population (characteristics of drivers, including their annual mileage) and the output variables of the driver population in terms of habitual driving behaviour (operationalised in number of fines) and accident involvement. Accidents increased as annual mileage increased. A relationship between violations and accidents turned out to exist in different classes of annual mileage. Moreover, multivariate analyses showed that--corrected for annual mileage--male and female drivers do not differ in accident involvement; younger drivers have the highest rate of accidents and level of education is not related to accident involvement.     

安全驾驶员与事故驾驶员视觉选择性注意的比较研究

本研究采用注意力测验量表，对132名公共汽车驾驶员的视觉选择性注意进行了测量。结果发现：(1)驾驶员的视觉选择性注意与交通事故关系密切．事故组驾驶员与安全组驾驶员的漏划数，完成时间和平均每秒正确删数存在显著差异．事故组驾驶员的漏划数较多．完成时间较长，平均每秒正确删数较少；(2)驾驶员视觉选择性注意的速度和准确性存在性别差异，女性驾驶员完成视觉选择性注意作业的时间较快、平均每秒正确删数较多。本研究结果为我国深入开展驾驶员的选拔、培训与安全教育提供一定的理论依据与技术手段。     

The interaction of male and female car drivers at roundabouts

A technique is described for observing face to face encounters between car drivers. A high degree of inter-rater reliability was achieved. It was found that female drivers give way to male drivers in such encounters at roundabouts. Observations of the make of car and sex of the driver showed that there was a significant lack of women driving the larger cars. Observations of interactions of male drivers showed that the size of the vehicle was not a determinant of yielding behaviour. The possible protective effect of this behaviour was investigated by examining the accident statistics. It was found that, as predicted, the proportion of male-female accidents was lower for priority situations than for non-priority situations. However, this difference was not significant.     

A study of driver experience and vehicle familiarity in accidents

A separate study was performed as part of a major accident investigation project to (1) test the hypothesis that drivers of vehicles involved in investigated accidents had less driving experience than the general driving population, and (2) test the hypothesis that accident involved drivers were less familiar with their vehicles than the general driving population. A Kolmogorov-Smirnov one-tail test was employed to evaluate the differences in the distributions of driver experience and vehicle familiarity between the “accident sample” and a “control sample.” Results indicated that drivers involved in the investigated accidents had less driving experience in general and had less driving experience with the accident vehicles than drivers in the general population. These effects are discussed briefly and further studies are suggested.     

Injury severities of truck drivers in single- and multi-vehicle accidents on rural highways

In adverse driving conditions, such as inclement weather and/or complex terrain, trucks are often involved in single-vehicle (SV) accidents in addition to multi-vehicle (MV) accidents. Ten-year accident data involving trucks on rural highway from the Highway Safety Information System (HSIS) is studied to investigate the difference in driver-injury severity between SV and MV accidents by using mixed logit models. Injury severity from SV and MV accidents involving trucks on rural highways is modeled separately and their respective critical risk factors such as driver, vehicle, temporal, roadway, environmental and accident characteristics are evaluated. It is found that there exists substantial difference between the impacts from a variety of variables on the driver-injury severity in MV and SV accidents. By conducting the injury severity study for MV and SV accidents involving trucks separately, some new or more comprehensive observations, which have not been covered in the existing studies can be made. Estimation findings indicate that the snow road surface and light traffic indicators will be better modeled as random parameters in SV and MV models respectively. As a result, the complex interactions of various variables and the nature of truck-driver injury are able to be disclosed in a better way. Based on the improved understanding on the injury severity of truck drivers from truck-involved accidents, it is expected that more rational and effective injury prevention strategy may be developed for truck drivers under different driving conditions in the future.     

Differences in rural and urban driver-injury severities in accidents involving large-trucks: an exploratory analysis

This study explores the differences between urban and rural driver injuries (both passenger-vehicle and large-truck driver injuries) in accidents that involve large trucks (in excess of 10,000 pounds). Using 4 years of California accident data, and considering four driver-injury severity categories (no injury, complaint of pain, visible injury, and severe/fatal injury), a multinomial logit analysis of the data was conducted. Significant differences with respect to various risk factors including driver, vehicle, environmental, road geometry and traffic characteristics were found to exist between urban and rural models. For example, in rural accidents involving tractor-trailer combinations, the probability of drivers' injuries being severe/fatal increased about 26% relative to accidents involving single-unit trucks. In urban areas, this same probability increased nearly 700%. In accidents where alcohol or drug use was identified as being the primary cause of the accident, the probability of severe/fatal injury increased roughly 250% percent in rural areas and nearly 800% in urban areas. While many of the same variables were found to be significant in both rural and urban models (although often with quite different impact), there were 13 variables that significantly influenced driver-injury severity in rural but not urban areas, and 17 variables that significantly influenced driver-injury severity in urban but not rural areas. We speculate that the significant differences between rural and urban injury severities may be at least partially attributable to the different perceptual, cognitive and response demands placed on drivers in rural versus urban areas.     

Driver licenses as a measure of older drivers' exposure: a methodological note

The limitations of the number of driver licenses as an estimate of driving exposure were demonstrated by comparing Finnish and Swedish driver licensing practices, licensing rates and accident rates of older drivers. In Sweden, there is no screening for older license holders, and most of them keep their licenses for life. In Finland, there is a heavy and costly medico-legal control system for older license holders, leading to both screening and self-screening. Consequently, in the two countries, the numbers of driver licenses do not reflect the numbers of active older drivers in the same manner. This difference affects the comparative accident statistics: with respect to population, Finland and Sweden have similar age trends in accidents risk, but with respect to the number of driver licenses, the Finnish older drivers seem to have a higher risk of accident than the Swedish ones. It is concluded that if group comparisons of accident risk are presented using the number of driver licenses as an estimate of exposure, the licensing legislation and practice should affect all the groups in an identical manner for the comparison to be valid.     

Jerky driving--An indicator of accident proneness?

This study uses continuously logged driving data from 166 private cars to derive the level of jerks caused by the drivers during everyday driving. The number of critical jerks found in the data is analysed and compared with the self-reported accident involvement of the drivers. The results show that the expected number of accidents for a driver increases with the number of critical jerks caused by the driver. Jerk analyses make it possible to identify safety critical driving behaviour or “accident prone” drivers. They also facilitate the development of safety measures such as active safety systems or advanced driver assistance systems, ADAS, which could be adapted for specific groups of drivers or specific risky driving behaviour.     

Voluntary risk taking and skill deficits in young driver accidents in the UK

In absolute terms, young drivers have three to four times as many accidents per year as older drivers; and even allowing for their relative numbers in the population, their accident involvement is about 2.5 times higher than older drivers. A sample of 3437 accident reports was considered, including 1296 in detail, from midland police forces in the UK, involving drivers aged 17-25, and covering the years 1994-1996 inclusive. Four types of accident were identified as being of particular concern due to their high frequency: 'cross-flow'-turns; rear-end shunts; loss of control on bends; and accidents in darkness. (The term 'cross-flow' is used in relation to turns to denote an intersection accident where a driver is turning across the path of oncoming traffic, i.e., left turns in the US and continental Europe, but right turns in the UK and other countries where driving on the left side of the road is the norm.) An examination of driver risk taking behaviours as revealed in police interviews gave an insight into some of the motivational factors underlying young driver behaviour. Young driver accidents of all types are found to be frequently the result of 'risk taking' factors as opposed to 'skill deficit' factors. It had previously been thought that one of the main problems that young drivers have is in the area of specific skills needed in the driving task. However, it appears that a large percentage of their accidents are purely the result of two or three failures resulting from voluntary risk taking behaviour, rather than skill deficits per se. It is shown that specific groups of young drivers can even be considered as above average in driving skills, but simultaneously have a higher accident involvement due to their voluntary decisions to take risks.     

Effect of lowering the alcohol limit in Denmark

On 1 March 1998, the Danish per se limit was lowered from 0.08 to 0.05% blood alcohol concentration (BAC) for motor vehicle drivers. Based on accident data and drivers' drinking habits before and after the amendment, the effect of the new limit has been evaluated. Interviews revealed a significant decrease in the number of drinks that drivers allow themselves to drink within a 2-h period before driving. The proportion of drivers, who would not drink at all or only have one drink, increased from 71% before the amendment to 80% after the amendment. Drivers with changed drinking habits most often stated the lower limit as the main reason for having less alcohol. However, based on accident data from the first year after the amendment, this has not resulted in a marked decrease in the proportion of injury accidents with impaired motor vehicle drivers (BAC>/=0.05%) compared to all injury accidents. On the contrary, the proportion of fatal accidents with drink-drivers compared to all fatal accidents has increased in the after-period. The total number of drink-driving sentences were a little larger in 1999 than in 1997 because of the lower limit, but a significant change from higher towards lower alcohol levels can be seen.     

Women drivers' behaviour, socio-demographic characteristics and accidents.

The purpose of this study was to examine factors which affect driving behaviour and accident rates in women in Australia. Two groups of women (aged 18-23 and 45-50 years) participating in the Australian Longitudinal Study on Women's Health, completed a mailed questionnaire on driver behaviour and road accidents. Self reported accident rates in the last 3 years were 1.87 per 100,000 km for the young drivers (n = 1199) and 0.59 per 100,000 km for the mid-age drivers (n = 1564); most accidents involved damage only, not injury. Mean scores for lapses obtained using the Driver Behaviour Questionnaire, were similar in the two age groups and similar to those found in other studies. In contrast, scores for errors and violations for the young women were higher than for the mid-age group and previous reports using the same instruments. Riskier driving behaviour among young women was associated with stress and habitual alcohol consumption. In the mid-age group, poorer driver behaviour scores were related to higher levels of education, feeling rushed, higher habitual alcohol consumption and lower life satisfaction scores. Accident rates in both groups were significantly related to lapses. Women born in non-English speaking countries had significantly higher risk of accidents compared to Australian-born women: relative risk = 3.40, 95% confidence interval (1.93, 5.98) for the young drivers; relative risk = 1.77, 95% confidence interval (1.11, 2.83) for mid-age drivers. These findings support the need for road safety campaigns targeted at young women to reduce dangerous driving practices, such as speeding, 'tail gating' and overtaking on the inside. There is also a need for further research to understand how lifestyle characteristics are associated with higher risk of accidents and to explore factors which might account for the higher risk for women drivers who were born overseas.     

Relationship between intelligence and driving record

Intelligence test scores were related to the accident and violation records of a representative sample of 113 young male drivers. Low intelligence drivers were over-involved in intersection accidents and received a disproportionate number of speeding charges. The implications of this finding for a diagnostic-remedial approach to improving driver training are discussed from the viewpoint of both new drivers and persons participating in driver improvement programmes.     

The contributions of sleep-related risk factors to diurnal car accidents

This study was intended to estimate the presence and number of individual sleep-related risk factors in a sample of diurnal car accidents and to analyze the extent to which these risk factors tended to be more represented in diurnal accidents involving only one vehicle, involving young drivers or occurring on non-urban roads. Two hundred fifty-three drivers involved in diurnal accidents were interviewed immediately after the accidents to assess their sleepiness-related personal conditions and the circumstances prior to the accident (i.e., individual sleep-related risk factors), such as poor sleep, changes in habitual sleeping patterns, prolonged wakefulness, self-reported acute sleepiness and daytime sleepiness, night-shift jobs and insomnia.     

Can it be true that most drivers are safer than the average driver?

Surveys finding that a large majority of drivers regard themselves as safer than the average driver have been ridiculed as showing that most drivers are overconfident about their safety and as showing something which is logically impossible, since in a normal distribution exactly half are below average and half above. This paper shows that this criticism is misplaced. Driver accident involvement does not follow a normal distribution, and it is mathematically entirely possible that a huge majority of drivers could be safer than the average driver. The distribution of accidents in a population of drivers is typically skewed, with a majority of drivers not reporting involvement in any accident in the period covered by the data, often a period of 1–3 years. In this paper, examples are given of data sets in which the percentage of drivers who are safer than the average driver ranges from about 70% to 90%. The paper explains how, based on knowing the mean and variance of the distribution of accidents in a population of drivers in a given period, the long-term expected number of accidents for drivers who were involved in 0, 1, 2, or more accidents can be estimated. Such estimates invariably show that the huge majority of drivers are safer than the average driver.