Crash-involvement rate

Cooper P. J., M. Pinili and C. Wenjun (1995). An examination of the crash involvement rates of novice drivers aged 16 to 55. Accid. Anal. Prev.y 27,89-104. 

Figure 6-15. Percent Change in Annual Fatal Crash Involvement Rate in Relation to Number of GDL Program Components, Compared to State-Quarters With None of the Seven Components, for Drivers Age 16, 20-24, and 25-29 United States, 1994-2004. Vertical Lines Represent 95-Percent Confidence Limits (from Baker et al., 2006).

Figure 8-6. Daytime and nighttime crash involvement rates (crashes per 100 million vehicle miles, on logarithmic scale) (a) in relation to the average traffic travel speed (left panel), and (b) as a function of deviation from the average traffic speeds (from Solomon, 1964 Cirillo, 1968 Fildese/a/., 1991).

Figure 8-7. Crash involvement rates for empirical data from four different studies and over taking rate from Hauer (1971) as a function of deviation from the mean speed (from Stuster et al, 1998)...

Crash-involvement rate Number of vehicles involved in crashes per 100 million vehicle km... 

Evidence Based on Crash Involvements Rates—Robertson and On ... 

Predicting which driver will be involved in a future crash has always been one of the more difficult tasks of the safety pro. The American Transportation Research Institute (ATRl) may have provided some help in this matter. In 2005 ATRl released the results of a study entitled Predicting Truck Crash Involvement Developing a Driver Behavior-Based Model and Recommended Countermeasures. ATRl provides insight into which driving behaviors tend to lead to an increased chance of future crash involvement. The study also determined what companies with low crash rates are doing to prevent behaviors that lead to crashes. 

Li, G., Braver, E.R., and Chen, L. 2003. FragUity versns excessive crash involvement as determinants of high death rates per vehicle-mile of travel among older drivers. Accident Analysis and Prevention, 35(2), 227-235. 

One other significant bit of information that should be noted for the data in Figure 6-6 is that they represent people who reportedly drove approximately 7500 miles/year. This is important because the relationship between the amount of driving and the crash involvement is not a linear one. Drivers who drive very few miles per year have a much greater crash rate per mile, than drivers who drive many miles each year (Forsyth et al. 1995 Hakamies-Blomqvist et al. 2002). One explanation for this is that drivers who drive many miles, drive more of them on inter-urban and limited-access divided highways (freeways, as they are known in the U.S., and... 

Despite the overwhelming evidence for the strong relationship between crash involvement and BAC, all of these data do not necessarily imply cause-and-effect relationship. The causal link is supplied by the experimental research on the relationship between alcohol consumption and impairments in driving related functions (as reviewed above), and by additional in-depth analyses of the crash data. In these additional analyses Borkenstein et al showed that when the crashes of the culpable and non-culpable drivers were analyzed separately the relative risk of the culpable drivers increased at an even higher rate, while the relative risk of the non-culpable drivers remained close to 1.0 at all BAC levels. Later analysis of Borkenstein et a/. s data and the data from two other (much smaller) studies also showed a higher crash risk for the culpable drivers than for the non-culpable drivers (Hurst, 1973). 

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