Liu J Y, Mooney D P, Meyer M M, Shorter N A
Department of Surgery, Kiwanis Pediatric Trauma Center, Children's Hospital at Dartmouth, Lebanon, New Hampshire, USA.
J Pediatr Surg. 1998 Jul;33(7):1084-8; discussion 1088-9. doi: 10.1016/s0022-3468(98)90536-x.
BACKGROUND/PURPOSE: A recent legislative effort in New Hampshire to institute a graduated licensing system for teenagers (TA) led to an analysis of state data on fatal crashes involving TA drivers. This provides an overview of these events and suggests possible prevention strategies.
Data on fatal crashes involving TA drivers was obtained for the years 1991 through 1996 from the Fatal Accident Unit, Division of State Police, New Hampshire Department of Safety.
From 1991 through 1996, there were 100 events resulting in 109 total deaths, of which 76 were TA. Five involved motorcycles. Four drivers struck pedestrians, and two struck children on bicycles. In one case, an object fell from a truck, crushing a car. The remaining 88 were single- or multiple-car crashes, and these were analyzed further. Two thirds of the drivers were boys. The driver breakdown by age was 15 years, 3; 16 years, 21; 17 years, 26; 18 years, 20; 19 years, 18. The TA driver was killed in 47% of the events. Nineteen percent resulted in the death of the driver of another car. In 62 events, there were passengers in the TA's car, and in 55% of these, a passenger was killed. Twenty percent of the crashes involved drugs or alcohol, and almost two thirds of these occurred between 10:00 PM and 6:00 AM. Seat belts were not used by at least 72% of those injured fatally. In 59%, known traffic violations, usually speeding, contributed. More detailed data were available for 1995 through 1996, during which there were 30 crashes resulting in 33 deaths. Speed limit did not correlate with number of crashes. One-car crashes outnumbered multiple-car, 57% to 43%. Ninety percent occurred on single-lane roads. Most significantly, 63% of the drivers had been licensed less than 1 year and 47% less than 6 months. In this latter group, drugs and alcohol played no role, and none occurred between 11:00 PM and 6:00 AM.
Two at-risk groups exist. The first is inexperienced sober TA drivers on single-lane roads during conventional hours. As experience increases, the second group appears: TA who have been drinking and are out late at night. Prevention strategies must take into account these two groups.
背景/目的：新罕布什尔州最近一项为青少年设立分级驾照制度的立法举措，促使对涉及青少年驾驶员（TA）的致命车祸的州数据进行了分析。这提供了这些事件的概述，并提出了可能的预防策略。
从新罕布什尔州安全部州警察司致命事故组获取了1991年至1996年期间涉及TA驾驶员的致命车祸数据。
1991年至1996年期间，发生了100起事件，共造成109人死亡，其中76名是TA。5起涉及摩托车。4名驾驶员撞到行人，2名撞到骑自行车的儿童。在1起案例中，一个物体从卡车上掉落，砸坏了一辆汽车。其余88起是单车或多车相撞事故，并对这些事故进行了进一步分析。三分之二的驾驶员是男孩。按年龄划分的驾驶员情况为：15岁，3人；16岁，21人；17岁，26人；18岁，20人；19岁，18人。47%的事件中TA驾驶员死亡。19%的事件导致另一辆车的驾驶员死亡。在62起事件中，TA的车内有乘客，其中55%的事件中有乘客死亡。20%的车祸涉及毒品或酒精，其中近三分之二发生在晚上10点至早上6点之间。至少72%的致命伤者未系安全带。在59%的事件中，已知的交通违规行为（通常是超速）是事故原因。1995年至1996年有更详细的数据，在此期间发生了30起车祸，造成33人死亡。限速与车祸数量无关。单车车祸数量超过多车车祸，比例为57%对43%。90%的车祸发生在单车道道路上。最显著的是，63%的驾驶员领证时间不到1年，47%的驾驶员领证时间不到6个月。在后者这组中，毒品和酒精与事故无关，且没有事故发生在晚上11点至早上6点之间。
存在两个高危群体。第一个是在常规时段在单车道道路上缺乏经验的清醒TA驾驶员。随着经验增加，出现了第二个群体：饮酒且深夜外出的TA。预防策略必须考虑到这两个群体。
