If we try to express the number of accidents by multiplying the probability of meeting with a traffic accident (accident rate) by the frequency of driving (population), we need data on the frequency of driving (population) classified by the presence/absence of passengers or by the number of passengers in order to discuss the influence of passengers on the probability of traffic accidents (accident rate). However, such statistical data is not available in Japan. We therefore use the number of secondary parties in rear-end collisions with parked/stopped vehicles in place of the frequency of driving (chance of exposure to road traffic) (Note 1) .
Figure 1 shows the distribution of the number of passengers by daytime/nighttime and driver gender and age, among the secondary parties (the ones hit) in rear-end collisions with parked/stopped vehicles (hereinafter "rear-end collisions B"). Assuming that the frequency of rear-end collisions B corresponds to the chance of exposure to road traffic, passengers are present in 30 to 50% of the cases of private driving in ordinary passenger cars with the driver wearing a seat belt.
By comparison, the distribution of the number of passengers among the primary parties in the same situation as above is shown in Fig. 2. Despite some differences in distribution among young/elderly, male/female and daytime/nighttime settings, generally the rate of driving with passengers is about 10 to 30%, relatively low compared to that in Fig. 1.
This suggests that the possibility of becoming a primary party can be reduced by the presence of passengers.
Note 1) The attributes (e.g., gender and age) of the driver in the rear-ended vehicle are considered to have little influence on the probability of rear-end collisions B (per chance of exposure to road traffic), and the frequency of being hit from behind while parked/stopped (the number of cases of becoming a secondary party) is considered to correspond to the frequency of driving (chance of exposure to road traffic) of the relevant driver group.
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