Presentation - Governors Highway Safety Association
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Evidence-Based Highway Safety Strategies: Turning Knowledge into Action Governors Highway Safety Association Annual Meeting Scottsdale, AZ September 9, 2008 Adrian K. Lund, Ph.D. President IIHS vehicle research center IIHS Outside car companies, few facilities in the world are equipped to conduct the range of crash tests and other research the Vehicle Research Center can accommodate. 40 mph frontal offset crash test of Smart Fortwo IIHS Overview Research on turning knowledge into action? – Hope (hypotheses) into policy Dr. Susan Ferguson Dr. Robyn Robertson – Specific examples of research now being conducted to turn hopes into results Emphasize other areas where already we know what works – – Just waiting for the politically astute – or clever – among you to put them into action IIHS IIHS mission is to use research to identify ways to reduce deaths, injuries, and property damage from motor vehicle crashes Focus is on applied research – Define problems – Identify countermeasures – Evaluate countermeasures – Understand why effective countermeasures are not widely used IIHS Funded entirely by U.S. auto insurers The Insurance Institute for Highway Safety is an independent, nonprofit, scientific and educational organization dedicated to reducing the losses — deaths, injuries, and property damage — from crashes on the nation's highways. founded in 1959 The Highway Loss Data Institute shares and supports this mission through scientific studies of insurance data representing the human and economic losses resulting from the ownership and operation of different types of vehicles and by publishing insurance loss results by vehicle make and model. founded in 1972 IIHS Where are we? Location of IIHS/HLDI and Vehicle Research Center Washington, DC IIHS & HLDI headquarters VRC Virginia IIHS IIHS has a broad-based research program The Haddon Matrix crash phase changes in… people vehicles environment IIHS before licensing laws (young & old) impaired driving laws speed limits & enforcement red light enforcement lane departure warning daytime running lights electronic stability control roundabouts pedestrian crossings rumble strips trouble spot treatment during after belt use helmets speed limits alcohol airbags vehicle structure bumpers OnStar fuel system integrity roundabouts breakaway poles jersey barriers emergency medical services Motor vehicle crash deaths and deaths per billion vehicle miles traveled 1950-2007 80 60,000 deaths per billion vehicle miles traveled 55,000 60 motor vehicle deaths 50,000 40 45,000 40,000 20 35,000 13.7 per billion 0 30,000 IIHS 1950 55 60 65 70 75 80 85 90 95 2000 05 The traffic environment is getting more dangerous IIHS Driver death rates per registered vehicle Actual vs. hypothetical, 1985 fleet 220 actual 200 hypothetical 180 160 140 120 100 80 1985 IIHS 90 95 year 2000 The traffic environment is “your baby” Road user behavior Traffic engineering Any effect here depends on state and local action – IIHS and the federal government can help with info and (from the government) money – But the political will must come from you, talking to your constituents IIHS Speed Ceded to States by Federal Government IIHS States have raised speed limits IIHS Lives lost in speeding-related crashes US, 2000-06 (NHTSA) 14,000 13,000 12,000 11,000 10,000 2000 IIHS 01 02 03 04 05 06 Scottsdale Loop 101 IIHS Study sites IIHS Percent exceeding 75 mph Before, during, and after speed camera enforcement Scottsdale Loop 101 Glendale Loop 101 15% 10% 5% before IIHS during after before during after Opinions of residents during speed camera enforcement programs IIHS Montgomery County, Maryland Scottsdale, Arizona think speeding is a problem on targeted roads 74% 79% aware of speed cameras 60% 90% favor speed cameras 62% 77% Young drivers Quintessential state issue IIHS Teenage drivers in fatal crashes By driver age, 1996-2005 2,000 1,000 16 years old 17 years old 18 years old 19 years old 0 1996 IIHS 97 98 99 2000 01 02 03 04 05 Drivers in fatal crashes per 100,000 people By driver age, 1996 vs. 2005 IIHS driver age reduction 16 42% 17 23% 18 15% 19 7% 30-59 15% Effects of US graduated licensing programs IIHS age group crash reductions California 16 23% Florida 15-17 9% Michigan 16 29% North Carolina 16 23% Ohio 16-17 23% Wisconsin 16 14% When teenagers can get licenses United States and other countries IIHS state licensing age country licensing age South Dakota 14 ½ New Zealand 15 Mississippi 15 ½ Connecticut 16 ½ United Kingdom 17 Pennsylvania 16 ½ Most of EU countries 18 New Jersey 17 South Africa 18 Australia (most states) 17 16 year-old drivers in fatal crashes Per 100,000 population, 1992-96 25 20 15 10 5 0 New Jersey IIHS Connecticut 17 year-old drivers in fatal crashes Per 100,000 population, 1992-96 30 20 10 0 New Jersey IIHS Connecticut Alcohol IIHS Potential lives saved in 2005 if all driver BACs reduced to zero By highest driver BAC IIHS highest driver BAC in crash (g/dL) 2005 deaths potential lives saved 0.02-0.04 851 455 0.05-0.07 1,091 821 0.08-0.09 988 843 0.10-0.14 3,220 2,988 0.15+ 8,737 8,345 total 0.02+ 14,887 13,452 Potential lives saved in 2005 if driver BACs reduced to different BAC maximums IIHS maximum BAC permitted lives saved zero 13,452 0.05 g/dL 11,100 0.08 g/dL 8,916 Traditional sobriety checkpoints IIHS Enforcement barriers Resources (money, personnel, equipment) Complexity of the arrest process Knowledge about and buy-in to what works Motivations, attitudes, priorities IIHS Dealing with the barriers Smaller (4-5 person) checkpoints Enhanced training in arrest procesures, in providing testimony Equipment that facilitates enforcement, e.g., in-car videos, PBTs, passive alcohol sensors Computerized forms, digital dictation systems that reduce paper work and recording errors IIHS Low manpower checkpoints in West Virginia IIHS College community campaign to reduce drinking and driving IIHS Comparison: Morgantown Program: Huntington IIHS IIHS Low manpower sobriety checkpoint IIHS Underage alcohol buy rate Before and during program underage purchases before 43% during 18% before 19% during 23% program comparison IIHS Roadside alcohol survey IIHS Drinking drivers 16-20 years old Wednesday-Saturday nights BAC ≥ 0.02% BAC ≥ 0.08% before 1.8% 1.0% during 0.7% 0.1% before 3.9% 0.9% during 3.9% 1.4% program comparison IIHS Drinking drivers 21-24 years old Wednesday-Saturday nights BAC ≥ 0.02% BAC ≥ 0.08% before 5.5% 1.6% during 3.0% 0.7% before 6.4% 2.1% during 5.5% 1.5% program comparison IIHS Drinking drivers 25 years and older Wednesday-Saturday nights BAC ≥ 0.02% BAC ≥ 0.08% before 8.7% 5.8% during 5.0% 1.8% before 6.5% 1.8% during 8.9% 1.7% program comparison IIHS Traffic engineering IIHS Intersection crashes More than 2.4 million in 2006 – 5 crashes per minute – 1 serious injury crash every 6 minutes – 1 fatality per hour IIHS IIHS Roundabouts are circular intersections with design features that eliminate the need for stop signs or traffic signals IIHS Estimated crash reductions if 10 percent of intersections in US converted to roundabouts Approximately 78,000 crashes prevented annually, including: – 500 fatal crashes – 50,000 injury crashes IIHS Estimated annual economic savings if 10 percent of intersections in US converted to roundabouts Vehicle delays reduced by about 8 million hours Fuel consumption reduced by more than 5 million gallons IIHS IIHS Crash patterns at Leesburg Pike and Westpark Drive 1995-97 Westpark Drive rear-end lane change ran red light other left-turn Leesburg Pike westbound signal light Leesburg Pike eastbound IIHS Leesburg Pike at Westpark Drive Problem: High number of rear-end crashes because of no merge lane before Solution: Extended free-rightturn lane to allow more room to merge IIHS after Crash patterns at Leesburg Pike and Westpark Drive 2002-03 Westpark Drive rear-end lane change ran red light other Leesburg Pike westbound signal light Leesburg Pike eastbound IIHS Reductions in targeted crashes after safety improvements on Leesburg Pike Average annual number of crashes, 1995-2003 10 9 before after 8 7 6 5 4 3 2 1 0 0 0 protected turn signal IIHS merge lane extension bus stop removed shoulder widened pavement marking Leesburg Pike at George Marshall Drive Problem: rear-end crashes because of right turns before Solution: pavement markings to warn drivers of potential conflicts with rightturning vehicles after IIHS When it comes to driver behavior and crashes, Or road design and crashes, States are where it’s at! IIHS For more information: www.iihs.org IIHS
