Reducing deaths, injuries, and loss from motor vehicle crashes

Reducing deaths, injuries, and loss from motor vehicle crashes Northeast Transportation Safety Conference Cromwell, CT October 24, 2017 David G. Kidd, Ph.D. Senior Research Scientist iihs.org

U.S. motor vehicle crash deaths and deaths per billion vehicle miles traveled 1950-2016 60,000 80 Motor vehicle crash deaths have declined significantly in the U.S. during the past 50+ years, but have increased in recent years. 55,000 50,000 45,000 40,000 35,000 Motor vehicle crash deaths Crash deaths per billion vehicle miles traveled 70 60 50 40 30 20 10 2016 37,461 deaths 11.8 deaths per billion miles 30,000 0 1950 1960 1970 1980 1990 2000 2010 2016

Speed

Maximum speed limits January 1993 WA OR CA HI NV ID MT UT AZ AK WY CO NM ND SD NE KS OK TX MN IA MO AR LA WI IL MS MI PA IN OH WV KY VA TN NC SC AL GA FL ME VT NY NH MA RI CT NJ DE MD DC 55 mph 60 mph 65 mph 70 mph 75 mph 80 mph 85 mph

Maximum speed limits January 2013 WA OR CA HI NV ID MT UT AZ AK WY CO NM ND SD NE KS OK TX MN IA MO AR LA WI IL MS MI PA IN OH WV KY VA TN NC SC AL GA FL ME VT NY NH MA RI CT NJ DE MD DC 55 mph (DC only) 60 mph 65 mph 70 mph 75 mph 80 mph 85 mph

Deaths and expected deaths if maximum speed limits had not increased 1993-2013 44,000 deaths 40,000 33,000 deaths expected 36,000 32,000 1,900 deaths 28,000 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013

Maximum speed limits October 2017 WA OR CA HI NV ID MT UT AZ AK WY CO NM ND SD NE KS OK TX MN IA MO AR LA WI IL MS MI PA IN OH WV KY VA TN NC SC AL GA FL ME VT NY NH MA RI CT NJ DE MD DC 55 mph (DC only) 60 mph 65 mph 70 mph 75 mph 80 mph 85 mph

Speeding as factor in vehicle crash deaths in 2005-15, by percent 40 30 20 10 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

U.S. communities with speed cameras 1995-2016 160 140 120 100 80 60 40 20 0 1995 2003 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Reductions in proportion of vehicles exceeding speed limit by more than 10 mph 6 to 8 months after camera enforcement 0% -20% -40% -60% -80% -100% Scottsdale, AZ Loop 101 freeway Montgomery County, MD residential streets District of Columbia city streets

Long-term reductions in vehicle speeds and serious crashes associated with speed camera enforcement Montgomery County, Maryland 0% -20% -40% -60% -80% Likelihood of exceeding speed limit by more than 10 mph at camera sites Likelihood that crash involved incapacitating or fatal injury on camera-eligible roads

Intersections

On U.S. roads in 2015, about 181,000 red light running crashes caused about 137,000 injuries and 771 deaths. Tucson, Arizona, camera photos courtesy of American Traffic Solutions

Intersection crash reenactment

Almost one-quarter of crash deaths occur at intersections Conversion of stop sign and traffic signal intersections to roundabouts leads to 40% reduction in all crashes 80% reduction in injury crashes 90% reduction in fatal and incapacitating injury crashes

U.S. communities with red light cameras 1992-2016 600 500 400 300 200 100 0 1992 93 94 95 96 97 98 99 2000 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16

Estimated effects of red light cameras in large cities 1992-2014 In the 79 cities with cameras, 1,296 lives were saved.

Estimated effects of red light cameras in large cities 1992-2014 In the 79 cities with cameras, 1,296 lives were saved. In 14 cities that ended camera programs in 2010-14, 63 lives were lost as a result.

Rear belt use

Safety belt use by seating position Occupants 8 and older, 2006-15 100 80 60 40 front seats rear seats 20 0 2006 07 08 09 2010 11 12 13 14 2015

Why is belt use lower in the rear seat? National telephone survey of adults 18 and older 2,416 total respondents 1,172 respondents who have ridden in the back seat in the past 6 months 91% reported always using belt in the front seat 72% reported always using belt in the rear seat

Why is belt use lower in the rear seat? National telephone survey of adults 18 and older 2,416 total respondents 1,172 respondents who have ridden in the back seat in the past 6 months 91% reported always using belt in the front seat 72% reported always using belt in the rear seat 74% always use belt in rear of a personal vehicle 57% always use belt in rear of a hired vehicle

Sometimes I do not wear my safety belt in the back because Not needed because of the type of trip (e.g., in a taxi, driving slow or short distances) percent of parttime belt users and nonusers (n=316) 80 Forget or don t see the need 68 Design, comfort or usability issues 68 Law doesn t require it 38

Misperception about need and knowledge of the law are big factors Most common reason for part-time or nonuse is ambivalence or the perception it is unnecessary Many forget or not in the habit of buckling up Perception it is safer in the back seat Many report they are less likely to buckle up in a hired vehicle Most common reasons are I forget and I don t know why 60 to 73 percent report belt use laws and enforcement would encourage them to buckle up Knowledge of the law is limited

More information and links to our YouTube channel and Twitter feed at iihs.org David G. Kidd, Ph.D. Senior Research Scientist dkidd@iihs.org iihs.org