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The Economic and Societal Impact Of Motor Vehicle Crashes, 2010

June 3, 2014 Comments off

The Economic and Societal Impact Of Motor Vehicle Crashes, 2010 (PDF)
Source: National Highway Traffic Safety Administration

In 2010, there were 32,999 people killed, 3.9 million were injured, and 24 million vehicles were damaged in motor vehicle crashes in the United States. The economic costs of these crashes totaled $277 billion. Included in these losses are lost productivity, medical costs, legal and court costs, emergency service costs (EMS), insurance administration costs, congestion costs, property damage, and workplace losses. The $277 billion cost of motor vehicle crashes represents the equivalent of nearly $897 for each of the 308.7 million people living in the United States, and 1.9 percent of the $14.96 trillion real U.S. Gross Domestic Product for 2010. These figures include both police-reported and unreported crashes. When quality of life valuations are considered, the total value of societal harm from motor vehicle crashes in 2010 was $871 billion. Lost market and household productivity accounted for $93 billion of the total $277 billion economic costs, while property damage accounted for $76 billion. Medical expenses totaled $35 billion. Congestion caused by crashes, including travel delay, excess fuel consumption, greenhouse gases and criteria pollutants accounted for $28 billion. Each fatality resulted in an average discounted lifetime cost of $1.4 million. Public revenues paid for roughly 9 percent of all motor vehicle crash costs, costing tax payers $24 billion in 2010, the equivalent of over $200 in added taxes for every household in the United States. Alcohol involved crashes accounted for $59 billion or 21 percent of all economic costs, and 84 percent of these costs occurred in crashes where a driver or non-occupant had a blood alcohol concentration (BAC) of .08 grams per deciliter or greater. Alcohol was the cause of the crash in roughly 82 percent of these cases, causing $49 billion in costs. Crashes in which alcohol levels are BAC of .08 or higher are responsible for over 90 percent of the economic costs and societal harm that occurs in crashes attributable to alcohol use. Crashes in which police indicate that at least one driver was exceeding the legal speed limit or driving too fast for conditions cost $59 billion in 2010. Seat belt use prevented 12,500 fatalities, 308,000 serious injuries, and $69 billion in injury related costs in 2010, but the failure of a substantial portion of the driving population to buckle up caused 3,350 unnecessary fatalities, 54,300 serious injuries, and cost society $14 billion in easily preventable injury related costs. Crashes in which at least one driver was identified as being distracted cost $46 billion in 2010. The report also includes data on the costs associated with motorcycle crashes, failure to wear motorcycle helmets, pedestrian crash, bicyclist crashes, and numerous different roadway designation crashes.

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Model National Standards For Entry-Level Motorcycle Rider Training

May 15, 2014 Comments off

Model National Standards For Entry-Level Motorcycle Rider Training (PDF)
Source: National Highway Traffic Safety Administration

Specific, strong, and measurable education standards are tools to ensure students receive the level of information and experience necessary to properly prepare them for real- world riding situations. In addition to providing that foundation, the Model National Standards for Entry-level Motorcycle Rider Training (“Model Standards”) permit greater flexibility in course development and delivery. The Model Standards also facilitate growth and improvement in State education systems.

The Model Standards establish baseline content that all entry-level riders should be taught in motorcycle rider training classes held in United States. States are encouraged to work with curriculum developers to not only include lessons that meet the Model Standards but to also go beyond the standards where needed to address specific State crash causes and trends Tailoring curricula to specific State needs, in addition to delivering baseline content, will produce informed students and safer riders.

Driver Electronic Device Use in 2012

May 6, 2014 Comments off

Driver Electronic Device Use in 2012 (PDF)
Source: National Highway Traffic Safety Administration

The percentage of drivers text-messaging or visibly manip – ulating hand-held devices increased from 1.3 percent in 2011 to 1.5 percent in 2012; however, this was not a statistically significant increase. Driver hand-held cell phone use remained unchanged at 5 percent in 2012 (Figure 1). These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nation – wide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration.

The 2012 NOPUS found that hand-held cell phone use continued to be higher among female drivers than male drivers (Figure 2). It also found that hand-held cell phone use continued to be highest among 16- to 24-year-olds and lowest among drivers 70 and older (Figure 3).

NHTSA Announces Final Rule Requiring Rear Visibility Technology

March 31, 2014 Comments off

NHTSA Announces Final Rule Requiring Rear Visibility Technology
Source: National Highway Traffic Safety Administration

U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) today issued a final rule requiring rear visibility technology in all new vehicles under 10,000 pounds by May 2018. This new rule enhances the safety of these vehicles by significantly reducing the risk of fatalities and serious injuries caused by backover accidents.

Today’s final rule requires all vehicles under 10,000 pounds, including buses and trucks, manufactured on or after May 1, 2018, to come equipped with rear visibility technology that expands the field of view to enable the driver of a motor vehicle to detect areas behind the vehicle to reduce death and injury resulting from backover incidents. The field of view must include a 10-foot by 20-foot zone directly behind the vehicle. The system must also meet other requirements including image size, linger time, response time, durability, and deactivation.

On average, there are 210 fatalities and 15,000 injuries per year caused by backover crashes. NHTSA has found that children under 5 years old account for 31 percent of backover fatalities each year, and adults 70 years of age and older account for 26 percent.

NHTSA — Older Driver Traffic Safety Plan

January 3, 2014 Comments off

Older Driver Traffic Safety Plan (PDF)
Source: National Highway Traffic Safety Administration

This report contains a description of NHTSA’s plans to address the following topics:

• Screening and Assessment – Relating to medical providers, families, licensing agencies, law enforcement, and older drivers in all efforts to improve the value of screening and assessment of driving abilities.

• Licensing – Including efforts to improve the validity and value of licensing actions relating to medically at-risk drivers and communications between licensing and others regarding at-risk drivers.

• Medical Providers – Focusing on medical providers and older driver issues outside the scope of screening and assessment, such as medication reviews and revisions of medically-oriented materials.

• Public Education and Program Promotion – Identifying activities to promote and evaluate education programs for older drivers and their families, including driver retraining courses. This area also includes law enforcement.

• Other Activities – Researching topics that are important to explore, but do not otherwise fit into the above categories.

NHTSA Data Confirms Traffic Fatalities Increased In 2012

November 15, 2013 Comments off

NHTSA Data Confirms Traffic Fatalities Increased In 2012
Source: National Highway Traffic Safety Administration

The U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) today released the 2012 Fatality Analysis Reporting System (FARS) data indicating that highway deaths increased to 33,561 in 2012, which is 1,082 more fatalities than in 2011. The majority of the increase in deaths, 72 percent, occurred in the first quarter of the year. Most of those involved were motorcyclists and pedestrians.

While the newly released data announced today marks the first increase since 2005, highway deaths over the past five years continue to remain at historic lows. Fatalities in 2011 were at the lowest level since 1949 and even with this slight increase in 2012, we are still at the same level of fatalities as 1950. Early estimates on crash fatalities for the first half of 2013 indicate a decrease in deaths compared to the same timeframe in 2012.

Traffic Safety Facts — Rural/Urban Comparison

August 24, 2013 Comments off

Traffic Safety Facts — Rural/Urban Comparison (PDF)
Source: National Highway Traffic Safety Administration

This fact sheet contains statistics on motor vehicle fatal crashes based on data from the Fatality Analysis Reporting System (FARS). FARS is a census of fatal crashes within the 50 States, the District of Columbia, and Puerto Rico (although Puerto Rico is not included in the national totals). Rural and urban boundaries are determined by the State highway departments and approved by the Federal Highway Administration.

In 2011, there were 29,757 fatal crashes resulting in 32,367 fatalities. Rural areas accounted for 54 percent (16,053) of the fatal crashes and 55 percent (17,762) of the fatalities as compared to urban areas that accounted for 46 percent (13,578) of the fatal crashes and 45 percent (14,464) of the fatalities. Additionally, 126 fatal crashes resulting in 141 fatalities occurred in areas where land use was unknown. According to the latest rural and urban population data from the Census Bureau, 19 percent of the U.S. population lived in rural areas, however, rural fatalities accounted for 55 percent of all traffic fatalities in 2011.

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