Key Transportation Indicators Summary of a Workshop (2002) / Chapter Skim
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2 Transportation Safety Indicators
2 Transportation Safety Indicators
Pages 6-15
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From page 6... ...
CURRENT MEASURES Three main groupings illustrate the range of current safety indicators considered by the subgroup. They are counts of fatalities, injuries, and accidents; rates (counts per exposure units)
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From page 7... ...
Countermeasure development usually involves some detailed understanding of the relationship of the countermeasure to some safety objective, such as reducing injuries or accidents. Out of that understanding can come some key indicators.
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From page 8... ...
Counts Versus Rates Another important issue is counts versus rates. The recent public discussion over truck safety featured some disagreement over whether increasing numbers of truck-related fatalities or a declining rate of fatalities per truck miles traveled correctly indicated the current trend in truck safety.
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From page 9... ...
Some of this increase may result from displacements out of the more serious injury categories, but some of this increase may result from an informal lowering of the threshold for C-level injuries. While it is fairly easy to define a motor vehicle fatality (an injured party who succumbs to his or her injuries within 30 days of the crash)
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From page 10... ...
Exposure is a critical element to address in order to make safety indicators broadly understood beyond the transportation community. It appears that direct measures of harm crashes, property clamage, fatalities, injuries, injury severity, environmental consequences, en cl even stress on the users of the facility are readily unclerstoocl.
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From page 11... ...
ADDITIONAL INDICATORS The group suggested seven indicators that should not replace but could be collected in addition to those currently collected. One new safety indicator could be "risk per basket of trips." Several workshop participants discussed the concept of developing an identifiable set of trip types that would reflect travel on a per capita basis for a metropolitan area, using the
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From page 12... ...
Thus, three subindicators are · number of injuries per basket of trips, · number of fatalities per basket of trips, and · number of noninjury crashes per basket of trips. Looking ahead, given the initiatives with voluntary electronic vehicle monitoring information in which individuals agree to have vehicle performance data monitored for research purposes, it may be possible to derive risk per trip type for specific regions, such as risk per home-based work trip.
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From page 13... ...
Unfortunately, in some cases, the linkage between emergency clepartment data and hospital data is not always firm, thus making it difficult to know whether a serious injury at the crash scene did or did not result in a fatality. CRITERIA FOR SELECTING INDICATORS Resources are limitecl.
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From page 14... ...
crashes, BTS could usefully store the estimated dollar value of damage, in order to have a consistent set of PDO crash data, even if states have different reporting requirements. BTS relies on states and other organizations for data collection, and of course reporting requirements vary from state to state and change over timeboth of these circumstances are currently beyond BTS's control.
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From page 15... ...
Thus, when a set of states change their dollar thresholds, BTS will be in a position to know whether a change in the number of PDO crashes results simply from the threshold reporting change or from some other factor.
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