Crash analysis, statistics & information notebook

Crash Analysis, Statistics & Information Notebook 2008

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Note About the Crash Analysis, Statistics & Information Notebooks
Try to think of anyone that you know that hasn't been affected by a car crash. More than likely everyone has had some sort of loss. Either they have been in a crash themselves or someone close to them has been in a crash. If they were lucky it only resulted in damage to their vehicle and the irritation of having to take time off work for repairs. Many unfortunately also were injured and some received injuries that were so severe their lives were changed forever. For others the loss was even greater, they lost someone they loved, a husband or daughter or brother or mother. For them the loss cannot be measured.
Throughout this document we try and bring the numbers into a human dimension. These are not just numbers in a database each number represents a loss. Boxes will highlight the data and put it in perspective to further document the risk. Photos from a variety of sources will be used to provide dramatic visual description. Traditionally crash data is often presented as single fact sheets highlighting a single factor such as `Vehicle Type' or `Road Type'. This document will try to show how the risk factors interrelate to produce a crash. Complete detailed analysis of each of the many risk factors and their complex interaction is beyond the scope of this document but special sections through out the document will be used to expand analysis on critical issues and bring the multiple crash contributing factors together.
In addition, a new section called `Connections' will describe the varied and complex factors that contribute to crashes. The Connections sections are a compilation of different crashes and photos that illustrate crashes and the complexity of risk analysis. Narratives from crash reports by law enforcement officers and emergency medical technicians will be used to describe how the crash happened and the results. Data is only quantitative but the narrative is qualitative and shows aspects of the crash that can't be easily documented by simple numbers.
All data unless otherwise noted is from the Georgia Department of Transportation (GDOT). The motor vehicle crash data used in this document is from the Georgia Department of Transportation revised and released as of January 2008. For urban and rural designations pre-2003 census categories have been used because they more accurately reflect the roadway characteristics.
Risk -it is all about risk and the numbers clearly document the risk we all face on the roads. Reducing the risk involves understanding the specific factors and events that lead to a crash in order to design risk reduction measures and save lives. This is why this data is kept and why it is presented here.
Angelyn Rios

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Trends & Patterns

2008 CASI Report

From 2000 to 2006 in Georgia over six million people were involved in a motor vehicle crash either as a driver or passenger or pedestrian. That is on average 2,394 people each day. Almost one million men, women and children were injured in motor vehicle crashes in Georgia from 2000 to 2006. Over the seven year period crashes resulted in more than 2,500 injuries on average each week.

From 2000 to 2006 in Georgia, 11,435 people lost their lives in motor vehicle crashes. On average 31 people die in crashes each week.

Three out of four fatal crashes occurred on two-way roads with no separation or barrier they are the highest risk roadways. The majority of fatal crashes on two-way roads without any separation occurred in rural counties. Twice as many people are killed in crashes in rural Georgia counties as are killed in the five metropolitan Atlanta counties.

Off road fatal crashes accounted for 41 percent of all fatal crashes in Georgia in 2006. Overturn and fixed object crashes pose the highest risk of injury or death to the vehicle occupants. In rollover crashes half of the occupants were either killed or injured. In fixed object crashes one out of three occupants were injured or killed. From 2000 to 2006 there has been a steady increase in rollover crashes. The number of fatal rollover crashes increased 41.2 percent from 2000 to 2006.

Horizontal curves are one of the major road characteristics that increase the risk of crashing. In 2006, one out of two fatal off road crashes happened on a curve although straight roadway segments far outnumber curved roadway segments.

One out of three fatal crashes in Georgia in 2006 occurred on off-system roads and almost all of these fatal crashes were on two-way roads without any separation. Of the off road fatal crashes on twoway off-system roads 62 percent were on horizontal curves.

One out of four fatal crashes in Georgia occurs at an intersection. Sixty percent of the vehicles in fatal intersection crashes in 2006 were at an intersection without any traffic control. The highest number of fatal intersection crashes occurred in rural counties.

Crashes that occur at an angle account for 25.5 percent of the fatal crashes in Georgia in 2006. From 2000 to 2006 there have been 2,618 angle fatal crashes in Georgia. Collisions occurring at an angle are the most frequent manner of collision at intersections. These occur when one vehicle is turning and struck from the side by another. Sixty-one percent of the vehicles in fatal intersection crashes were struck at an angle.

Crash Analysis, Statistics & Information

Georgia Department of Transportation

January 2008

Trends & Patterns

2008 CASI Report

Rural counties accounted for 60 percent of the fatal rollover crashes involving pickup trucks. In 2006, one out of three fatalities in Georgia occurred in a crash involving a pickup truck.

A higher proportion of pickup crashes were fatal. The proportion of pickup truck crashes that were fatal was almost twice that of passenger cars. Pickup truck adult occupants have a lower seat belt usage than occupants of passenger cars and sport utility vehicles. The number of pickup trucks in fatal crashes increased 17 percent from 2000 to 2006. Even when adjusted for the increase in the number of registered vehicles the fatal crash rate increased 5.7 percent.

One out of six fatalities in Georgia occurred in a crash involving a large truck. Of the 270 fatalities that occurred in crashes involving at least one large truck in 2006, 86.3 percent of the people killed were occupants of the smaller vehicle compared with 13.7 percent for the large truck occupants.

Almost one-third of the fatal motorcycle crashes occurred in rural counties. The proportion of motorcycle crashes that were fatal was twelve times greater than that of passenger cars. Seventy-two percent of motorcyclists were either injured or killed compared with only 16 percent of the occupants of passenger cars. The motorcycle fatal crash rate increased 60.8 percent from 2000 to 2006. There has been a gradual but dramatic increase in motorcycle fatalities for middle age and older bikers. From 2000 to 2006, motorcycle drivers in fatal crashes under age 40 increased 117.1 percent. In contrast for drivers over age 39 the increase was 254.6 percent.

Almost five people died every day on average more than 32 deaths each week. Fatalities have increased from around 1,500 each year in the 90's to over 1,700 in 2005 and 2006.

In 2006 alone the number of injured children ages 5-9 would fill not 10 classrooms, not 50 classrooms but 128 classrooms. For middle school age children ages 10-14 the number is even greater. The number of injured children ages 10-14 in 2003 would fill 148 Georgia classrooms.

In 2006, persons over age 74 were almost four times more likely to be killed than younger persons under age 65. Of the persons over age 74 injured, 3.84 percent were killed compared with 1.12 percent for persons under age 65.

Crash Analysis, Statistics & Information

Georgia Department of Transportation

January 2008

Trends & Patterns

2008 CASI Report

Unsafe or illegal speed is involved in one out of six fatal crashes in Georgia. The number of speed related fatal crashes has increased from 2000 to 2006. The chance of being seriously injured is three times higher in crashes related to speed than crashes not related to speed.

Over 4 million drivers have been involved in crashes resulting in almost a million injuries. That is on average 1,720 drivers each day 72 drivers every hour. In 2006 alone 1,703 men, women and children lost their lives on Georgia's roadways.

One out of ten of the drivers in crashes in Georgia in 2006 had driver's licenses from other states or countries. This proportion is even greater for drivers in fatal crashes. The majority of out-of-state drivers were from nearby states for both crashes and fatal crashes.

For all age groups rural counties have the highest number of drivers in fatal crashes and the highest driver fatal crash rate. The fatal crash rate for drivers ages 16-17 in rural counties is almost double the fatal crash rate for drivers ages 16-17 in the five Atlanta metropolitan counties.

From before the Teenage and Adult Driver Responsibility Act went into effect in 1996 to 2006 the number of fatal crashes involving drivers ages 16-17 declined dramatically. When comparing 1996 with 2006, the number of drivers ages 16-17 in fatal crashes declined 32.8 percent but the decline for drivers ages 18-20 was only 3.3 percent. In comparison the number of drivers over age 24 in fatal crashes increased 16.9 percent.

Older drivers often have older passengers. The older person's greater susceptibility to physical injury greatly increases the chance that someone in an older driver's vehicle will be seriously injured or killed in a crash. The lack of adequate funding for EMS and trauma centers is a special problem in rural areas. This deficiency complicates the outcome for older persons who are more susceptible to injury and may have previous existing medical conditions.

The number of older drivers in fatal crashes in rural counties is almost three times greater than the number of drivers in fatal crashes in the other three regions. In rural areas the lack of accessible public transportation necessitates driving on high risk rural roads. In addition the long distances to emergency care and trauma centers increase the risk of a serious injury leading to death.

From 2000 to 2006 on average three pedestrians were killed each week. Forty pedestrians were injured on average each week. Pedestrians are 32 times more likely to be killed in motor vehicle crashes than vehicle occupants are.

Crash Analysis, Statistics & Information

Georgia Department of Transportation

January 2008

Table of Contents

2008 CASI Report

Overview
The Magnitude of the Problem In Perspective The Risk Risk in Perspective Crashes or Crime? Crashes, Injuries and Fatalities In Perspective Severity of Injury Growth in Population and Crashes Crashes, Injuries and Fatalities High Risk Crash Counties Two Georgias High Risk Fatality CountiesTwo Georgias
Risk and the Roadways
Connections..... Type of Crash Type of Crash Injury Risk Type of Crash Rural and Urban Roads Interstate and Non-Interstate Roads Interstate and Non-Interstate Roads Type of Crash Rural and Urban Roads High Risk Roads: Special Report
Risk and the Vehicles
Connections..... Risk and Vehicles Vehicles in Crashes Passenger Vehicles Large Trucks Motorcycles Vehicles Crash Severity Reducing Risk Vehicles and Seat Belt Use Reducing Risk Emergency Medical Services Reducing Risk Vehicle Design Vehicles on High Risk Roads: Special Report
Crash Analysis, Statistics & Information
Georgia Department of Transportation

Section I
1 2 3 4 5 6 7 8 9
Section II
1 2 3 4 5 6 7 8
Section III
1 2 3 4 7 10 13 15 17 19 24
January 2008

Table of Contents
Risk and the People
Connections...... Risk and the People Injuries Fatalities Seat Belts and Child Safety Seats School Age Children Pedestrians & Bicyclists Drivers Driver Contributing Factors Young Drivers Older Drivers Intersections Drivers on High Risk Roads: Special Report

2008 CASI Report
Section IV
1 2 3 5 7 10 11 17 21 25 28 30 32

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Table of Contents

2008 CASI Report

County Level Data Tables Rates per Vehicle Miles Traveled
Motor Vehicle Crashes Motor Vehicle Crash Injuries Motor Vehicle Crash Fatalities Motor Vehicle Fatal Crashes Off Road Crashes Off Road Fatal Crashes Crashes on Straight Roadways Crashes on Curves Fatal Crashes on Straight Roadways Fatal Crashes on Curves Overturn Crashes Crashes Involving Another Vehicle Fixed Object Crashes Overturn Fatal Crashes Fatal Crashes Involving another Vehicle Fatal Fixed Object Crashes Angle Crashes Head On Crashes Rear End Crashes Sideswipe Same Direction Crashes Sideswipe Opposite Direction Crashes Crashes Not Collision With Another Vehicle Angle Fatal Crashes Head On Fatal Crashes Rear End Fatal Crashes Sideswipe Same Direction Fatal Crashes Sideswipe Opposite Direction Fatal Crashes Fatal Crashes Not Collision With Another Vehicle Pedestrians in Crashes Pedestrians Injured Pedestrian Killed Deer Related Crashes Deer Related Injuries Deer Related Fatalities

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Table of Contents
County Level Data Tables Rates per Population
Drivers in Crashes All Drivers Drivers in Crashes by Age Ages 16-17 Drivers in Crashes by Age Ages 18-20 Drivers in Crashes by Age Ages 21-24 Drivers in Crashes by Age Ages Over Age 24 Drivers in Crashes by Age Ages 16-24 Drivers in Crashes by Age Ages 25-64 Drivers in Crashes by Age Ages 65-74 Drivers in Crashes by Age Ages Over Age 74 Drivers in Fatal Crashes All Drivers Drivers in Fatal Crashes by Age Ages 16-17 Drivers in Fatal Crashes by Age Ages 18-20 Drivers in Fatal Crashes by Age Ages 21-24 Drivers in Fatal Crashes by Age Ages Over Age 24 Drivers in Fatal Crashes by Age Ages 16-24 Drivers in Fatal Crashes by Age Ages 25-64 Drivers in Fatal Crashes by Age Ages 65-74 Drivers in Fatal Crashes by Age Ages Over Age 74
Georgia Vehicle Miles Traveled 2000 to 2006 Georgia Population Estimates 2000 to 2006 Georgia Population Estimates by Single Age 2000 to 2006

2008 CASI Report

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Contributors and Editors

2008 CASI Report

Terry Albertson

Georgia Department of Transportation, Crash Reporting

Marty Billings EMT-P, M.Ed. Georgia Department of Human Resources, Office of

Emergency Medical Services/Trauma

Susan R. Boatright

University of Georgia, Center for Agribusiness & Economic Development,

College of Agricultural & Environmental Sciences, Georgia County Guide

Office

Martin Bretherton

Gwinnett County, Traffic Studies Engineer

Capt. Bruce Bugg

Georgia Department of Public Safety, Special Projects coordinator, Law

Enforcement Division

Norm Cressman

Georgia Department of Transportation, Safety Program Manager, Office

of Traffic Safety Design

Keith Debowles

Georgia Department of Transportation, Information Technology

Commander Steven Folden EMT-P Fayette County Department of Fire and Emergency Services

Sgt. Ben Garrett

Georgia State Patrol, Specialized Collision Reconstruction Team

Shane Garrison EMT-P Puckett Emergency Medical Services, Inc.

Ben Harper

Consultant, Highway Safety

Debra Houry MD, MPH Assistant Professor, Center for Injury Control Emory University,

Emergency Medicine Director

Mike Jernigan EMT-P Metro Atlanta Ambulance Service

Frank Julian

U.S. Department of Transportation, Federal Highway Administration,

Resource Center

Capt. William Kunkle EMT-P Henry County Fire Department

Keary Lord

Douglas County, Traffic Operations Division Manager

Erick Moran

U.S. Department of Transportation, National Highway Traffic Safety

Administration, Southeast Region

Jennifer Ogle PhD

Clemson University, School of Civil & Environmental Engineering

Patrick O'Neal MD Georgia Department of Human Resources, Director, State Office of

Preparedness/EMS/Trauma,

Tim Peebles EMT-P Hall County Fire and Emergency Services

Dana Robbins

U.S. Department of Transportation, Federal Highway Administration

Sgt. Gene Toole

Douglas County Sherriff's Office

Sgt. Jim Wicker

Georgia State Patrol, Specialized Collision Reconstruction Team

Crash Analysis, Statistics & Information Georgia Department of Motor Vehicle Safety

January 2008

Overview
The Magnitude of the Problem In Perspective The Risk Risk in Perspective Crashes or Crime? Crashes, Injuries and Fatalities In Perspective Severity of Injury Growth in Population and Crashes Crashes, Injuries and Fatalities Two Georgias High Risk Crash Counties Two Georgias High Risk Fatality CountiesTwo Georgias

Section I
1 2 3 4 5 6 7 8 9

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

The Magnitude of the Problem

2008 CASI Report

The sheer magnitude of the crash numbers document the risk we all face on Georgia's roads. The numbers are staggering. It is very difficult to look at these numbers and fully comprehend the losses. They are not just statistics: Each number represents a loss. Putting it all in perspective is hard to do because there are so many crashes, injuries and deaths it is hard to bring it down to a human scale. Risk -it is all about risk and the numbers clearly document the risk we all face on the roads.
Since 2000 over six million people have been involved in a motor vehicle crash in Georgia either as a driver or passenger or pedestrian. That is on average 2,394 people each day.
Over 4 million drivers have been involved in crashes resulting in almost a million injuries. That is on average 1,720 drivers each day.
From 2000 to 2006 over one million drivers were involved in a crash where someone was injured and over 16,000 drivers were in a crash where someone died.
In the last seven years 11,435 people have died in motor vehicle crashes in Georgia. On average, every Georgian will be involved in a crash every ten years. And that is the risk we face on the roadways.

Drivers, Crashes, Injuries and Fatalities

Crashes Total Persons Drivers in Crashes Passengers

2000 309,768 824,820 585,916 235,434

2001 317,851 849,335 603,217 242,618

2002 327,774 871,308 621,439 246,394

2003 331,612 874,256 626,906 243,865

2004 342,922 899,821 649,649 247,737

2005 348,061 908,142 658,263 247,310

2006 342,534 888,919 648,339 238,038

2000-2006 2,320,522 6,116,601 4,393,729 1,701,396

Drivers in Injury Crashes 159,796 164,476 165,090 165,709 171,818 173,925 167,048 1,167,862

Injuries

130,608 132,305 132,623 132,879 138,130 139,194 133,555 939,294

Drivers in Fatal Crashes

2,244 2,438 2,260 2,377

Fatalities

1,549 1,656 1,531 1,610

Driver data excludes pedestrians

Injury Drivers excludes drivers in crashes that resulted in a fatal injury.

2,434 1,641

2,609 1,745

2,515 1,703

16,877 11,435

Crash Analysis, Statistics & Information Georgia Department of Transportation

1 January 2008

In Perspective The Risk

2008 CASI Report

It is all about risk. Even with the best roadway, the best driver, the best vehicle, the risk for a crash still exists.

Each type of roadway possesses a unique combination of risk factors that are unique and inherent to the roadway design and construction. These risks can be reduced but not eliminated. There is no completely risk free road. No road is completely safe.
The vehicles we drive each pose inherent risks of their own. The list of safety improvements in our vehicles is impressive but there is still much work to be done. Smaller vehicles although they may be more economical or handle better than larger vehicles are at risk when colliding with a larger vehicle. Some larger vehicles have their own risks in their tendencies to roll over along with other built in design challenges. Again there is no completely risk free vehicle. No vehicle is completely safe.

In perspective.... Each year the number of people injured in crashes would fill three large stadiums. Think of three large baseball stadiums filled to overflowing with injured men, women and children.

For drivers at risk the list of driver errors and risk behavior goes on and on everything from excessive speed to simple inattention. Sometimes a particular age group can be identified but for all of us driver errors and risky behavior are things we must always be on guard against. Even the best driver may have a moment of inattention or make a wrong move that could have potentially fatal results. And again there is no completely risk free driver. No driver is completely safe.

Understanding your risk, determining its source and developing ways of reducing the risk is the goal of crash data. It is a process that requires accurate data examined over a span of time that allows for a truly accurate picture of the risk potential for even small segments of roadways. Roadway risk reduction is like all big problems it is solved one roadway segment at a time.

Good data is needed to first evaluate the risk, then determine the solution and then evaluate the results of applying the remedy. Only then can we move on to the next problem.

Crash Analysis, Statistics & Information Georgia Department of Transportation

2 January 2008

In Perspective Crashes or Crime?

2008 CASI Report

On average each year 873,800 persons are involved in motor vehicle crashes either as drivers, passengers or pedestrians out of an average population of an estimated nine million in Georgia. Everyone is at risk.
Over the past seven years on average 368 people were injured in crashes each day compared with a daily average of 60 aggravated assaults.
Motor vehicle crash fatalities out numbered murder victims almost three to one over the past seven years.
On average 32 people were killed in crashes each week compared with 10 murders.

In perspective.... In 2006, 1,703 people were killed in crashes compared with 601 murders in Georgia. In that single year 1,102 more people died in crashes than were murdered. 133,555 people were injured in crashes compared with 23,867 incidents of aggravated assault. In that single year 109,688 more people were injured in crashes than by aggravated assaults.

2006 Motor Vehicle Fatalities Compared with
Murder Victims
2,000

2006 Motor Vehicle Injuries Compared with Aggravated
Assaults
150,000

1,500 1,000
500

100,000 50,000

0 Motor V e hicle
Fatalitie s

Murder Victim s

0

Motor Vehicle Aggravated

Injuries

Assaults

Crime versus Crashes

2000 2001 2002 2003 2004 2005 2006 2000-2006

Murdered Victims

496

549

521

619

476

526

601

3,788

Crash Fatalities

1,549 1,656 1,531 1,610 1,641 1,745 1,703 11,435

Aggravated Assaults* 21,463 22,930 21,109 20,912 20,823 22,409 23,867 153,513

Crash Injuries

130,608 132,305 132,623 132,879 138,130 139,194 133,555 939,294

*Aggravated assaults may or may not involve an actual physical injury to a victim.

Data Sources: Georgia Department of Transportation, crime data from Georgia Bureau of Investigation

Crash Analysis, Statistics & Information

3

Georgia Department of Transportation

January 2008

Crashes, Injuries and Fatalities
In 2006 alone 1,703 men, women and children lost their lives on Georgia's roadways. Almost five people died every day on average more than 32 deaths each week. Fatalities have increased from around 1,500 each year in the 90's to over 1,700 in 2005 and 2006.
From 2000 to 2005 motor vehicle crashes increased and then declined in 2006 the first such decline in ten years.
Although the number of injuries remained about the same from 2000 to 2003, they increased in 2004 and 2005 and then declined in 2006. The injury rate remained about the same due to the increase in risk exposure a greater number of vehicle miles traveled. A declining rate indicates the relative risk has declined and does not mean that the risk of injury is still not significant.
Multiple factors come into play when trying to understand crash data. More drivers and vehicles contribute to more crashes but protective behaviors such as seat belt use or motorcycle helmet use greatly reduce the number of people injured or killed. In addition, seat belts and helmets not only save lives they also reduce the chance of serious injury.
Seat belts do not prevent crashes, they prevent injuries. In some cases the crash is so severe that no occupant protection device will prevent an injury.
Preventing the crash itself is the most effective way of preventing injuries and fatalities.

2008 CASI Report
Motor Vehicle Crashes
375,000 350,000 325,000 300,000 275,000 250,000
2000 2001 2002 2003 2004 2005 2006
Motor Vehicle Crash Injuries
150,000

125,000

100,000 2000 2001 2002 2003 2004 2005 2006

Motor Vehicle Crash

2,000

Fatalities

1,750

1,500

1,250

1,000

750

500

2000 2001 2002 2003 2004 2005 2006

Crashes Rate Injuries Rate Fatalities Rate

Crashes, Injuries and Fatalities
Number and Rate per 100 Million Vehicle Miles Traveled

2000 309,768
299.5 130,608
126.3 1,549
1.50

2001 317,851
297.6 132,305
123.9 1,656
1.55

2002 327,774
316.9 132,623
128.2 1,531
1.48

2003 331,612
306.1 132,879
122.7 1,610
1.49

2004 342,922
306.3 138,130
123.4 1,641
1.47

2005 348,061
312.4 139,194
124.9 1,745
1.57

2006 342,534
307.9 133,555
120.0 1,703
1.53

2000-2006 2,320,522
306.7 939,294
124.1 11,435
1.51

Crash Analysis, Statistics & Information Georgia Department of Transportation

4 January 2008

In Perspective Severity of Injury

2008 CASI Report

From 2000 to 2006, 42,337 people received severe incapacitating injuries such as traumatic head injuries, paralysis, or other serious injuries. Motor vehicle crashes are the leading cause of traumatic head injuries, injuries that often result in death or decades of slow and incomplete recovery.
On average each week 116 people were seriously injured and 31 killed.
Minor and moderate injuries such as minor cuts or sprains far outnumber serious or fatal injuries 1,844 minor injuries and 621 moderate injuries on average each week.
Crashes resulting in serious injury or death increased from 2000 to 2006. The number of serious injuries such as coma or paralysis increased 11.1 percent 637 more serious injuries in 2006 than in 2000.
Emergency medical services are essential when dealing with injuries and absolutely imperative if the crash victim is seriously injured. Medical care at the scene can reduce the risk impact of a serious injury and in life threatening injuries has saved lives at the crash scene.
The increase in serious injuries parallels the increase in fatalities because the factors associated with fatal crashes are often also associated with factors that cause serious injury crashes.

Motor Vehicle Crash Injuries
Number and Rate per 10,000 Population

Minor Injuries Rate Moderate Injuries Rate Serious Injuries Rate

2000
92,974 113.0
31,882 38.7
5,752 7.0

2001
94,499 112.2
31,873 37.8
5,933 7.0

2002
95,062 110.6
31,832 37.0
5,729 6.7

2003
95,069 108.6
31,960 36.5
5,850 6.7

2004
98,559 110.3
33,252 37.2
6,319 7.1

2005
99,492 108.9
33,337 36.5
6,365 7.0

Percent

2006 Change

2000-2006

95,339

2.54

101.8

-9.87

31,827

-0.17

34.0

-12.26

6,389

11.07

6.8

-2.37

Total Injuries Rate Fatalities Rate

130,608 132,305 132,623 132,879 138,130 139,194 133,555 158.7 157.1 154.2 151.9 156.4 152.4 142.6 1,549 1,656 1,531 1,610 1,641 1,745 1,703 1.88 1.97 1.78 1.84 1.84 1.91 1.82

2.26 -10.12
9.94 -3.37

Crash Analysis, Statistics & Information Georgia Department of Transportation

5 January 2008

Growth in Population and Crashes

2008 CASI Report

Georgia's exploding population growth has had profound effects on the crash risks on our roads and highways. Increased volumes of drivers, cars and travel lead to congested roadways, which increase the risk of crashes. In turn, because of the increased congestion speeds tend to be slower leading to fewer or less severe injury crashes.
The increase in population has not been even throughout the state. Some areas have seen exponential growth while others have seen only small gains. This disparity has an effect on motor vehicle crashes in many ways.
The population in the suburban Atlanta counties increased 31.5 percent from 2000 to 2006 compared with an increase of only 6.53 percent in metropolitan counties outside of Atlanta and 7.57 percent in rural counties.
Moderate growth occurred in Clayton, Cobb, DeKalb, Fulton and Gwinnett counties, the five Atlanta metropolitan counties 15.63 percent from 2000 to 2006.

Population in Millions

Georgia Population 2000 to 2006
4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0.0 2000 2001 2002 2003 2004 2005 2006

Atlanta Other MSA

Suburban Rural

Data Source: U.S. Census Bureau (see next page)

In Perspective....
Another aspect of the increased vehicle miles traveled and population is that although the number of crashes or injuries may increase the rates may decline. In order to compare the number of crashes from one year to the next or from one county to another we need a measure of the exposure to risk. The amount of travel or the vehicle miles traveled gives us one measurement of risk.
The rate is a measurement of exposure -in simplest terms the more you travel the greater your risk of having a crash. By taking the exposure into account we can compare one county to another or trends over time. The rate is calculated by dividing the crashes or injuries by vehicle miles driven or population. The resulting rate is a measure of the degree of risk in a county or on a type of roadway.
This should be a measurement of risk of being in a crash. But rates can be misleading. If a high risk road with a high number of fatalities has a fatality rate that is declining it does not necessarily mean that it is a safer road. It may only mean that because of all the increased traffic the relative risk is lower for all possible motorists. The road may still be high risk.

Crash Analysis, Statistics & Information Georgia Department of Transportation

6 January 2008

Crashes, Injuries and Fatalities Two Georgias

2008 CASI Report

Even though more crashes occur in the five Atlanta metropolitan counties more people die in rural counties.
The number of people killed in rural Georgia counties is almost double those killed in the five metropolitan Atlanta counties. In comparison, the number of crashes in the five Atlanta counties is almost double the number of crashes in Georgia' rural counties.
Atlanta suburban counties have seen an increase in crashes but a decrease in fatalities. Increased population and congestion leads to more crashes but bumper to bumper traffic leads to slower speeds which reduce the severity of injury.
The opposite is true of the other MSA counties that show a decline in crashes but an increase in fatalities.

Total Fatalities by Region, 2000-2006
7000

6000

5000

4000

3000

2000

1000

0 Atlanta Suburban Other Atlanta MSA

Rural

Crashes Injuries and Fatalities by Region* 2000 to 2006
Number and Rate per 100 Million Vehicle Miles Traveled

Crashes Atlanta Atlanta Suburban Other MSA Rural Counties

2000

2006

Number Rate Number Rate

Percent Change in
Number

Percent Change in
Rate

135,988 402.3 41,005 274.9 53,763 336.2 79,012 204.1

151,193 433.0 51,766 284.9 56,905 333.9 82,670 201.0

11.18 26.24
5.84 4.63

7.65 3.65 -0.71 -1.52

Injuries Atlanta Atlanta Suburban Other MSA Rural Counties

49,524 146.5 18,115 121.5 23,187 145.0 39,782 102.8

49,939 143.0 21,314 117.3 22,632 132.8 39,670 96.4

0.84 17.66 -2.39 -0.28

-2.37 -3.40 -8.44 -6.14

Fatalities Atlanta Atlanta Suburban Other MSA Rural Counties

369 1.09 235 1.58 244 1.53 701 1.81

398 1.14 267 1.47 281 1.65 757 1.84

7.86 13.62 15.16
7.99

4.43 -6.72 8.03 1.64

Crash Analysis, Statistics & Information Georgia Department of Transportation

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.
Data Source: U.S. Census Bureau
7
January 2008

High Risk Crash Counties Two Georgias
Congestion and high numbers of vehicles and drivers combine to increase the risk of crashes and at the same time can reduce the severity of a crash due to lower speeds and other factors associated with fatal crashes.
Congestion also can interfere with the ability of emergency vehicles getting to the crash scene to provide life saving aid thus increasing the risk of crash victims dying.
Modern road design contributes to fewer fatal crashes because of medians or barriers, clear signs, wide solid shoulders and wellplanned traffic control devices. These road characteristics assure that in the event of loss of control of the vehicle, the vehicle does not go into oncoming traffic or off the road into a fixed object.

2008 CASI Report

Crash High Risk Counties

2000-2006 Crash Rate per 100 Million VMT
Crash Analysis, Statistics & Information Georgia Department of Transportation

Counties with a crash rate higher than the state crash rate are in dark blue. The counties in dark blue have the highest risk of being in a crash.
Compare it to the fatality high-risk counties on the next page.
8
January 2008

High Risk Fatality Counties Two Georgias

2008 CASI Report

Two-way roads without a physical barrier or separation predominate in rural areas. These roads have the highest fatal crash risk.
Two-way roads are often narrow roads with no physical barrier or division separating oncoming traffic, sharp curves, limited visibility, little or no shoulder, and with frequent entering and exiting traffic. This greatly increases the risk of a crash.
These characteristics also present a risk for emergency vehicles traveling at the high speeds necessary for immediate response. This combined with the lack of trauma centers in many rural areas further increases the risk of dying for the seriously injured.
These roadways are also a problem in emerging suburbs that often are not prepared for massive increases in population with their limited funding resources and infrastructure.

Counties with a fatality rate higher than the state fatality rate are in dark blue. In other words the highest risk of being killed in a crash is in the counties in dark blue.
The fatality map on the right is almost a mirror image of the crash highrisk counties.

Fatality High Risk Counties

2000-2006 Fatal Crash Rate per 100 Million VMT
Crash Analysis, Statistics & Information Georgia Department of Transportation

9 January 2008

Risk and the Roads..... Section II

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Risk and the Roads.....
Connections.....
Type of Crash Type of Crash Injury Risk Type of Crash Rural and Urban Roads Interstate and Non-Interstate Roads Interstate and Non-Interstate Roads Type of Crash Rural and Urban Roads High Risk Roads: Special Report

Section II
1
2 3 4 5 6 7 8

This section will cover both the roadways and the crashes because crash risk cannot be separated from the characteristics of the roadway. Certain types of roadway have a much higher risk due to very basic features such as two-way roads with nothing to separate oncoming traffic or curved roadways that sometimes are difficult to negotiate. It will also cover effective road engineering treatments that reduce the risk of crashing.

Crash Analysis, Statistics & Information

Georgia Department of Transportation

January 2008

Connections.....
The Crash Report
`Crash occurred on two-way road divided by a single dotted center line. Vehicle traveling north failed to negotiate the curve and when the rear tire left the pavement it dug into deep ruts in the soft dirt and driver lost control of the vehicle. Vehicle out of control left the roadway and struck a tree. Vehicle came to rest wrapped around tree. Vehicle doors jammed, Rescue and EMS arrived and extricated driver but driver had not survived his injuries' -Crash Report

Crash report narrative is taken from crash reports by Georgia law enforcement officers. Photographs are purely for descriptive purposes and are not from the crash scene.

Crash Analysis, Statistics & Information

1

Georgia Department of Transportation

January 2008

Type of Crash

2008 CASI Report

From 2000 to 2006 rollover crashes increased 29.7 percent in Georgia. In rollover crashes where someone was fatally injured the increase was even greater, 41.2 percent from 2000 to 2006.

Critical to crash analysis is the determination of how the crash occurred. Identifying the first harmful event and the severity of the crash based on injuries links how the crash occurred to the level of risk to drivers and passengers.
From 2000 to 2006 crashes in which the first harmful event was collision with another moving vehicle accounted for 76.9 percent of total crashes but in comparison only 46.3 percent of the fatal crashes involved a collision with another vehicle.
Overturn crashes accounted for just one out of 100 of all crashes, in comparison they were one out of ten of the fatal crashes.
Crashes into fixed objects accounted for 12.6 percent of all crashes but 27.4 percent of all fatal crashes. From 2000 to 2006 fixed object crashes increased 4.2 percent in comparison during the same time fatal fixed object crashes increased 11.3 percent.

2000

Crashes

Moving Vehicle Collision 238,100

Fixed Object Crash

39,255

Overturn Crash

4,986

Total

309,768

Non-Fatal Injury Crashes

Moving Vehicle Collision

62,252

Fixed Object Crash

13,677

Overturn Crash

2,830

Total

83,675

Fatal Crashes

Moving Vehicle Collision

604

Fixed Object Crash

469

Overturn Crash

114

Total

1,385

*Data for other crash types not presented.

Type of Crash

2001 2002 2003

246,035 37,907 4,919
317,851

252,978 41,658 4,963
327,774

255,197 41,681 4,692
331,612

64,319 13,107
2,789 85,470

64,243 14,153
2,816 86,081

64,811 13,915
2,843 86,526

685 442 129 1,475

604 415 139 1,369

646 470 120 1,469

2004
263,547 43,020 5,478
342,922
66,925 14,541
3,364 89,983
679 402 154 1,467

2005
267,363 44,053 5,637
348,061
67,376 14,956
3,441 91,177
702 539 137 1,595

2006
264,064 40,917 6,467
342,534
64,547 14,103
3,737 87,851
656 522 161 1,562

Percent Change 2000-2006
10.90 4.23
29.70 10.58
3.69 3.11 32.05 4.99
8.61 11.30 41.23 12.78

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.

Crash Analysis, Statistics & Information

2

Georgia Department of Transportation

January 2008

Type of Crash Injury Risk

2008 CASI Report

Overturn and fixed object crashes pose the highest risk of injury or death to the vehicle occupants. In rollover crashes half of the occupants were either killed or injured. In fixed object crashes one out of three people were injured or killed.
In comparison in crashes involving another vehicle one out of 10 occupants were killed or injured.
Rollover or fixed object single vehicle crashes accounted for four out of ten of the fatalities that occurred in 2006. In comparison only about 15 percent of all crashes involved rollover or fixed object single vehicle crashes.
The type of crash can predict your risk for injury or death. Rollover crashes result in more injuries and fatalities due to the extensive vehicle damage and perhaps more importantly the risk for unrestrained occupants to be ejected from the vehicle. In 2006 of the 10,215 vehicle occupants in overturn crashes 5,424 were either injured or killed.
In fixed object crashes, depending on the force of impact, the crash often results in the occupants being ejected from the vehicle if they have failed to use seat belts. In 2006 of the 57,897 vehicle occupants in fixed object crashes 18,723 were either injured or killed.

Severity of Injury, 2006 Percent of Persons in Crash
Injured or Killed
70

60

50

40

30

20

10

0 Overturn

Fixed Object

Moving Vehicle

Severity of Injury, 2006 Percent of Persons in Crash Injured or Killed

Moving Vehicle Fixed Object Overturn

Occupants 762,810 57,897 10,215

Injuries & Fatalities
104,305 18,723 5,424

Percent Injured or Killed
13.67 32.34 53.10

Crash Analysis, Statistics & Information Georgia Department of Transportation

3 January 2008

Type of Crash Rural and Urban Roads

2008 CASI Report

Regardless of the type of crash, rural counties have more fatalities than urban areas. Rural counties accounted for 41.9 percent of the fatal crashes involving another vehicle, 49.6 percent of the fatal fixed object crashes and 62.2 percent of the fatal rollover crashes although they accounted for only 37 percent of the vehicle travel in the state.
From 2000 to 2006, 49.6 percent of the fatal fixed object crashes occurred in rural counties, compared with 18.2 percent in the five major Atlanta metropolitan counties.
The disparity was even greater for overturn crashes, 62.2 percent occurred in rural counties compared with 11.1 percent occurring in the five Atlanta metropolitan counties.

Rollover Fatal Crashes by Region, 2000-2006
Rural 62%

Atlanta 11%

Other MSA 15%

Suburban 12%

Crash Type by Region, 2000-2006

Crashes Atlanta Atlanta Suburban Other MSA Rural Counties Georgia

Moving Vehicle

Fixed Object

Overturn

Number Percent Number Percent Number Percent

874,999 236,468 345,400 330,417 1,787,284

49.0 13.2 19.3 18.5 100.0

84,266 49,630 55,679 98,916 288,491

29.2 17.2 19.3 34.3 100.0

6,784 6,281 5,802 18,275 37,142

18.3 16.9 15.6 49.2 100.0

Nonfatal Injury Crashes

Atlanta

296,224

Atlanta Suburban

88,823

Other MSA

127,395

Rural Counties

132,417

Georgia

644,859

45.9 13.8 19.8 20.5 100.0

32,605 21,998 23,005 48,610 126,218

25.8 17.4 18.2 38.5 100.0

3,837 4,005 3,622 12,205 23,669

16.2 16.9 15.3 51.6 100.0

Fatal Crashes Atlanta Atlanta Suburban Other MSA Rural Counties Georgia

1,101 805 754
1,916 4,576

24.1 17.6 16.5 41.9 100.0

593 516 534 1,616 3,259

18.2 15.8 16.4 49.6 100.0

106

11.1

114

11.9

141

14.8

593

62.2

954 100.0

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

Data Source: U.S. Census Bureau

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.

Crash Analysis, Statistics & Information

4

Georgia Department of Transportation

January 2008

Interstate and Non-Interstate Roads

2008 CASI Report

The majority of all crashes occur on non-interstate roads. Almost nine out of ten

crashes occur on non-interstate roads. In addition, non-interstate roads pose a higher risk

of death or injury than interstate roads.

Interstate and

Compared with interstates non-interstate roads are often not as well engineered and often have frequent entering and exiting traffic which greatly increases the risk of a crash.

Non-Interstate Roads
Fatalities 2000-2006
10,000

Non-interstate roads are also higher risk for serious injuries

8,000

than interstates. In 2006, there were 5,626 serious injuries in

crashes on non-interstate roads compared with 763 serious

6,000

injuries in crashes on interstate roads.

After steadily increasing from 2000 to 2005 the number of crashes on interstates, state routes and county roads declined in 2006.
The number of fatal crashes on state routes increased from 2002 to 2006. From 2000 to 2006, an average of 24 fatalities occurred on non-interstate roads each week, compared with an average of 4 fatalities each week on interstates.

4,000
2,000
0 Interstate Non-Interstate

Interstate and Non-Interstate Roads

Crashes Interstate State Route County Route City Street Total

2000 2001 2002 2003 2004 2005 2006 2000-2006 Percent

34,024 96,157 85,024 94,563 309,768

35,995 98,152 90,204 93,500 317,851

37,106 103,930
95,407 91,331 327,774

37,503 103,685
99,802 90,622 331,612

39,167 108,498 104,472
90,785 342,922

40,068 109,573 106,210
92,210 348,061

38,792 105,927 105,152
92,663 342,534

262,655 725,922 686,271 645,674 2,320,522

11.32 31.28 29.57 27.82 100.00

Non-Fatal Injury Crashes

Interstate

8,980

State Route

29,178

County Route 22,787

City Street

22,730

Total

83,675

9,583 29,615 24,056 22,216 85,470

9,257 30,767 24,870 21,187 86,081

9,248 30,731 25,363 21,184 86,526

9,622 32,320 26,761 21,280 89,983

9,969 32,354 27,495 21,359 91,177

9,428 30,935 26,568 20,920 87,851

66,087 215,900 177,900 150,876 610,763

10.82 35.35 29.13 24.70 100.00

Fatal Crashes Interstate State Route County Route City Street Total

192 624 413 156 1,385

210 684 418 163 1,475

173 635 426 135 1,369

196 660 457 156 1,469

213 668 434 152 1,467

220 697 523 155 1,595

209 705 482 166 1,562

1,413 4,673 3,153 1,083 10,322

13.69 45.27 30.55 10.49 100.00

Crash Analysis, Statistics & Information

5

Georgia Department of Transportation

January 2008

Interstate and Non-Interstate Roads Type of Crash

2008 CASI Report

The majority of fixed object crashes occur on state and county routes. This is also true for overturn crashes.
Three out of four fatal crashes occurred on state or county routes regardless of the crash type.
Only one out of ten fatal fixed object crashes occurred on interstate roads.
Seventy-nine percent of the fatal fixed object crashes occurred on state or county routes. For overturn crashes, 74.7 percent of the fatal crashes happened on state or county routes.

The same pattern is true for injury crashes. For fixed object injury crashes 71.9 percent happened on state or county roads. For overturn crashes resulting in an injury 76.4 percent occurred on state or county roads.

Risk in Perspective:
Exposure to risk can be presented in many ways. The amount of travel is one of the best ways to measure risk
Only 28 percent of travel in Georgia occurs on county routes but almost half of the fatal fixed object crashes are on county roads. In comparison, only 12 percent of the fixed object crashes occurred on interstates although interstates accounted for 27 percent of the travel.

Interstate and Non-Interstate Roads by Crash Type 2000-2006

Crashes Interstate State Route County Route City Street Georgia

Moving Vehicle

Fixed Object

Overturn

Number Percent Number Percent Number Percent

194,374 586,386 474,705 531,819 1,787,284

10.9 32.8 26.6 29.8 100.0

43,466 70,511 123,115 51,399 288,491

15.1 24.4 42.7 17.8 100.0

5,477 12,486 15,662
3,517 37,142

14.7 33.6 42.2
9.5 100.0

Nonfatal Injury Crashes

Interstate

44,993

State Route

171,802

County Route

113,822

City Street

123,856

Georgia

454,473

9.9 37.8 25.0 27.3 100.0

14,527 27,173 43,662 13,090 98,452

14.8 27.6 44.3 13.3 100.0

3,423 7,704 9,034 1,659 21,820

15.7 35.3 41.4
7.6 100.0

Fatal Crashes

Interstate

609

13.3

State Route

2,620

57.3

County Route

914

20.0

City Street

433

9.5

Georgia

4,576 100.0

*Data for other crash types not presented.

376 1,092 1,491
300 3,259

11.5 33.5 45.8
9.2 100.0

214

22.4

343

36.0

369

38.7

28

2.9

954 100.0

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.

Crash Analysis, Statistics & Information

6

Georgia Department of Transportation

January 2008

Rural and Urban Roads

2008 CASI Report

From 2000 to 2006 altogether 42.2 percent of all fatal crashes on county routes occurred in rural counties. On state routes the proportion is even higher, 52.6 percent of the fatal crashes on state routes happened in rural counties.
For interstates, state routes and county routes the highest number of fatal crashes occurred in rural counties. Only on city streets were fatal crashes higher in the five Atlanta metropolitan counties.
In 2006 fixed object crashes on state routes 58 percent of the fatal crashes occurred in rural counties more than half of the fatal fixed object crashes. In comparison only 13 percent of the fatal fixed object crashes on state routes happened in the five Atlanta metropolitan counties.
Rural county routes were also over represented in fatal fixed object crashes. Rural counties accounted for 46 percent of the fatal fixed object crashes on county routes almost half of all fatal fixed object crashes on county roads.
In contrast fixed object crashes on county routes in the Atlanta metropolitan counties only accounted for 19 percent of the fatal crashes.
The number of fatal crashes on state routes in rural counties was more than three times higher than the number of fatal crashes on state routes in the five Atlanta metropolitan counties.

Fixed Object Fatal Crashes
On State Routes by Region, 2000-2006

Other MSA 14%

Rural 58%

Suburb 15%

Atlanta 13%
On County Routes by Region, 2000-2006

Other MSA 16%

Rural 46%

Suburb 19%

Atlanta 19%

Fatal Crashes by Road Type and Region, 2000-2006 Number of Fatal Crashes and Percent of Total

Atlanta Suburban Atlanta Other MSA Rural Georgia

Interstate Number Percent
479 33.9 206 14.6 228 16.1 500 35.4 1,413 100.0

State Route Number Percent
733 15.7 750 16.0 731 15.6 2,459 52.6 4,673 100.0

County Route Number Percent
786 24.9 565 17.9 472 15.0 1,330 42.2 3,153 100.0

City Street

Number Percent

357 33.0

86

7.9

318 29.4

322 29.7

1,083 100.0

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

Crash Analysis, Statistics & Information Georgia Department of Transportation

7 January 2008

The Risk

High Risk Roads Special Report

High Risk Roads Special Report
This special section on high risk roads will focus on the characteristics that make a road high risk and the road engineering improvements that can be done to reduce the risk.

In the last seven years 11,435 people have died in motor vehicle crashes in Georgia.
Since 2000, over six million people have been involved in a motor vehicle crash in Georgia either as a driver or passenger or pedestrian. That is an average of 2,394 people each day.
In 2006, there were 5,626 serious injuries in crashes on noninterstate roads compared with 763 serious injuries in crashes on interstate roads.

The number of people killed in rural Georgia counties is almost double the number of people killed in the five metropolitan Atlanta counties.
Three out of four fatal crashes occurred on state or county routes regardless of the crash type.
Overturn and fixed object crashes pose the highest risk of injury or death to the vehicle occupants. In rollover crashes half of the occupants were either killed or injured. In fixed object crashes one out of three people were injured or killed.

On average, every Georgian will be involved in a crash every ten years. For a family of four this means that one of them will be involved in a crash every two and one-half years.

Crash Analysis, Statistics & Information

8

Georgia Department of Transportation

January 2008

The Risk

High Risk Roads Special Report

Why?
What contributes to the crash risk? What makes certain roads high risk? What specific road characteristics contribute to the higher risk?
In order to understand why certain roads are higher risk than others we need to examine the road characteristics and how the crash occurred.

To really understand the road characteristics that contribute to crash risk we need more detailed information on the roadway and many of these roadway elements are not captured on the current motor vehicle crash report. In order to access this information we merged the crash database with another Georgia Department of Transportation file the Location File. The Location File is a separate file that is used to verify the crash location given by the law enforcement office and contains extensive detailed information on the road.
Every effort is made to verify the location for each of the over 300,000 Georgia motor vehicle crashes each year although in some cases it is not possible. Throughout special report we utilized this linked crash data when needed and since not all crashes were able to be located there will be a difference in some of the data analyzed. When this linked data is used it will be identified as `Crash-location linked data' to avoid confusion with the original crash database.

What we know:
State and county roads have the highest number of injuries and fatalities and are predominately two-way roads.
What can be done?
Once we know the specific road characteristics that increase crash risk we can then apply the right road improvements that reduce the risk of crashing.

Crash Analysis, Statistics & Information Georgia Department of Transportation

9 January 2008

The Risk Characteristics

High Risk Roads Special Report

Two-way roads with no physical separation or barrier are your highest risk roads. All in all these roads account for 73 percent of all fatal crashes in Georgia.

High Risk Roads are best described as
two-way roads with no separation or barrier. The risk of a crash being fatal increases because often there is just no safe place to go no shoulder or clear zone without posts or trees. The only choices are head into oncoming traffic or into a tree.

For many narrow roads the edges of the road are easy to slip off of and the road edge drop off is very deep causing loss Factors that increase risk:

of control when vehicles try to return to the roadway and the

no road separation or barrier

vehicle swerves either into oncoming traffic or off the road into

narrow lanes and shoulders

a post or tree. These roads also have frequent entering and

sharp curves

exiting vehicle traffic and limited access control that leads to

no or inadequate access

collisions. The striping can be worn and difficult to see

control

increasing the risk for any crash when visibility may be at issue. Add to these engineering risks the high risk driver, either inexperienced or older facing physical challenges, and the risk is compounded. Once a crash has occurred the same high risk roads impede the ability of emergency workers to provide aid and carry the seriously injured to treatment.

poor/faded striping inadequate lighting crumbling shoulders sharp pavement drop-offs dense vegetation obscuring
vision along roadsides

Economics

poor signage

plays a role here because city and county governments often

do not have the resources to build and maintain roadways

that pose minimum risk. This is especially a factor in

expanding suburban and exurban areas that have primarily

two-way roads with a rapidly increasing population. These

communities have limited infrastructure and budgets and are

often faced with demands that exceed their resources.

Difficult choices must be made.

Rural communities are faced with even
greater challenges. In many rural areas roads were built years ago without the benefit of modern engineering on what were essentially local cow trails. Add to that the infrastructure constraints that exist in small rural communities the challenge is to put limited resources where they will do the most good. Good crash data is the solution.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

10 January 2008

The Risk Two-way Roads

High Risk Roads Special Report

Three out of four fatal crashes occurred on twoway roads with no separation. They are the highest risk roadways.
How traffic is separated is a key factor in crash risk the greater the separation the lower the crash risk. It also greatly affects the type of crash and the manner of collision.
From 2000 to 2006, two-way roads without a separation accounted for 69.6 percent of all injury crashes and 73.1 percent of all fatal crashes.
Fatal crashes on two-way roads with a median separating traffic accounted for one-fourth of all fatal crashes. For two-way roads with a median that also have an additional physical barrier the number of fatal crashes were fewer, 12.6 percent of all fatal crashes were on roads with a barrier.

Road Separation Percent of All Fatal Crashes, 2000-2006
100

80

60

40

20

0 No
Separation

Median

Median and Physical Barrier

Traffic Separation*
Number and Percent of Total Crashes

2000 2001

Two-way Without Separation

Crashes

194,782 199,407

Injury Crashes 54,298 55,019

Fatal Crashes

936 1,006

2002
200,172 54,958 909

2003 2004 2005
204,051 209,738 210,987 55,490 57,566 57,814 1,030 1,002 1,069

2006
208,041 55,926 1,084

2000-2006
1,427,178 391,071 7,036

Percent
67.6 69.6 73.1

Two-way with Median

Crashes

80,773 84,953 87,695 91,181 95,046 98,101 97,647

635,396

30.1

Injury Crashes 21,369 22,416 22,136 22,902 23,847 24,553 23,817

161,040

28.7

Fatal Crashes

348

380

261

332

369

418

362

2,470

25.7

Two-way with Median and Additional Physical Barrier

Crashes

58,713 61,422 62,934 65,439 68,085 70,065 69,662

456,320

21.6

Injury Crashes 14,910 15,610 15,170 15,768 16,370 16,826 16,341

110,995

19.8

Fatal Crashes

174

183

122

169

176

200

192

1,216

12.6

Total Crashes

Crashes

282,158 291,285 294,508 301,668 311,592 316,409 313,121 2,110,741 -----

Injury Crashes 77,004 78,835 78,434 79,679 82,836 83,876 81,193

561,857 -----

Fatal Crashes

1,291 1,395 1,179 1,389 1,380 1,499 1,489

9,622 -----

*Crash location linked data

**Percent of total crashes does not add up to 100 due to overlap between roads with median and also a barrier.

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.

Crash Analysis, Statistics & Information

11

Georgia Department of Transportation

January 2008

The Risk Off Road Crashes

High Risk Roads Special Report

Off road fatal crashes accounted for 41 percent of all fatal crashes in Georgia in 2006. Of the 613 off road fatal crashes on two way roads 485 occurred on roads without any separation.

Fatal Off Road Crashes by Road Separation, 2006 Percent of Fatal Crashes
100

Run off the road crashes are always high risk. The high number of overturn or fixed object crashes in road departure crashes is a significant factor in the high risk.
For all crashes in Georgia fixed object crashes accounted for 12.6 percent of all crashes but they accounted for 27.4 percent of the fatal crashes. For off road the proportion was dramatically greater -78 percent of the off road crashes were fixed object.
The greater the separation the lower the risk. Two-way roads without a separation accounted for 485 fatal crashes. In comparison 112 fatal crashes happened on two-way roads with a median and 60 fatal crashes occurred on two-way roads with both a median and physical barrier.

80

60

40

20

0 No
Separation

Median

Median and Physical Barrier

Off Road Crashes by Road Separation, 2006
Number and Percent of All Road Crashes

Crashes On Road Off Road Total

All Roads Number
266,130 46,991 313,121

Without Separation

With Median

With Median & Barrier

Number Percent Number Percent Number Percent

174,621

65.6 84,838

31.9 61,961

23.3

33,420

71.1 12,809

27.3

7,701

16.4

208,041

66.4 97,647

31.2 69,662

22.2

Injury Crashes On Road Off Road Total

64,530 16,663 81,193

43,377

67.2 19,904

30.8 14,130

21.9

12,549

75.3

3,913

23.5

2,211

13.3

55,926

68.9 23,817

29.3 16,341

20.1

Fatal Crashes

On Road

876

599

68.4

250

28.5

132

15.1

Off Road

613

485

79.1

112

18.3

60

9.8

Total

1,489

1,084

72.8

362

24.3

192

12.9

Crash location linked data

*Percent of total crashes does not add up to 100 due to overlap between roads with median and also a barrier.

Crash Analysis, Statistics & Information

12

Georgia Department of Transportation

January 2008

The Risk Curved Roads

High Risk Roads Special Report

Horizontal curves are one of the major road characteristics that increase the risk of crashing. Of the 485 fatal off road crashes on two-way roads without any separation 277 occurred on a curve.

One out of two fatal off road crashes happened on a curve although straight roadways segments far outnumber curved roadway segments.
Separating traffic reduces the risk. For off road fatal crashes on two-way roads without a separation 57.1 percent of the fatal crashes were on a curve. In comparison on two-way roads with a median, only 25.0 percent occurred on a curve.
For on road fatal crashes, one out of five fatal crashes on twoway roads without a separation happened on a curve. In comparison, for roads with a median, only one out of ten on road crashes was on a curve.
Of the 313,121 total crashes in 2006 in Georgia, 10.1 percent were on a curve but 31.7 percent of total fatal crashes were on a curve. Curved roadway segments pose a risk regardless of roads separation.

Fatal Off Road Crashes On Two-way Roads
Percent on Curve, 2006
80

70

60

50

40

30

20

10

0 Without Separation

Median

Off Road Crashes On A Curve By Traffic Separation, 2006
Number and Percent on Curve

Crashes On Road Off Road Total

Without Separation

With Median

With Median & Barrier

Crashes On Curve Percent Crashes On Curve Percent Crashes On Curve Percent

174,621 33,420
208,041

11,491 12,687 24,178

6.6 84,838 38.0 12,809 11.6 97,647

4,134 2,545 6,679

4.9 61,961

19.9

7,701

6.8 69,662

2,866

4.6

1,595

20.7

4,461

6.4

Injury Crashes

On Road

43,377

Off Road

12,549

Total

55,926

3,371 5,650 9,021

7.8 19,904

45.0

3,913

16.1 23,817

977 777 1,754

4.9 14,130

19.9

2,211

7.4 16,341

655

4.6

448

20.3

1,103

6.7

Fatal Crashes

On Road

599

124

20.7

250

Off Road

485

277

57.1

112

Total

1,084

401

37.0

362

Crash-location linked data

27

10.8

132

28

25.0

60

55

15.2

192

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.
Crash Analysis, Statistics & Information

15

11.4

18

30.0

33

17.2

13

Georgia Department of Transportation

January 2008

The Risk Nighttime Crashes

High Risk Roads Special Report

Many factors come into play to increase the crash risk on what may already be a high risk roadway. Poor light conditions can be a factor in all crashes and especially on high risk roadways. Of the 277 fatal off road crashes a curve on two-way roads without any separation 179 occurred at dawn, dusk or night.

When the road is already high risk any additional risk factors compound the chance of a crash being fatal.
There are many factors that increase crash risk. Rain or other weather conditions, vehicle or driver condition, vehicle speed and light conditions are just a few of the factors that can increase crash risk. One of the most critical is visibility.
Poor visibility increases the risk of a crash. In all cases, on straight or curve road segments of two-way roads without a separation, reduced visibility found at dawn, dusk and at night increased the risk of an off road crash. Four out of ten off road crashes and injury crashes occurred at dawn, dusk or at night. In fatal off road crashes on two-way roads the proportion of crashes happening at dawn, dusk or at night increased to six out of ten fatal crashes.

Light Conditions On High Risk Roads, 2006
Off road Crashes On Two-way Roads Without a Separation

Total Crashes Straight Roadway On Curve Total Off Road

Total

Daylight Not Daylight

20,733 12,687 33,420

11,898 6,855
18,753

8,835 5,832 14,667

Percent Not Daylight
42.6 46.0 43.9

Injury Crashes

Straight Roadway 6,899 4,000

2,899

42.0

Curve

5,650 3,184

2,466

43.6

Total

12,549 7,184

5,365

42.8

Fatal Crashes

Straight Roadway

208

117

Curve

277

98

Total

485

215

Crash-location linked data

91

43.8

179

64.6

270

55.7

Lighting & Road connection:
inadequate lighting poor or faded
striping poor signage no road separation
or barrier narrow lanes sharp curves narrow shoulders poor shoulders sharp pavement
drop-offs limited clear zones
along roadsides

Crash Analysis, Statistics & Information Georgia Department of Transportation

14 January 2008

The Risk Two Georgias

High Risk Roads Special Report

The majority of fatal crashes on two-way roads without any separation occur in rural counties. These counties have a higher fatal crash rate than for Georgia overall.
The high risk roads in these rural counties account for the majority of fatal crashes. The high risk can be best measured by applying some estimate of the exposure to risk. Here the number of fatal crashes is divided by the population in that county. This adjusts the crashes by the number of people at risk. By this measure most Georgia rural counties have far more fatal crashes than the more urban counties.

Fatal Crashes on Two-way Roads Without Any Separation

Counties with a fatality rate higher than the state fatality rate are in dark blue. In other words the highest risk of being killed in a crash is in the counties in dark blue.
The majority of fatal crashes on two-way roads without any separation occur in rural counties.

Fatal Crash Rate per 10,000 Population
Crash Analysis, Statistics & Information Georgia Department of Transportation

15 January 2008

The Risk Off-System Roads

High Risk Roads Special Report

One out of three fatal crashes in Georgia in 2006 occurred on off-system roads.

Off-system roads not only represent one-third

of all fatal crashes they also represent one-third

of all crashes in Georgia and one-third of the

injury crashes. Taking only into account the

economic cost of these crashes, any

improvement in crash reduction would prove

beneficial.

Fatal Crashes

2006

2,000

Road ownership governs who is responsible for building and

maintaining the roads and is a major factor in making road

1,750

improvements. The Georgia Department of Transportation is

responsible for on-system roads which includes state roads, interstates

1,500

and a few other routes. Off-system roads are owned by local county

1,250

and city municipalities.

1,000
Off-System Crashes, 2006

Crashes

Number Percent

Off-System 120,104

38.4

On-System 193,017

61.6

Total

313,121 100.0

Crash-location linked data

Injury Crashes

Number Percent

30,252

37.3

50,941

62.7

81,193 100.0

Fatal Crashes

Number Percent

531

35.7

958

64.3

1,489 100.0

750 500 250
0 Off-System

All Crashes

All of the risk factors that apply to the two-way roads in the previous pages also apply to off-system
roadways. Although risk reduction should not be based on money the reality is that reducing risk on our roads can be expensive. Even basic maintenance can be overwhelming for counties with little revenue
which is why projects like GDOT's Off -System Program is so important. The Off-System Program
of the Georgia Department of Transportation assists local counties with road improvements targeted to high risk roads. The overriding goal is to save lives first by reducing the risk of a crash and second reduce
the risk of injury should a crash occur. The following pages will describe these high risk roads and the
road improvements that are being implemented to begin to reduce the risk.

Crash Analysis, Statistics & Information Georgia Department of Transportation

16 January 2008

The Risk Off-System Roads

High Risk Roads Special Report

Risk is relative. Not all roads are created equal and although
the public should have a reasonable expectation of minimal risk that is a relative term. Some roads by virtue of their basic characteristics pose a higher risk for crashes than other kinds of roads but there are road improvements that have been shown to reduce the number of crashes and reduce injuries and fatalities.

Factors that increase risk:
no road separation or barrier narrow lanes sharp curves narrow shoulders poor/faded striping

The key is to know which improvement to apply to reduce the
risk on that specific road segment. The correct improvement is a proven effective treatment that specifically addresses the road

inadequate lighting crumbling shoulders sharp pavement drop-offs

defect or characteristic causing the increased risk.

limited clear zones along

roadsides

Factors that decrease risk:
road separation or barrier wide lanes controlled access modern roadway design wide solid shoulders

The first goal is to
prevent the crash. The second goal is to minimize the severity if one should occur.

poor signage

clear pavement markings solid pavements good lighting gradual curves no severe pavement drop-

Cost is a factor because
many of the road safety improvements are expensive.

offs

no vegetation blocking visibility along roadsides
clear, large signage grade reduction on slopes

Where to focus effort is crucial in this process. Fatal injuries are
the most critical concern followed by serious injuries and the sheer economical cost of crashes. In order to identify high risk road segments Georgia needs GPS in all vehicles that respond to a crash:

law enforcement, rescue and EMS. Although the cost may

be initially a factor the overall payoff in reduced risk for all

crashes would be exponential.

Determining which improvement to apply to a given
road is a complex process. As seen in the previous pages, motor vehicle crashes in Georgia crashes are the result of a complex combination of factors and events. Only with accurate crash data and crashes located correctly it is possible to determine the crash cause and what to do to reduce crash risk.

Crash Analysis, Statistics & Information Georgia Department of Transportation

17 January 2008

The Risk Off-System Two-way Roads

High Risk Roads Special Report

One-third of all fatal crashes in Georgia in 2006 were on off-system roads and almost all of these fatal crashes were on two-way roads without any separation. 492 of the 531 fatal off-system crashes occurred on two-way roads without a separation.

The majority of fatal crashes on off-system roads occurred on two-way roads without a separation more than nine out of ten fatal crashes.
Two-way roads without a separation accounted for 92.7 percent of all off-system fatal crashes and they represented 33.0 percent of all fatal crashes.
For on-system roads five out of ten injury crashes were on two-way roads without a separation compared with nine out of ten for off-system roads.
In addition to absolute numbers the proportions are important here for identifying high risk roads and putting the human and economic cost in perspective.

Off-System Crashes, 2006
Two-way Roads Without Separation Percent of All Crashes

All Crashes

Crashes Off-System On-System Total

Number
120,104 193,017 313,121

Two-way Roads

Without Separation

Number

Percent

106,582

88.7

101,459

52.6

208,041

66.4

Injury Crashes Off-System On-System Total

30,252 50,941 81,193

27,438

90.7

28,488

55.9

55,926

68.9

Fatal Crashes

Off-System

531

On-System

958

Total

1,489

Crash-location linked data

492

92.7

592

61.8

1,084

72.8

For total crashes off-system roads accounted for 38 percent of all crashes in Georgia. Of those a little over half were on two-way roads without a median or barrier to separate traffic.
In absolute numbers 106,582 crashes occurred on two-way off-system roads without a separation or a barrier.
For fatal crashes off-system roads accounted for 36 percent of all crashes. Of those, 92.7 percent were on two-way roads with out a median or barrier to separate traffic.
In absolute numbers 492 fatal crashes occurred on two-way off-system roads without a separation or a barrier.

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

18 January 2008

The Risk Off-System Roads Crash Type High Risk Roads Special Report

Of the 492 fatal crashes on two-way off-system roads half were fixed object crashes.
Fixed object crashes accounted for almost half of the offsystem fatal crashes. In comparison for on-system roadways only one out of four fatal crashes were fixed object crashes.
The opposite is true for crashes involving another moving vehicle. On two-way roads without a separation moving vehicle crashes were 28 percent of the off-system fatal crashes but 51 percent of the on-system fatal crashes.
The way crashes happen and the type of crash is important in choosing the appropriate road improvement for that road segment. Clearly specific engineering improvements that address the three major types of crashes are needed on the high risk two-way road without a median or barrier.

Two-way Off-System Roads Type of Crash, 2006
Percent of Fatal Crashes
70 60 50 40 30 20 10 0
Fixed Object OvertMuornving Vehicle
Off-Road On-Road

One out of ten fatal crashes on two-way off-system roads were head on collisions. One-third of these head on fatal crashes occurred at dusk, dawn or night.

Single vehicle crashes represented 70.1 percent of the fatal crashes on two-way off-system roads. Of those single vehicle crashes, 60.9 percent did not happen in daylight they occurred at dusk, dawn or night.

Off-System Roads Two-way Without Separation: Type of Crash, 2006
Number and Percent of Total Crashes

Total

Moving Vehicle

Crashes Number Percent

Overturn Number Percent

Off-System

Crashes

106,582 71,732

67.3

2,589

2.4

Injury Crashes

27,438 17,049

62.1

1,483

5.4

Fatal Crashes

492

136

27.6

56

11.4

On-System

Crashes

101,459 83,306

82.1

1,792

1.8

Injury Crashes

28,488 22,521

79.1

1,063

3.7

Fatal Crashes

592

303

51.2

50

8.4

*Percent of total crashes does not add up to 100 due to other crash types.

**Crash-location linked data

Fixed Object Number Percent

19,062

17.9

6,615

24.1

234

47.6

8,606

8.5

3,421

12.0

160

27.0

*See pages 20, 21, 23, and 25-27 for effective road treatments that reduce crash risk.

Crash Analysis, Statistics & Information

19

Georgia Department of Transportation

January 2008

Reducing Risk Two-way Roads

High Risk Roads Special Report

Road improvements for two-way roads have two objectives:
The first is to reduce the risk of vehicles leaving their lane and drifting into oncoming traffic and reduce the risk of them leaving the road altogether.
The second goal is to reduce the severity of a crash if a vehicle does leave their lane or run off the roadway.

Road improvements:
centerline rumble strips shoulder rumble strips road edge repair add safety wedge add median concrete or cable barriers increased access control widen lanes roadside obstacle removal shield roadside obstacle resurface roadway pavement apply traction compound wider shoulders pave shoulders new pavement lane markings reduce curve angle larger signage new clearer signage breakaway posts for barriers
& signage install/improve lighting grade reduction on slopes improved access control adding turn lanes

The basic road improvements that are
effective for reducing crashes on two-way roads may also be effective for addressing off road crashes or reducing the risk of crashes on curves.
Examples of specific effective road treatments that reduce the risk of crashing can be found on the following pages.

By preventing the vehicle from leaving the roadway you also reduce the number of fixed object crashes. However once the vehicle has left the road a different approach is needed to reduce the risk of hitting a fixed object.

Crash Analysis, Statistics & Information Georgia Department of Transportation

20 January 2008

Reducing Risk

High Risk Roads Special Report

Keeping vehicles in their lane.....

One out of ten fatal crashes on two-way off-system roads were head on collisions resulting from vehicles leaving their lane and moving into oncoming traffic.

Major roadway treatments for twoway roads without a separation include adding a median or physical barrier such as a cable barrier. Cable barriers are recommended because they provide an effective barrier that gives as the vehicle hits it reducing the risk of injury when compared to solid barriers.

Centerline rumble strips are a cost effective road treatment that warns drivers they are leaving their lane

Adding a physical barrier such as concrete or W-beam guardrail effectively separates traffic.

Crash Analysis, Statistics & Information

21

Georgia Department of Transportation

January 2008

The Risk Off Road Crashes on Off-System Roads

High Risk Roads Special Report

Off road crashes are deadly. Of the 492 fatal off-system fatal crashes 57 percent were run-offroad crashes -279 fatal crashes on two-way roads without a separation.

The majority of fatal off road crashes on off-system roadways were either fixed object or rollover crashes. These types of crashes are particularly deadly so any improvement that reduces the risk of leaving the roadway will also reduce injuries and fatalities.
These are the same roads EMS must travel to get to the crash scene. Often an ambulance must travel at a higher rate of speed than the roadway was designed for, and if the road is high risk to begin with the speed exponentially increases the risk.
Two-way roads with a median or barrier account for less than one out of ten crashes overall. The addition of a median or barrier greatly decreases the risk of crashing. Many off-system two-way roads do not have a median or separation.

Off Road Crashes
Off-System Roadways, 2006 Number and Percent of All Crashes

Crashes On Road Off Road Total

All Roads Without Separation

With Median

With Barrier

Number Number Percent Number Percent Number Percent

96,502 84,316

87.4

7,821

8.1

6,962

7.2

23,602 22,266

94.3

704

3.0

570

2.4

120,104 106,582

88.7

8,525

7.1

7,532

6.3

Injury Crashes

On Road

21,915 19,464

88.8

1,645

7.5

1,430

6.5

Off Road

8,337

7,974

95.6

192

2.3

154

1.8

Total

30,252 27,438

90.7

1,837

6.1

1,584

5.2

Fatal Crashes

On Road

238

Off Road

293

Total

531

Crash-location linked data

213

89.5

279

95.2

492

92.7

11

4.6

5

1.7

16

3.0

10

4.2

3

1.0

13

2.4

Eighty-one percent of the 279 off-system off road fatal crashes were fixed object crashes.
Of those fixed object crashes 39 percent involved the vehicle hitting a tree.

Crash Analysis, Statistics & Information

22

Georgia Department of Transportation

January 2008

Reducing Risk

High Risk Roads Special Report

Keeping vehicles on the road.....

Of the 492 fatal offsystem fatal crashes 57 percent were run-off-road crashes -279 fatal crashes on two-way roads without a separation.
Edgeline markings in a shoulder rumble strip warn the driver when drifting off the roadway.

Creating a gradual wedge on the edge of the roadway prevents loss of control of the vehicle when the driver tries to return to the roadway after dropping off the road. This is critical in preventing off road crashes.
Restriping faded pavement markings increases visibility.
Another economical alternative is to increase the striping from 4 inch to an 8 inch edge line for better visibility.

Increasing visual delineation is critical and can be achieved by a number of ways. By using two different looking materials for the road and the shoulder driver can better see the road.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

23 January 2008

The Risk Off-System Curved Roads

High Risk Roads Special Report

Horizontal curves are high risk due to the increased potential for run-off-road crashes. Of the 279 run-off-road fatal crashes on off-system two-way roads 62 percent were on horizontal curves -173 fatal crashes on two-way roads without a separation.

There is also a greater risk of injury on off-system two-way roads without a separation on a curve, half of the non-fatal off road injury crashes were on a curve. In 2006 4,043 injury crashes occurred on a curved road segment.
Although we have no exact measure of the proportion of road segments that are curved or the proportion of very sharp curved road segments we know that straight segments outnumber curved road segments in Georgia.
Overall for off system two-way roads without a separation 15 percent of the crashes occurred on a curve, 9,430 of the 22,266 crashes. For fatal crashes, almost half were on a curve, 229 of the 492 fatal crashes.
Fatal Crashes On A Curve
Type of Crash, 2006 Percent of Total
100

Crashes on a Curve, 2006
Two-way Off-System Roads Without a Separation
Number and Percent on Curve

Crashes On Road Off Road Total

Crashes On Curve Percent

84,316 22,266 106,582

6,758

8.0

9,430

42.4

16,188

15.2

Injury Crashes

On Road

19,464

Off Road

7,974

Total

27,438

1,994

10.2

4,043

50.7

6,037

22.0

Fatal Crashes

On Road

213

Off Road

279

Total

492

*Crash-location linked data

56

26.3

173

62.0

229

46.5

80

Of the 173 off-system off

road fatal crashes on a

60

curve 141 or 82 percent

were fixed object.

40

Of those 141 fatal fixed

object crashes one third

20

were crashes into trees.

0

Moving Overturn Fixed

Vehicle

Object

Crash Analysis, Statistics & Information Georgia Department of Transportation

24 January 2008

Reducing Risk

High Risk Roads Special Report

Keeping vehicles on the road...Curves

Horizontal curves are high risk due to the increased potential for run off the road crashes. Of the 279 run off the road fatal crashes off-system two-way roads 62 percent were on horizontal curves -173 fatal crashes on two-way roads without a separation.
In many cases increasing tire traction with compounds that bind to the pavement and help keep cars on the road can reduce run-off-road crashes significantly for very little cost.

Widening a shoulder outside of a curve can be very effective on certain sharp segments. It is less economical but an effective alternative.

Crash Analysis, Statistics & Information Georgia Department of Transportation

25 January 2008

Reducing Risk

High Risk Roads Special Report

Keeping vehicles on the road...Curves

Drivers do not like surprises. Sometimes something as basic as improved or larger signage can reduce the crash risk on high risk roads. This is even more important if driving at night or for older drivers.

Adding speed limit advisory markings is another relatively low cost means of providing the visual clues that reduce risk.
Direction arrows called chevrons are a proven means of defining a curve to drivers. Advance curve warning signs as above must also be used along with correct spacing of the chevrons.

Another economical alternative is to add high retroreflective marking to existing barriers or posts.

Crash Analysis, Statistics & Information Georgia Department of Transportation

26 January 2008

Reducing Risk Fixed object crashes..... High Risk Roads Special Report
Reducing the consequence if a vehicle leaves the road can save lives. Of the 492 fatal crashes on two-way off-system roads half were fixed object crashes. Of the 173 off-system off road fatal crashes on a curve 141 or 82 percent were fixed object. Of those 141 fatal fixed object crashes one third were crashes into a tree.

An economical alternative is to clear under brush, trees and posts to create a clear zone.

Breakaway Posts

Physical barriers can reduce the risk of serious injury or death if a vehicle leaves the roadway.

All signs and posts must be made to break on impact thus reducing injury in the event of a crash.

Crash Analysis, Statistics & Information Georgia Department of Transportation

27 January 2008

The Risk In Perspective

High Risk Roads Special Report

High risk roads in review....
Three out of four fatal crashes occurred on two-way roads with no separation they are the highest risk roadways.

Off road fatal crashes accounted for 41 percent of all fatal crashes in Georgia in 2006.

Of the 613 off road fatal crashes on two

way roads 485 occurred on roads without

The success of programs like GDOT's Off System

any separation.

Program will take many years to evaluate. Evaluating the success of a specific road segment improvement is challenging because often the starting numbers are very small and any real change good or bad difficult to detect. One solution is to compare an average of multiple years from before the improvement to multiple years average

Horizontal curves are one of the major road characteristics that increase the risk of crashing. Of the 485 fatal off road crashes on two-way roads without any separation 277 occurred on a curve.

after the improvement. This often compensates for the

variability found when working with small numbers. A number of complex algorithms have been used with

varying degrees of success. The measure of success for any improvement needs to be carefully chosen one

test may work better for certain types of crashes or roadways than another.

High risk roads in review....
Of the 1,084 fatal crashes on two-way roads without a separation about half were on off-system roads -492 fatal crashes.
Of the 492 fatal off-system fatal crashes 57 percent were run-off-road crashes -279 fatal crashes on two-way roads without a separation.
Of the 279 run-off-road fatal crashes twoway off-system roads 62 percent were on horizontal curves -173 fatal crashes on two-way roads without a separation.

Adverse effects have been documented with even the
most effective improvement. For example rumble strips could pose difficulties for cyclists in certain areas. The effectiveness of the treatment needs to out weigh any negative effect before installation.
One key fact is that by counting crashes or fatalities we
are only counting crash events we have no real measure of absolute true exposure and we have no measure of negative events. We have no measure of the near misses the crashes that did not happen thanks to a road edge rumble strip or an injury that did not lead to death because EMS was at the scene. We have no negative control to measure against only the crashes, injuries and fatalities. So documenting the reduction of risk after specific improvements is always difficult. All we can measure are fewer crashes or fatalities to show a lower risk afterward.

Crash Analysis, Statistics & Information

28

Georgia Department of Transportation

January 2008

Risk and the Vehicles..... Section III

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Risk and the Vehicles.....
Connections.....
Risk and Vehicles Vehicles in Crashes Passenger Vehicles Large Trucks Motorcycles Vehicles Crash Severity Reducing Risk Vehicles and Seat Belt Use Reducing Risk Emergency Medical Services Reducing Risk Vehicle Design Vehicles on High Risk Roads: Special Report

Section III
1
2 3 4 7 10 13 15 17 19 24

This section will cover the vehicles, their risk factors and risk reduction engineering, past, present and future innovations. Because crash risk cannot be separated from the characteristics of the roadway a special report will examine vehicles on high risk roadways.

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Connections.....
The Crash Report
`Single late model pickup truck headed east on two-way undivided road. Driver failed to negotiate curve and lost control of vehicle. Vehicle rolled over three times. Driver was partially ejected through the passenger window. The vehicle came to rest on top of the victim's torso Victim was not wearing his seat belt EMS arrived on scene and found drivers body lifeless' -Law Enforcement Officer and EMS on scene.

Crash report narrative is taken from crash reports by Georgia law enforcement officers. Photographs are purely for descriptive purposes and are not from the crash scene.

Crash Analysis, Statistics & Information

1

Georgia Department of Transportation

January 2008

Risk and Vehicles

2008 CASI Report

As with roadways, unique vehicle characteristics are a factor in motor vehicle crashes and in the severity of a crash.

The interior of a vehicle acts as a safe zone protecting the occupants, the stronger the walls, the roof and the structure of the vehicle the greater the reduction in risk to the occupants. A key factor here is if the vehicle occupants take advantage of this `room to live' and use seat belts. Failure to do so negates the safe zone and the occupant is either violently thrown against the interior of the vehicle or totally ejected.

In crashes where two or more vehicles are

involved disparity in vehicle size can be a

major factor in injury severity. Often called

incompatible crashes, disparity in vehicle

weight can predict who is injured and how

Many other factors come into play such as

seriously they are injured.

the tendency of the vehicle to tip and rollover,

or excessive speed going beyond the design of

the vehicle, the road or the driver's ability.

Examining the risk inherent to the vehicle is what drives vehicle improvements that have three goals: to reduce the risk of injury to the occupants, reduce the severity of injury and reduce the crash risk altogether. Good vehicle design and construction addresses all three primary goals especially the last goal. It is important to remember that the best way to prevent injuries or death is to prevent the crash itself but there is no risk free vehicle.

This section will examine the crash risk involved with passenger cars, specialty vehicles, large trucks and motorcycles. Each vehicle type poses challenges in reducing potential crash risk but just examining the vehicles alone is not enough. How the crashes happen and the type of road they occur on adds essential information. Vehicle improvements that reduce crash and injury will be discussed to provide a better picture of risk and the vehicles.

Crash Analysis, Statistics & Information Georgia Department of Transportation

2 January 2008

Vehicles in Crashes

2008 CASI Report

Although pickup trucks were involved in 20.2 percent of the vehicles in fatal crashes they accounted for only 15.5 percent of vehicles in crashes over all. The higher involvement in fatal crashes indicates pickup trucks are at higher risk for fatal crashes.
Motorcycles have an even greater higher risk. They represented 0.6 percent of all vehicles in crashes overall but 6.2 percent of the vehicles in fatal crashes the fatal crash proportion is ten times higher than their risk of crashing overall.

Vehicles Involved in Motor Vehicle Crashes, 2006

Nonfatal Injury

Vehicle Type

Crashes

Crashes

Fatal Crashes

Number Percent Number Percent Number Percent

Passenger Car

369,661

57.0 94,660

56.4 1,035

40.9

Pickup Truck

100,637

15.5 25,751

15.3

511

20.2

Sport Utility Vehicle

96,051

14.8 24,823

14.8

354

14.0

Van

39,732

6.1 10,438

6.2

143

5.6

Tractor Trailer

13,275

2.0 2,919

1.7

158

6.2

Single Unit Truck

7,866

1.2 1,767

1.1

56

2.2

Motorcycle, Minibike

4,180

0.6 2,974

1.8

157

6.2

Other

3,844

0.6

834

0.5

10

0.4

Bus

3,285

0.5

622

0.4

11

0.4

Vehicle with Trailer

2,923

0.5

731

0.4

20

0.8

Panel Truck

2,153

0.3

406

0.2

11

0.4

Truck Tractor

1,004

0.2

219

0.1

9

0.4

Bicycle

937

0.1

729

0.4

17

0.7

Logging Tractor Trailer

685

0.1

207

0.1

9

0.4

Farm or Construction Equipment

416

0.1

122

0.1

5

0.2

All Terrain Vehicle

335

0.1

185

0.1

13

0.5

Motorized Recreational Vehicle

318

0.0

119

0.1

2

0.1

Tractor / Twin Trailers

298

0.0

78

0.0

4

0.2

Ambulance

286

0.0

61

0.0

3

0.1

Logging Truck

238

0.0

54

0.0

2

0.1

Truck Towing House Trailer

136

0.0

25

0.0

1

0.0

Moped

58

0.0

41

0.0

0

0.0

Go Cart

21

0.0

12

0.0

1

0.0

Total

648,339 100.0 167,777

100.0 2,532 100.0

*Crash data does not differentiate between large and small makes of pickup trucks or SUV's and motorcycles and minibikes

Crash Analysis, Statistics & Information

3

Georgia Department of Transportation

January 2008

Passenger Vehicles

2008 CASI Report

The number of pickup trucks in fatal crashes increased 17 percent from 2000 to 2006. Even when adjusted for the increase in the number of registered vehicles the fatal crash rate increased 5.7 percent.
From 2000 to 2006, the crash rate per 10,000 registered vehicles for all three types of passenger vehicles remained the same or decreased slightly.

Vehicles Involved in Motor Vehicle Crashes, 2000-2006
Number and Rate per 10,000 Registered Vehicles

2000

2001

2002

2003

2004

2005

Crash Vehicle

Passenger Car

364,773 369,174 373,743 370,034 376,379 376,184

Rate

897.0

903.8

887.4

882.8

897.4

893.8

Pickup Truck

95,387 97,677 100,776 100,056 103,908 104,233

Rate

657.7

663.4

656.9

647.1

672.1

670.3

Sport Utility Vehicle

53,543 61,984 71,990 79,215 87,864 94,238

Rate

693.4

722.7

733.4

745.6

760.3

751.8

Nonfatal Injury Vehicles

Passenger Car

100,986 102,215 100,307 98,403 99,846 99,506

Rate

248.3

250.2

238.2

234.8

238.1

236.4

Pickup Truck

25,287 25,945 26,269 25,913 27,063 26,958

Rate

174.3

176.2

171.2

167.6

175.1

173.4

Sport Utility Vehicle

14,095 16,245 18,567 20,612 23,193 24,929

Rate

182.5

189.4

189.1

194.0

200.7

198.9

Fatal Crash Vehicles

Passenger Car

1,101

1,127

1,046

1,091

1,110

1,103

Rate

2.71

2.76

2.48

2.60

2.65

2.62

Pickup Truck

435

466

423

443

470

523

Rate

3.00

3.17

2.76

2.87

3.04

3.36

Sport Utility Vehicle

223

275

263

274

297

375

Rate

2.89

3.21

2.68

2.58

2.57

2.99

Registered Vehicles

Passenger Car

4,066,530 4,084,746 4,211,547 4,191,745 4,194,287 4,208,585

Pickup Truck

1,450,416 1,472,296 1,534,145 1,546,121 1,545,912 1,554,995

Sport Utility Vehicle

772,184 857,729 981,648 1,062,398 1,155,688 1,253,568

*Crash data does not differentiate between large and small makes of pickup trucks or SUV's.

2006
369,661 892.6
100,637 624.2
96,051 701.2
94,660 228.6
25,751 159.7
24,823 181.2
1,035 2.50 511 3.17 354 2.58
4,141,179 1,612,188 1,369,870

Percent Change 2000-2006
1.34 -0.49 5.50 -5.08 79.39 1.12
-6.26 -7.95 1.83 -8.38 76.11 -0.73
-5.99 -7.69 17.47 5.68 58.74 -10.52
1.84 11.15 77.40

Crash Analysis, Statistics & Information

4

Georgia Department of Transportation

January 2008

Passenger Vehicles

2008 CASI Report

Rollover and fixed object crashes are more deadly than crashes with another vehicle. Overturn crashes accounted for only one out of 100 crashes, in comparison they represented one out of ten fatal crashes.
Vehicles such as pickup trucks and sport utility vehicles (SUV) that sit higher up and also have a proportionally narrow wheel base may have a tendency to rollover under certain conditions. The crash data reflects this.
The proportion of pickup trucks or SUV's in rollover crashes is twice that of passenger cars, 1.1 percent of the passenger car crashes involved an overturned vehicle compared with 2.1 percent for pickup trucks and 2.6 percent for SUV's.
In injury crashes the disparity is even greater, 4.9 percent of the pickup truck injury crashes were rollover crashes and rollover crashes represented 6.4 percent of the SUV injury crashes compared with 2.4 percent for passenger cars.
The difference is even greater in fatal crashes. Rollover crashes account for one out of ten fatal crashes for passenger cars. In comparison one out of five fatal pickup truck crashes are rollover crashes.
The crash data does not differentiate between large and small pickup trucks and does not contain the specific physical characteristics of pickup trucks or SUV's such as weight, wheel base, or other features so the crash data cannot be broken out by these specific vehicle characteristics.

Type of Crash, 2006
Number of Vehicles and Percent

Moving

Fixed

Crashes

Overturn Percent Vehicle Percent Object Percent

Passenger Car

4,242

1.1 322,177

87.2 23,378

6.3

Pickup Truck

2,156

2.1 85,340

84.8 6,643

6.6

Sport Utility Vehicle

2,464

2.6 83,440

86.9 5,141

5.4

Nonfatal Injury Crashes

Passenger Car

2,258

2.4 81,589

86.2 7,306

7.7

Pickup Truck

1,256

4.9 21,376

83.0 2,135

8.3

Sport Utility Vehicle

1,579

6.4 20,758

83.6 1,702

6.9

Fatal Crashes

Passenger Car

107

10.3

592

57.2 195

18.8

Pickup Truck

78

15.3

296

57.9

80

15.7

Sport Utility Vehicle

78

22.0

184

52.0

58

16.4

*Crash data does not differentiate between large and small makes of pickup trucks or SUV's.

Total 369,661 100,637
96,051
94,660 25,751 24,823
1,035 511 354

Crash Analysis, Statistics & Information Georgia Department of Transportation

5 January 2008

Passenger Vehicles Crash Severity

2008 CASI Report

Only pickup trucks showed a higher proportion of fatally injured occupants.
Overall about 85 percent of all vehicle occupants escaped injury.

Uninjured Minor Moderate Serious Injuries Fatal Total Occupants

The number of vehicles in injury or fatal crashes is one measure of crash severity. Another measure is the proportion of vehicle occupants injured or killed in the crash.
The proportion of passenger cars and SUV occupants that were seriously injured or killed is somewhat similar until the type of crash is examined.
Pickup trucks showed a different pattern. Proportionally more occupants of pickup trucks were killed in crashes than cars and SUVs regardless of the crash type.

Severity of Injury, 2006

Passenger Car

Number Percent

416,923 84.10

59,334 11.97

15,743

3.18

3,052

0.62

78,129 15.76

724

0.15

495,776

---

Pickup Truck

Number Percent

111,262 86.63

10,711

8.34

5,193

4.04

977

0.76

16,881 13.15

293

0.23

128,436

---

Sport Utility

Vehicle

Number Percent

120,529 85.84

14,087 10.03

4,791

3.41

800

0.57

19,678 14.02

210

0.15

140,417

---

In rollover crashes more pickup truck or SUV occupants suffered moderate, serious or fatal injuries than passenger car occupants. Fewer occupants of pickup trucks and SUV's escaped injury than occupants of passenger cars in overturn crashes.
Although pickup trucks are included with passenger cars many of them are used as work vehicles transporting produce, equipment or livestock.

Overturn Crashes

Severity of Injury, 2006

Sport Utility

Passenger Car

Pickup Truck

Vehicle

Number Percent Number Percent Number Percent

Uninjured

2,873 48.12

1,227 41.59

1,529 38.21

Minor

1,241 20.78

554 18.78

865 21.61

Moderate

1,499 25.10

897 30.41

1,316 32.88

Serious

246

4.12

190

6.44

207

5.17

Fatal

112

1.88

82

2.78

85

2.12

Total Occupants

5,971 ---

2,950

---

4,002 ---

*Crash data does not differentiate between large and small makes of pickup trucks or SUV's.

Crash Analysis, Statistics & Information

In 2006, the average number of occupants per vehicle was 1.34 for cars, 1.28 for pickup trucks and 1.46 for SUV's.
6

Georgia Department of Transportation

January 2008

Large Trucks

2008 CASI Report

Crashes between large trucks and smaller vehicles are deadly because large trucks are heavier than lighter vehicles and cannot stop quickly or maneuver to avoid a crash. One out of six fatalities in Georgia occurred in a crash involving a large truck.
The number of crashes involving large trucks increased 12.22 percent from 2000 to 2006. The greatest increase was for tractors with twin trailers, 26.27 percent from 2000 to 2006.
From 2000 to 2006, fatal crashes involving large trucks increased 12.26 percent. Fatal crashes involving both truck tractors and tractors with twin trailers increased more than 28 percent.

Large Trucks Involved in Motor Vehicle Crashes, 2000-2006

2000

Crash Vehicles

Truck Tractor

1,006

Tractor Trailer

11,401

Tractor / Twin Trailers

236

Logging Truck

223

Logging Tractor Trailer

635

Single Unit Truck

7,321

Total Large Truck

20,822

Nonfatal Injury Crash Vehicles

Truck Tractor

230

Tractor Trailer

2,702

Tractor / Twin Trailers

72

Logging Truck

57

Logging Tractor

Trailer

207

Single Unit Truck

1,759

Total Large Truck

5,027

Fatal Crash Vehicles

Truck Tractor

7

Tractor Trailer

138

Tractor / Twin Trailers

3

Logging Truck

4

Logging Tractor

Trailer

12

Single Unit Truck

48

Total Large Truck

212

2001
1,017 11,631
235 224 584 7,382 21,073
285 2,677
62 57
169 1,700 4,950
10 144
3 1
15 62 235

2002
920 11,779
262 189 641 7,046 20,837
232 2,676
50 35
215 1,620 4,828
11 131
3 1
12 53 211

2003
908 12,018
269 237 703 7,165 21,300
243 2,709
46 61
222 1,633 4,914
3 142
3 1
11 47 207

2004
1,003 12,861
269 214 702 7,463 22,512
236 3,019
63 58
222 1,683 5,281
10 151
4 0
16 64 245

2005 2006

972 13,784
294 176 682 8,202 24,110

1,004 13,275
298 238 685 7,866 23,366

214 3,226
73 38

219 2,919
78 54

217 1,896 5,664

207 1,767 5,244

3

9

162 158

5

4

2

2

13

9

68

56

253 238

Percent Change 2000-2006
-0.20 16.44 26.27
6.73 7.87 7.44 12.22
-4.78 8.03 8.33 -5.26
0.00 0.45 4.32
28.57 14.49 33.33 -50.00
-25.00 16.67 12.26

Crash Analysis, Statistics & Information Georgia Department of Transportation

7 January 2008

Large Trucks

2008 CASI Report

The vast majority of the fatal large truck crashes in 2006 involved a crash with another moving vehicle, 79.4 percent compared with 57.2 percent for passenger cars.
The proportion of rollover or fixed object fatal crashes was lower for large trucks. Rollover fatal crashes accounted for 3.8 percent of the large truck crashes compared with 10.3 percent for passengers crashes. Fixed object fatal crashes were 5.5 percent of the large truck crashes compared with 18.8 percent for passenger cars.

Large Truck Motor Vehicle Crashes, 2006 Percent of Large Truck Crashes
70 60 50 40 30 20 10
0
Tractor Trailer Single UnitTrucLkoTgrgainctgoTr ractor TTrraacilteorr/Twin TraileLrogging Truck

Tractor trailers are the typical large commercial transport vehicles. Tractor trailers were involved in 56.8 percent of the large truck crashes and 66.4 percent of the fatal crashes involving large trucks.
Single unit trucks are the smallest of the large trucks and the most numerous. Single unit trucks accounted for 33.4 percent of the large truck crashes and 23.5 percent of the fatal crashes.
A truck tractor is the truck cab without the trailer. Truck tractors accounted for 4.3 percent of the large truck crashes and 3.8 percent of the fatal crashes. Tractor with twin trailers are one of the largest of the large trucks. They represented 1.28 percent of the crashes and 1.7 percent of the fatal crashes.

Logging tractor trailers are larger than logging trucks and are not designed to go off the road on soft dirt and rough terrain. Logging tractor trailers were in 2.9 percent of the large truck crashes and 3.78 percent of the fatal crashes.

Logging trucks are designed to go off the road and generally transport logs from the field to a transfer station. The lowest number of crashes occurred with logging trucks. Logging trucks are smaller than logging tractor trailers, spend a high percent of their time off road and when on road travel only short distances.

Crash Analysis, Statistics & Information Georgia Department of Transportation

8 January 2008

Large Trucks Crash Severity

2008 CASI Report

A crash between incompatible vehicles such as when a much larger vehicle crashes with a smaller vehicle results in considerably greater damage to the smaller vehicle and the vast majority of injuries are to occupants of the smaller vehicle.
The occupants of the large truck have a much lower risk of injury because the sheer mass of the large truck protects them in the event of a crash. In addition they sit very high up, well above the point of impact with a smaller vehicle thus reducing direct impact on the large vehicle occupant.
Of the 270 fatalities that occurred in crashes involving at least one large truck in 2006, 86.3 percent of the people killed were occupants of the smaller vehicle compared with 13.7 percent for the large truck occupants.
In 50.2 percent of the fatal multiple-vehicle crashes involving a large truck the impact point was the front of the large truck. In 16.7 percent of the fatal multiple-vehicle large truck crashes the large truck was struck from the rear by the other vehicle.

Risk in Perspective:
In a crash with a large truck you are in much greater risk of being injured or killed if you are in the smaller vehicle. Fewer occupants of large trucks are injured in crashes compared with occupants of passenger cars. In 2006, 15.8 percent of the occupants of passenger cars were injured compared with 6.9 percent of large truck occupants.

Fatally Injured Occupants in Large Truck Crashes,
2006
250
200
150
100
50
0 Occupants in Occupants in
Smaller Vehicle Large Truck

Injured Occupants in Large Truck Crashes, 2006
8,000
6,000
4,000
2,000
0 Occupants in Occupants in
Smaller Vehicle Large Truck

Crash Analysis, Statistics & Information Georgia Department of Transportation

9 January 2008

Motorcycles

2008 CASI Report

Motorcyclists are at greater risk of being injured or killed in motor vehicle crashes. Unlike other vehicles motorcycles do not provide any physical protection for the driver or passenger. Because of this risk motorcyclists require specialized driver education and unique driving skills.
From 2000 to 2006, motorcycle crashes accounted for 774 fatalities and 15,292 injuries.
Of all the people killed in motor vehicle crashes in Georgia in 2006 more than one out of 11 were killed in a motorcycle crash.
The proportion of all Georgia fatalities that involved motorcycles increased from 2000 to 2006. In 2000 3.9 percent of all fatalities involved a motorcycle. In comparison in 2006 motorcycle crashes accounted for 8.69 percent of the fatalities.
The number of registered motorcycles increased 60.1 percent from 2000 to 2006.
The crash rate for motorcycles increased 25.34 percent from 2000 to 2006. Motorcycle injury crashes showed a similar increase. The motorcycle injury crash rate increased 22.13 percent from 2000 to 2006.
In contrast the increase in the fatality rate for motorcycle crashes was more than double the increases for crashes and injury crashes. The motorcycle fatal crash rate increased 60.76 percent from 2000 to 2006. The actual number of motorcycles in fatal crashes went from 61 in 2000 to 157 in 2006.

Motorcycles Involved in Motor Vehicle Crashes, 2000-2006
Number of Vehicles in Crashes and Rate per 10,000 Registered Motorcycles

2000 2001 2002 2003 2004 2005 2006

Crashes

2,083 2,533

Rate

236.5 275.5

Nonfatal Injury Crashes 1,521 1,851

Rate

172.7 201.3

Fatal Crashes

61

98

Rate

6.9 10.7

Registered Vehicles

88,071 91,946

*Includes motorcycles and minibikes

2,499 229.2 1,775 162.8
85 7.8 109,024

2,930 246.9 2,093 176.4
113 9.5 118,671

3,371 260.4 2,414 186.5
113 8.7 129,439

3,738 263.2 2,664 187.6
147 10.4 142,010

4,180 296.5 2,974 210.9
157 11.1 141,000

Percent Change 2000-2006
100.67 25.34 95.53 22.13
157.38 60.76 60.10

Crash Analysis, Statistics & Information Georgia Department of Transportation

10 January 2008

Motorcycles

2008 CASI Report

The dramatic increase in fatal motorcycle crashes seen on the previous pages is not due solely to the increase in registered vehicles because the motorcycle crash rate did not increase as much as the fatal crash rate.
Fatal crashes have different contributing factors and occur under different circumstances than non-fatal crashes. There was no difference between 2000 and 2006 for contributing factors or how the crash happened so what caused the increase in fatal motorcycle crashes?
The major contributing factors in crashes overall are following too closely or failure to yield, in comparison fatal crashes more often involve driver lost control or speed. In 2006, the top contributing factors noted in motorcycle fatal crashes were driver lost control reported 56 times, and unsafe or illegal speed noted 36 times. Following too close was noted six times and failure to yield was recorded five times in fatal motorcycle crashes.
In 2006, 59.9 percent of the motorcycle crashes involved collision with another vehicle. 24.8 percent of the motorcycle crashes were crashes with a fixed object and 10.2 percent were rollover crashes. In comparison in 2000 the pattern was similar except for a smaller proportion of motorcycles involved in crashes with another vehicle 50.8 percent in 2000 compared with 59.9 in 2006.

One possible reason for the increase in fatal motorcycle crashes may be driver age. There has been a gradual but dramatic increase in motorcycle fatalities for middle age and older bikers. From 2000 to 2006, motorcycle drivers in fatal crashes under age 40 increased 117.1 percent. In contrast for drivers over age 39 the increase was 254.6 percent.

Older persons not only are more susceptible to injury they also have serious physical challenges. A multitude of physical changes occur as people age: decline in vision, loss of flexibility resulting in trouble turning head, loss of bone density increasing risk of fractures, hearing impairment, lower reflexes and many other changes. These changes are a factor when driving any vehicle but are even more important as a motorcycle driver.

Motorcycle Drivers in Fatal Crashes by Age
Number and Percent of Total Drivers

2000

Number Percent

Under Age 40

35

61.4

Over Age 39

22

38.6

All Drivers

57

---

Unknown Age

4

---

*Includes motorcycles and minibikes

2006

Number Percent

76

49.4

78

50.6

154

---

3

---

Motorcycle crashes can inflict serious trauma and the older individual may not tolerate the injury as well as a younger person. Motorcycle driver education needs to be repeated periodically to ensure safety.

Crash Analysis, Statistics & Information

11

Georgia Department of Transportation

January 2008

Motorcycles Crash Severity

2008 CASI Report

Motorcycles are affected by incompatible vehicle size factors perhaps more than any single vehicle type. They are smaller then almost every other type of vehicle on the road.
Seventy-two percent of motorcyclists were either injured or killed compared with only 16 percent of the occupants of passenger cars.

In contrast, 84.1 percent of passenger car occupants in crashes were not injured compared with only 27.6 percent of motorcyclists.

Severity of Injury, 2006

Motorcycle

Number Percent

Uninjured

1,236 27.55

Minor

767 17.09

Moderate

1,852 41.27

Serious

484 10.79

Fatal

148

3.30

Total Occupants

4,487

---

*Includes motorcycles and minibikes

Passenger Car

Number Percent

416,923 84.10

59,334 11.97

15,743

3.18

3,052

0.62

724

0.15

495,776 ---

The percent of motorcyclists seriously injured was much greater than for passenger car occupants. 10.8 percent of motorcyclists were seriously injured compared with 0.6 percent of passenger car occupants.
Even for moderate injuries motorcyclists had a higher risk, 41.3 percent of motorcyclists had moderate injuries compared with 3.18 percent for passenger car occupants.

82.1 percent of the motorcyclists killed were reported as wearing a helmet.
Evaluating risk in motorcycle crashes is difficult because we have no measure of the miles traveled or possible exposure to crashes. But the proportion of vehicle occupants injured or killed can provide an accurate measure of injury risk.

Fatally Injured Occupants in Motorcycle Crashes, 2006
200
150
100
50

By any measure motorcyclists face a higher risk of injury or death in motor vehicle crashes.

0 Motorcyclists

Other Occupants

Crash Analysis, Statistics & Information

Injured Occupants in Motorcycle Crashes, 2006

3,500

3,000

2,500

2,000

1,500

1,000

500

0 M otor cyclis ts

Othe r Occupants

12

Georgia Department of Transportation

January 2008

Vehicles Crash Severity
The degree of risk involved with certain vehicle types can be determined by a number of means. Comparing the number of vehicles involved in crashes give us an idea of crash risk by vehicle type.
Calculating a crash rate by dividing the number of crash vehicles by the number of registered vehicles provides the risk based on exposure by vehicle type when available. We do not have the actual number of vehicle miles traveled by each vehicle type although it would be a better estimate of risk.

2008 CASI Report

The manner or way the crash occurred is an important factor. Some vehicle types have a lower risk when they are struck a certain way compared to others. Crashes that occur at an angle can be particularly serious. The impact point is often directly at the driver resulting in serious injury or death.
Certain types of crashes have a higher risk of injury than others for certain vehicles. Rollover crashes pose a higher risk of injury and death than crashes with another vehicle. Roads play an important role as well and high risk roads are a critical factor for all types of vehicles.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

A different measurement of risk is to compare the injury severity of the vehicle occupants by vehicle type. This gives us the increased risk of injury for certain types of vehicles.
Yet another measurement is to compare earlier years data to see if the risk has increased or decreased. This can be done by injury severity or just by the increase or decrease in the number of vehicles in crashes.
Comparing overall crash frequency to injury or fatal crash frequency also provides a measure of risk of injury or death.
13 January 2008

Vehicles Crash Severity

2008 CASI Report

In 2000 sport utility vehicles accounted for about one out of ten of all vehicles in injury and fatal crashes and crashes overall. In 2006 they represented one out of seven vehicles in all crashes.

Vehicles in Fatal Crashes 2000 and 2006
1,400
1,200

1,000
In 2006, passenger cars represented 57.0 percent of all vehicles in

fatal crashes. Pickup trucks accounted for 15.5 percent and sport-

800

utility vehicles accounted for 14.8 percent of the vehicles involved

600

in fatal crashes.

400

Vehicles by Crash Severity

2000

2006

Crash Percent Crashes Percent

Crash Vehicle

Passenger Car

364,773

62.2 369,661

57.0

Pickup Truck

95,387

16.3 100,637

15.5

Sport Utility Vehicle

53,543

9.1 96,051

14.8

Van

37,129

6.3 39,732

6.1

Large Truck

20,822

3.5 23,366

3.6

Motorcycle, Minibike

2,083

0.4 4,180

0.6

Other*

13,165

2.2 14,712

2.3

Total

586,902 100.0 648,339 100.0

Nonfatal Injury Crash

Vehicle

Passenger Car

100,986

62.9 94,660

56.4

Pickup Truck

25,287

15.7 25,751

15.3

Sport Utility Vehicle

14,095

8.8 24,823

14.8

Van

10,031

6.2 10,438

6.2

Large Truck

5,027

3.1 5,244

3.1

Motorcycle, Minibike

1,521

0.9 2,974

1.8

Other*

3,607

2.2 3,887

2.3

Total

160,554 100.0 167,777 100.0

Fatal Crash Vehicle

Passenger Car

1,101

48.7 1,035

40.9

Pickup Truck

435

19.3

511

20.2

Sport Utility Vehicle

223

9.9

354

14.0

Van

142

6.3

143

5.6

Large Truck

212

9.4

238

9.4

Motorcycle, Minibike

61

2.7

157

6.2

Other*

85

3.8

94

3.7

Total

2,259 100.0 2,532 100.0

* Other includes Panel Truck, Vehicle with Trailer, Ambulance, Truck

Towing Trailer, Motorized Recreational Vehicle, Moped, Bicycle, Farm or

Construction Equipment, All Terrain Vehicle, Go-Cart, and Other

200
0 Passenger Car Sport Utility Vehicle
2000 2006
The proportion of large trucks in crashes remained about the same from 2000 to 2006. In 2006 large trucks accounted for 9.4 percent of the vehicles in fatal crashes although they represented 3.6 percent of the vehicles in crashes overall.
In 2006 motorcycles and minibikes represented 6.2 percent of the vehicles in fatal crashes although they accounted for only 0.4 percent of the vehicles in crashes overall. The proportion of motorcycles and minibikes in crashes, injury crashes and fatal crashes increased from 2000 to 2006.
The proportion of pickup trucks in crashes, injury crashes and fatal crashes remained essentially unchanged from 2000 to 2006.

Crash Analysis, Statistics & Information

14

Georgia Department of Transportation

January 2008

Reducing Risk Vehicles and Seat Belt Use

2008 CASI Report

In the event of a crash the safest place to be is securely belted in the passenger compartment often called the `room to live'. Without the protective restraint of the seat belt the passenger is propelled at massive velocity either against the vehicle compartment or ejected out of the vehicle.
Over the past seven years, the lowest seat belt usage was for occupants who were fatally injured.

Another way to examine the risk is to look at the severity of injury for those belted compared with unbelted passengers. More passengers were injured and their injuries were more severe if the passenger was not wearing their seat belts.
In 2006, of the vehicle occupants not injured 80.5 percent were wearing their seat belts compared with only 37.5 percent for those killed.

Crash Analysis, Statistics & Information Georgia Department of Transportation

For seriously injured adult occupants seat belt usage was just 57.0 percent compared with 81.5 percent for those receiving only minor injuries.
Seat belt usage is directly correlated with injury severity. The more severe the injury the lower seat belt usage.
Clearly seat belts greatly reduce the risk of injury or death in a crash.
15
January 2008

Reducing Risk Vehicles and Seat Belt Use

2008 CASI Report

In 2006 seat belt use was remarkably similar between pickup truck, passenger car and sport utility vehicle adult uninjured occupants. The differences in occupant seat belt use appear in injury and fatal crashes.
In 2006 seat belt usage by adult occupants of pickup trucks in fatal crashes was 26.5 percent points lower than that for occupants of passenger cars.
Pickup truck adult occupants have a lower seat belt usage than passenger cars and sport utility vehicles (SUV's) in crashes regardless of the level of injury.
The seat belt usage for adult occupants of SUV's in fatal crashes was 10.3 percentage points lower than for occupants of passenger cars in fatal crashes.

Adult Occupant Seat Belt Usage Percent Belted in Fatal
Crashes, 2006
60

50

40

30

20

10

0

Passenger Sport Utility Pickup Truck

Car

Vehicle

Seat Belt Usage by Vehicle Type
Number and Percent Belted

Passenger Car

Sport Utility

Pickup Truck

Vehicle

2000

2006

2000 2006

2000 2006

Uninjured

Occupants

308,290 304,454

51,658 91,749

81,874 86,319

Belted

299,025 297,882

50,413 89,850

75,297 81,684

Percent Belted

97.0

97.8

97.6

97.9

92.0 94.6

Minor

Occupants

52,773 48,286

6,229 11,695

9,058 9,068

Belted

50,592 46,846

5,936 11,288

7,855 8,105

Percent Belted

95.9

97.0

95.3

96.5

86.7 89.4

Moderate

Occupants

15,061 12,872

2,468 4,020

4,418 4,316

Belted

12,489 11,281

2,040 3,388

2,836 2,884

Percent Belted

82.9

87.6

82.7

84.3

64.2 66.8

Serious

Occupants

2,374 2,311

416

619

771 780

Belted

1,673 1,782

230

419

337 385

Percent Belted

70.5

77.1

55.3

67.7

43.7 49.4

Killed

Occupants

669

608

112

186

229 255

Belted

327

311

37

76

45

63

Percent Belted

48.9

51.2

33.0

40.9

19.7 24.7

*Seat belt use as noted by law enforcement officers on the crash report for persons over age 5

From 2000 to 2006, seat belt usage increased for all three vehicle types regardless of severity of injury.
The greatest increase in seat belt usage overall from 2000 to 2006 was for pickup truck and SUV occupants.
The second greatest increase in seat belt usage in crashes was for SUV occupants.

Crash Analysis, Statistics & Information Georgia Department of Transportation

16 January 2008

Reducing Risk Emergency Medical Services

2008 CASI Report

It is imperative once a crash has occurred to have EMS at the scene, immediate initial assessment and treatment saves lives. Airway assessment and clearing, cardiac evaluation and treatment and spinal immobilization on a back board are only a few of the emergency procedures that reduce death or disability. Proper emergency care reduces the chances of an injury becoming worse and reduces the risk of adverse complications later. EMS is essential.

EMS is called to almost every crash in Georgia, that adds up to thousands of EMS calls each year for the almost 14,000 medics and 1,800 ambulances.
The very people that we rely on to aid the injured, provide consolation to people under great stress, take injured people to safety and treatment, save lives in jeopardy and document all of this activity for later analysis can become crash victims themselves.

Ambulances carry vital life saving equipment but that equipment in a crash can take the life of a medic.
A very real risk in a crash is injury to the medics from heavy equipment falling on them as they treat an injured patient or if unrestrained being thrown against the compartment or heavy equipment.

Crash Analysis, Statistics & Information Georgia Department of Transportation

17 January 2008

Reducing Risk Emergency Medical Services

2008 CASI Report

This photo is highly stylized but it represents very often how emergency medical services (EMS) must respond to a crash.
The ambulance is in itself a high risk vehicle. They are top heavy which lends to rollover. They must of necessity travel at higher speeds than the roadway was designed for. Each road has a maximum design speed and exceeding it increases the risk of a crash.
For EMS every call amounts to high risk and the risk is multiplied many times on high risk roads.
All vehicles must move over, stop or slow down and give emergency vehicles the right of way but unfortunately not all drivers obey the law or understand the risks. Many drivers are unaware that they are not only breaking the law when they fail to yield, their irresponsible behavior could cost someone's life maybe their own.
In the 286 ambulance crashes in 2006, the most frequent contributing factor was failure to yield by the other vehicle in the crash.
Ambulances were involved in 286 motor vehicle crashes, 21.3 percent resulted in an injury and in 1.0 percent someone was killed.
In the crashes where someone was injured or killed two-thirds involved a contributing factor attributed to the driver of the other vehicle.

Ambulances Involved in Motor Vehicle Crashes, 2000-2006

2000 2001 2002

2003

2004

2005 2006 2000-2006

Crash Crash Crash Crashes Crashes Crashes Crashes

Crashes

280 272 288

263

324

337 286

Nonfatal Injury Crashes

58

64

73

55

86

69 61

Fatal Crashes

0

2

3

2

0

1

3

2,050 466 11

Crash Analysis, Statistics & Information Georgia Department of Transportation

18 January 2008

Reducing Risk Vehicle Design

2008 CASI Report

Hundreds of vehicle improvements have been made to reduce the risk of injury to the occupants, reduce the severity of injury and reduce the crash risk altogether.

Safety Door Latches
Head Restraints Rear Seat Lap-
shoulder Belts Side Impact Bars Reinforced Side
Door Structure Child proof Rear
Door Locks Side-impact Air
Bags Torso Air Bags Head Protection
Air Bags Occupant Sensitive
Dual Stage Air Bags

Safety Glass Windows Electric Windshield Wipers Crumple-zone body Safety Padding on Dash Board

Safety Cage Rollover Bar in Roof
Speedometers Seat Belts Hub Steering
Wheel Front Seat Lap-
shoulder Belts Three-point Front
Seat Belts Energy-absorbing
Steering Column Air Bags Reduced Force Air
Bags Adaptive Cruise
Control/Collision Warning Knee Air Bags

Electric Turn Signals Self-canceling
Directional Signals
Energy Absorbing Bumpers Daytime Running Lights Adaptive Headlights/Night Vision Assist

Four-wheel Disk Brakes Dual Master Cylinder Brakes Anti-lock Brakes High Center Braking Light Dynamic Stability and Traction Control Collision Warning with Brake Support Tire Pressure Warning Systems Electronic Stability Control System Lane Departure Warning

A complete list of all the vehicle improvements is beyond the scope of this document. Only a fraction of the risk reduction improvements can be covered here.

Crash Analysis, Statistics & Information

19

Georgia Department of Transportation

January 2008

Reducing Risk Vehicle Design

2008 CASI Report

Speedometers, 1914 Safety Glass Windows, 1924 Electric Windshield Wipers, 1925 Electric Turn Signals Self-canceling Directional Signals Safety Cage, 1944 Four-wheel Disk Brakes Seat Belts Crumple-zone body, 1951 Safety Padding on Dash Board, 1954 Safety Door Latches Hub Steering Wheel Front Seat Lap-shoulder Belts, 1959 Dual Master Cylinder Brakes, 1962 Childproof Rear Door Locks Rear Window Defroster, 1966 Rollover Bar in Roof Three-point Front Seat Belts Energy-absorbing Steering Column Head Restraints, 1968 Energy Absorbing Bumpers, 1974 Air Bags Anti-lock Brakes, 1985 High Center Braking Light, 1985 Rear Seat Lap-shoulder Belts, 1986 Side Impact Bars, 1991 Reinforced Side Door Structure Side-impact & Torso Air Bags, 1994 Daytime Running Lights, 1995 Reduced Force Air Bags, 1998 Dynamic Stability/Traction Control Head Protection Air Bags Rearview Camera/Parking Sensors Collision Warning with Brake Support Adaptive Cruise Control/Collision
Warning Electronic Stability Control System Adaptive Headlights/Night Vision Occupant Sensitive Dual Stage Air Bags Knee Air Bags Lane Departure Warning Tire Pressure Warning Systems, 2008
This list is in general chronological order

There is no doubt that the risk reduction improvements in vehicles prevent crashes and save lives, but by how many lives is a different question. It is difficult to determine exactly how many lives were saved by any single one of these risk reduction vehicle engineering advancements. Many were actually put in general use over a period of years gradually in all types of vehicles. The more recent improvements will take years before they are in all new vehicles sold. The sometimes slow addition of improvements is not just about money it is about determining how effective the design is and if it has adverse consequence.
Crashes are complex unique events. The diverse factors that contribute in a crash or determine how serious the injury range from the type of collision, vehicle design and weight, the road type and if it has any separation, proximity to EMS and a trauma center, weather conditions, night visibility, vehicle weight, occupant age, weight and gender and a host of other possible reasons. Trying to replicate exactly complex real life crash conditions in a laboratory is next to impossible but methods for crash testing are changing constantly and improving.

Crash Analysis, Statistics & Information Georgia Department of Transportation

Georgia Fatalities

1940

838

1945

676

1950

905

1955

1,088

1960

1,038

1965

1,364

1966

1,605

1967

1,622

1968

1,790

1969

1,806

1970

1,802

1971

1,799

1972

1,896

1973

1,912

1974

1,545

1975

1,387

1976

1,289

1977

1,460

1978

1,490

1979

1,523

1980

1,503

1981

1,418

1982

1,229

1983

1,296

1984

1,410

1985

1,362

1986

1,542

1987

1,604

1988

1,660

1989

1,632

1990

1,564

1991

1,393

1992

1,324

1993

1,407

1994

1,437

1995

1,492

1996

1,582

1997

1,584

1998

1,579

1999

1,514

2000

1,549

2001

1,656

2002

1,531

2003

1,610

2004

1,641

2005

1,745

2006

1,703

20

January 2008

Reducing Risk Vehicle Design

2008 CASI Report

The Risk Side Impact
Crashes that occur at an angle account for 25.5 percent of the fatal crashes in Georgia in 2006. From 2000 to 2006 there have been 2,618 fatal crashes in Georgia.
When a vehicle is struck from the side the force of impact causes creates a tremendous sideways force on the vehicle occupants. The degree can be measured by intrusion of the striking vehicle. The sharp snap that the head and neck receive in a side impact crash can cause serious permanent injury to the neck and spine and can also cause the aorta to tear leading to death. On the left is a list of vehicle improvements that are designed to reduce the risk of a crash and the risk of injury if a side impact crash occurs.
The structure of the vehicle is an important factor in side impact crashes. Reinforced doors and crumple-zone vehicle body reduces the risk of injury to the occupants. At the same time disparity in vehicle size can override the risk reduction factors of the respective vehicles. Vehicle speed is also a factor. High enough excess or unsafe speed can off set the protective effects of any device designed to reduce injury risk.
Newer innovations such as side impact, torso or head airbags provide even greater protection especially in the side impact crash. While most of these air bags were designed for the average adult it is thought that the torso air bags also protect even young children.

Reducing the Risk:
Energy Absorbing Bumpers Seat Belts Hub Steering Wheel Front Seat Lap-shoulder Belts Three-point Front Seat Belts Energy-absorbing Steering Column Air Bags Head Restraints Reduced Force Air Bags Adaptive Cruise Control/Collision Warning Knee Air Bags Safety Door Latches Head Restraints Rear Seat Lap-shoulder Belts Side Impact Bars Reinforced Side Door Structure Side Impact & Torso Air Bags Head Protection Air Bags Occupant Sensitive Dual Stage Air Bags Safety Glass Windows Crumple-zone body Safety Padding on Dash Board

Another air bag improvement is the occupant dual stage air bags that sense and adjust across the spectrum of occupant weight and height.
In spite of all the risk reduction devices listed above it is absolutely essential that seat belts be used. They are a vital part of the arsenal we have to protect ourselves on the road. Regardless of crash type seat belts really do save lives.

Crash Analysis, Statistics & Information

21

Georgia Department of Transportation

January 2008

Reducing Risk Vehicle Design

2008 CASI Report

The Risk Rollover Crashes
From 2000 to 2006 there has been a steady increase in rollover crashes. The number of fatal rollover crashes went from114 in 2000 to 161 in 2006.

As with other serious crashes vehicle structure and body strength play an important role in preventing injuries. In rollover crashes the unrestrained unprotected occupant can be thrown at a violent force against the roof and sides of the vehicle. In other circumstances the occupant can be totally or partially ejected from the vehicle.
The type and severity of injury in a rollover crash depend on a number of factors including the vehicles tendency to overturn, speed of the vehicle and many other reasons. For many vehicles with a narrow wheel base and higher vehicle body the tendency to rollover is significant. Addition of dynamic stability and traction control systems is proving to be a major factor in reducing the rollover risk in these vehicles. Newer braking systems are also important in ensuring better vehicle control.
As with other type of serious crashes air bags provide significant protection against injury. Most air bags that are designed for a frontal impact deflate almost immediately but a rollover crash may last multiple seconds depending on how many times the vehicle rolls over. Side, torso and curtain airbags are designed to deflate more slowly thus allowing greater protection. In addition as they cover the side windows they offer some protection against ejection from the vehicle.

Reducing the Risk:
Safety Cage Rollover Bar in Roof Four-wheel Disk Brakes Dual Master Cylinder Brakes Anti-lock Brakes Dynamic Stability and Traction Control Collision Warning with Brake Support Tire Pressure Warning Systems Electronic Stability Control System Lane Departure Warning Speedometers Seat Belts Hub Steering Wheel Front Seat Lap-shoulder Belts Three-point Front Seat Belts Energy-absorbing Steering Column Air Bags Reduced Force Air Bags Adaptive Cruise Control/Collision Warning Knee Air Bags Safety Door Latches Head Restraints Rear Seat Lap-shoulder Belts Side Impact Bars Reinforced Side Door Structure Side-impact & Torso Air Bags Head Protection Air Bags Occupant Sensitive Dual Stage Air Bags Safety Glass Windows Crumple-zone body Safety Padding on Dash Board

Crash Analysis, Statistics & Information Georgia Department of Transportation

22 January 2008

Reducing Risk Vehicle Design
The Past Before 1971
The Present -2008

2008 CASI Report
There is a tendency for all of us to feel safe in our cars and trucks. That tendency is an illusion.
Each of the vehicles pictured on the left promises safety, comfort and excellent performance engineering. The 1971 Monte Carlo with its weight and steel frame offers very real protection to its occupants despite the lack of risk reduction improvements found in newer vehicles. Its interior is spacious and with its solid construction it feels safe.
The newer vehicles of today possess an array of features that reduce the risk of crashing and in the event of a crash offer a multitude of devices that reduce the risk of injuries. They handle better and you can hardly feel the road unlike older models.
But they also pose a risk: a false sense of security. That false sense of security can make us forget the real risks out there on the road and insulate us so that we may tend to drive a little faster and take a few more chances that we would not take in a less `safe' vehicle.
In addition every improvement may pose a risk of its own. Anti-lock brakes are a fundamental improvement but if the vehicle goes off road and hits soft dirt it can be misinterpreted as the brakes locking. Subsequently the anti-lock brakes will automatically reduce braking and thus the stopping distance may decline by as much as 10 to 20 feet a critical distance when at higher speeds approaching a fixed object.

In any attempt to reduce risk it is important to tailor the fix to the individual circumstance. Air bags were originally thought to be safe for everyone but they were found to be a risk to shorter occupants. Newer air bags now have the ability to sense the occupant's weight and size and adjust accordingly. One size does not fit all and each of the improvements must be almost `designer' safety devices. In emergency medical services it is always preached `Treat the patient' as a warning that in spite of all the standard medical knowledge each patient is unique, motor vehicle crashes are no different.
In spite of all the progress that has been made there is still much to learn. Total safety is an illusion. There are no risk free vehicles.

Crash Analysis, Statistics & Information Georgia Department of Transportation

23 January 2008

The Risk

Vehicles on High Risk Roads

Although risk can be measured in many ways the proportion of crashes that result in a fatality may be the most straight forward. High risk vehicles result in a higher proportion of fatal crashes than other vehicles. When high risk vehicles are driven on high risk roads such as those often found in rural counties the risk is compounded many times.

In 2006, one out of three fatalities in Georgia occurred in a crash involving a pickup truck.
A higher proportion of pickup crashes were fatal. The proportion of pickup truck crashes that were fatal was almost twice that of passenger cars.

In 2006, one out of six fatalities in Georgia occurred in a crash involving a large truck.
The proportion of large truck crashes that were fatal was almost four times greater than that of passenger cars.

In 2006, almost one out of 10 fatalities in Georgia occurred in a crash involving a motorcycle.
The proportion of motorcycle crashes that were fatal was twelve times greater than that of passenger cars.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

24 January 2008

The Risk Type of Road

Vehicles on High Risk Roads

The vast majority of fatal crashes occur on non-interstate roads regardless of vehicle type. Almost nine out of ten fatal crashes occur on non-interstate roads. Non-interstate roads are often not as well engineered and may have frequent entering and exiting traffic which greatly increases the risk of a crash.

State routes accounted for the highest proportion of fatal crashes for passenger cars, pickup trucks, large trucks and motorcycles.
Interstates and city streets accounted for the smallest proportion of fatal crashes involving passenger cars, pickup trucks and motorcycles about one out of ten for all three vehicle types.
Of the 238 large trucks involved in fatal crashes 83 were in crashes on interstates one third of the fatal crashes involving large trucks.
A greater proportion of large truck fatal crashes occurred on state routes. Over half of the fatal crashes involving large trucks were on state routes. Greater large truck travel may account for the high proportion of fatal crashes on interstates and state routes in addition to the higher speeds and the difficulty in stopping and maneuvering large trucks.
The smallest proportion of fatal crashes was on city streets for passenger cars, pickup trucks and large trucks. Only for motorcycles was the proportion of fatal crashes higher on city streets than interstates.

Fatal Crashes Involving Large Trucks, 2006
140 120 100 80 60 40 20
0 InterstateStateRoutCesountyRoutesCity Streets

Fatal Crashes by Vehicle Type Interstate and Non-Interstate Roads, 2006

Passenger Car

Number Percent

Interstate

140

13.5

State Route

477

46.1

County Route

297

28.7

City Street

121

11.7

Total

1,035 100.0

*Includes motorcycles and minibikes

Pickup Truck

Number Percent

57 11.2

266 52.1

147 28.8

41

8.0

511 100.0

Large Truck

Number Percent

83

34.9

131

55.0

13

5.5

11

4.6

238 100.0

Motorcycle*

Number Percent

15

9.6

60

38.2

58

36.9

24

15.3

157 100.0

Crash Analysis, Statistics & Information

25

Georgia Department of Transportation

January 2008

The Risk Off Road Fatal Crashes

Vehicles on High Risk Roads

Off road fatal crashes accounted for 41 percent of all fatal crashes in Georgia in 2006. For all vehicle types the highest proportion of run off road fatal crashes was on county routes.

Off Road Fatal Crashes
Road and Vehicle Type, 2006 Percent Off Road
60

Almost half of the fatal crashes on county

50

routes involving passenger cars and pickup

40

trucks were run off road crashes.

30

Off Road Fatal Crashes by Road and Vehicle Type, 2006
Number and Percent Off Road

Passenger Car Interstate State Route County Route City Street Total Pickup Truck Interstate State Route County Route City Street

Total Number
140 477 297 121 1,035
57 266 147
41

Off Road Number Percent
33 23.57 118 24.74 138 46.46
30 24.79 319 30.82
13 22.81 53 19.92 70 47.62 11 26.83

Total

511

147

Large Truck

Interstate

83

17

State Route

131

10

County Route

13

5

City Street

11

1

Total

238

33

Motorcycle*

Interstate

15

5

State Route

60

17

County Route

58

20

City Street

24

8

Total

157

50

*Includes motorcycles and minibikes

28.77
20.48 7.63
38.46 9.09
13.87
33.33 28.33 34.48 33.33 31.85

20 10
0
InterstatSetate RoCutoeunty RouteCity Street
Pickup Truck Motorcycles
For passenger cars and pickup trucks one out of four interstate fatal crashes was a run off road crash compared with almost one out of two fatal crashes on county routes.
Large trucks showed a different pattern compared with passenger cars and pickup trucks. A little over one out of three fatal crashes involving large trucks on county routes was an off road crash.
Motorcycles demonstrated yet another pattern. For all types of road, about one out of three fatal crashes involved running off the roadway.
Off road crashes are more often fatal because of the high risk for rollover or hitting a fixed object both result in more serious injuries and deaths.

Crash Analysis, Statistics & Information

26

Georgia Department of Transportation

January 2008

The Risk Curved Roads

Vehicles on High Risk Roads

Off Road Fatal Crashes On A Curve
Road and Vehicle Type, 2006 Percent On Curve
100
80
60
40

In 2006, one out of two fatal off road crashes happened on a curve although straight roadway segments far outnumber curved roadway segments.
For many narrow roads the edges of the road are easy to slip off of and the road edge drop off is very deep causing loss of control when vehicles try to return to the roadway and the vehicle swerves either into oncoming traffic or off the road into a post or tree.

20
0
InterstatSetate RoCuoteunty RouteCity Street
Pickup Truck Motorcycles
Horizontal curves are one of the major road characteristics that increase the risk of crashing. Almost half of the fatal off road crashes involving pickup trucks on state routes occurred on a curve.
On county routes six out of ten fatal off road crashes involving pickup trucks occurred on a curve.
For large trucks almost one-third of the fatal off road crashes on state routes was on a curve. For county routes the proportion was the same as for pickup trucks. Six out of ten fatal off road crashes involving large trucks on county routes occurred on a curve.
A different pattern appears for fatal motorcycle crashes. The vast majority of fatal off road crashes involving motorcycles on interstates and county routes occurred on a curve.

Vehicles in Off Road Fatal Crashes on a Curve, 2006
Number of Vehicles and Percent

Off Road On Curve

Number Number

Passenger Car

Interstate

33

7

State Route

118

59

County Route

138

86

City Street

30

10

Total

319

162

Pickup Truck

Interstate

13

2

State Route

53

24

County Route

70

43

City Street

11

4

Total

147

73

Large Truck

Interstate

17

4

State Route

10

3

County Route

5

3

City Street

1

0

Total

33

10

Motorcycle

Interstate

5

4

State Route

17

11

County Route

20

19

City Street

8

3

Total

50

37

*Includes motorcycles and minibikes

On Curve Percent
21.21 50.00 62.32 33.33 50.78
15.38 45.28 61.43 36.36 49.66
23.53 30.00 60.00
0.00 30.30
80.00 64.71 95.00 37.50 74.00

Crash Analysis, Statistics & Information

27

Georgia Department of Transportation

January 2008

The Risk Pickup Trucks

Vehicles on High Risk Roads

Almost half of the fatal crashes involving pickup trucks occurred in rural counties.

For crashes overall one out of three involved pickup trucks in the five Atlanta metropolitan counties. In contrast only about one out of ten fatal pickup truck crashes happened in those urban counties.

Pickup Trucks in Crashes by Region, 2006
Number and Percent

Crashes Atlanta Suburbs Other MSA Rural GEORGIA

Passenger Car

Number Percent

186,125

50.4

47,837

12.9

70,508

19.1

65,191

17.6

369,661 100.0

Pickup Truck

Number Percent

34,497

34.3

18,997

18.9

19,621

19.5

27,522

27.3

100,637 100.0

Non-Fatal Injury Crashes

Atlanta

43,393

Suburbs

13,394

Other MSA 18,126

Rural

19,747

GEORGIA 94,660

45.8 14.1 19.1 20.9 100.0

7,455 5,078 4,841 8,377 25,751

29.0 19.7 18.8 32.5 100.0

Fatal Crashes

Atlanta

304

29.4

70

13.7

Suburbs

164

15.8

110

21.5

Other MSA

203

19.6

93

18.2

Rural

364

35.2

238

46.6

GEORGIA

1,035 100.0

511 100.0

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta

Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan

Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty,

Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie,

Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

Regardless of the type of crash or vehicle, rural counties have more fatal crashes than urban areas.
In rural counties, 62.2 percent of the fatal crashes were off road crashes and of those 49.7 percent were on a curve.
The proportion of pickup trucks in rollover crashes is twice that of passenger cars. The difference is even greater in fatal crashes. Rollover crashes account for one out of ten fatal crashes for passenger cars. In comparison one out of five fatal pickup truck crashes are rollover crashes.
Rural counties accounted for 47 of the 78 fatal rollover crashes involving pickup trucks.
Almost one-third of the fatal crashes involving pickup trucks occurred on a curve. Of those fatal crashes over one-half were in rural counties.
The number of pickup trucks in fatal crashes increased 17 percent from 2000 to 2006. Even when adjusted for the increase in the number of registered vehicles the fatal crash rate increased 5.7 percent.

Crash Analysis, Statistics & Information

28

Georgia Department of Transportation

January 2008

The Risk Pickup Trucks

Vehicles on High Risk Roads

The vast majority of fatal crashes involving pickup trucks occurred in rural counties. These rural counties have a fatality rate higher than the fatal crash rate for Georgia overall.

Counties with a fatality rate higher than the state fatality rate are in dark blue. In other words the highest risk of being killed in a pickup truck crash is in the counties in dark blue.

Fatal Crash Rate per 10,000 Population
Crash Analysis, Statistics & Information Georgia Department of Transportation

29 January 2008

The Risk Large Trucks

Vehicles on High Risk Roads

Almost half of the fatal crashes involving large trucks occurred in rural counties.

The five Atlanta metropolitan counties accounted for almost half of the crashes involving large trucks. In contrast they only accounted for about one out of five fatal large truck crashes.

Large Trucks in Crashes by Region, 2006
Number and Percent

Crashes Atlanta Suburbs Other MSA Rural GEORGIA

Passenger Car

Number Percent

186,125

50.4

47,837

12.9

70,508

19.1

65,191

17.6

369,661 100.0

Large Truck

Number Percent

10,548

45.1

3,822

16.4

3,412

14.6

5,584

23.9

23,366 100.0

Non-Fatal Injury Crashes

Atlanta

43,393

Suburbs

13,394

Other MSA 18,126

Rural

19,747

GEORGIA 94,660

45.8 14.1 19.1 20.9 100.0

1,969 849 784
1,642 5,244

37.5 16.2 15.0 31.3 100.0

Fatal Crashes

Atlanta

304

29.4

43

18.1

Suburbs

164

15.8

42

17.6

Other MSA

203

19.6

40

16.8

Rural

364

35.2

113

47.5

GEORGIA

1,035 100.0

238 100.0

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta

Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan

Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty,

Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie,

Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

Crashes between large trucks and smaller vehicles are deadly. Over 86 percent of the people killed in large truck crashes were occupants of the smaller vehicle.
The majority of the fatal large truck crashes in 2006 involved a crash with another moving vehicle, 79.4 percent compared with 57.2 percent for passenger cars.
The proportion of rollover or fixed object fatal crashes was lower for large trucks even so about half of the fatal crashes involving large trucks happened in rural counties.
In non-fatal injury crashes 37.5 percent occurred in the five Atlanta metropolitan counties with their high congestion and large number of passenger vehicles and trucks.
As for passenger cars, pickup trucks and motorcycles the smallest proportion of fatal crashes was in suburban and other MSA counties.
From 2000 to 2006, fatal crashes involving large trucks increased 12.26 percent. In 2006 fatalities involving large trucks represented almost one out of six fatalities in Georgia.

Crash Analysis, Statistics & Information Georgia Department of Transportation

30 January 2008

The Risk Large Trucks

Vehicles on High Risk Roads
The majority of fatal crashes involving large trucks occurred in rural counties. These rural counties have a fatality rate higher than the fatal crash rate for Georgia overall.
Rural counties along the high traffic I-75 corridor and the I-95 corridor along the east coast have a higher large truck fatality rate than for Georgia overall.

Counties with a fatality rate higher than the state fatality rate are in dark blue. In other words the highest risk of being killed in a crash with a large truck is in the counties in dark blue.

Fatal Crash Rate per 10,000 Population
Crash Analysis, Statistics & Information Georgia Department of Transportation

31 January 2008

The Risk Motorcycles

Vehicles on High Risk Roads

Almost one-third of the fatal motorcycle crashes occurred in rural counties.

Unlike passenger cars for motorcycles a higher proportion of crashes occur in rural counties. Thirty percent of the motorcycle crashes happened in rural counties compared with 17.6 percent for passenger cars.

Motorcycles in Crashes by Region, 2006*
Number and Percent

Crashes Atlanta Suburbs Other MSA Rural GEORGIA

Passenger Car

Number Percent

186,125

50.4

47,837

12.9

70,508

19.1

65,191

17.6

369,661 100.0

Motorcycle

Number Percent

1,200

28.7

814

19.5

912

21.8

1,254

30.0

4,180 100.0

Non-Fatal Injury Crashes

Atlanta

43,393

Suburbs

13,394

Other MSA 18,126

Rural

19,747

GEORGIA 94,660

45.8 14.1 19.1 20.9 100.0

786 606 633 949 2,974

26.4 20.4 21.3 31.9 100.0

Fatal Crashes

Atlanta

304

29.4

41

26.1

Suburbs

164

15.8

30

19.1

Other MSA

203

19.6

37

23.6

Rural

364

35.2

49

31.2

GEORGIA

1,035 100.0

157 100.0

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta

Suburban Counties: Barrow, Bartow, Carroll, Cherokee,

Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan

Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty,

Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie,

Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

*Includes motorcycles and minibikes

Motorcyclists are at greater risk of being injured or killed in motor vehicle crashes. Almost three out of four motorcyclists were either injured or killed in crashes in 2006 compared with one out of six for passenger cars.
Almost one out of three injury motorcycle crashes occurred in rural counties compared with one out of five for passenger cars.
In 2006, rollover crashes accounted for 69 percent of the fatal motorcycle crashes in rural counties. In comparison no fatal motorcycle rollover crashes occurred in the five Atlanta metropolitan counties.
One-third of the fatal crashes involving motorcycles involved running off the roadway.
Of the 157 fatal motorcycle crashes in 2006, 69 or 44 percent occurred in rural counties on a curve compared with 26 percent for fatal crashes involving passenger cars.
The increase in the fatality rate for motorcycle crashes was more than double the increase for motorcycle crashes and injury crashes. The motorcycle fatal crash rate increased 60.76 percent from 2000 to 2006.

Crash Analysis, Statistics & Information

32

Georgia Department of Transportation

The Risk Motorcycles

Vehicles on High Risk Roads

The majority of injury crashes involving motorcycles occurred in rural northern counties and along the coast. These rural counties have an injury rate higher than the injury crash rate for Georgia overall.
The northern counties with their winding country roads are desirable recreational roads for motorcyclists. The challenge of the curves and hills is what attracts motorcyclists and also at the same time what increases the risk. The high coastal motorcycle traffic along I-95 leading down to Daytona Florida where many motorcycle activities occur may account for the higher fatality rate in those rural counties.

Counties with an injury crash rate higher than the state injury crash rate are in dark blue. In other words the highest risk of being in a motorcycle injury crash is in the counties in dark blue. The injury rate here includes all injuries including fatal injuries.

Injury Crash Rate per 10,000 Population

Crash Analysis, Statistics & Information

33

Georgia Department of Transportation

The Risk In Perspective

Vehicles on High Risk Roads

Regardless of the type of vehicle, rural counties have more fatalities than urban areas. Rural counties accounted for 41.9 percent of the fatal crashes involving another vehicle, 49.6 percent of the fatal fixed object crashes and 62.2 percent of the fatal roll over crashes although they accounted for only 37 percent of the vehicle travel in the state.

Proportionally more occupants of pickup trucks were killed in crashes than cars and SUV's and almost half of the fatal crashes involving pickup trucks occurred in rural counties.
Rural counties accounted for 60 percent of the fatal rollover crashes involving pickup trucks.

Almost one-third of the fatal motorcycle crashes occurred in rural counties.
Of the 157 fatal motorcycle crashes in 2006, 44 percent occurred in rural counties on a curve compared with 26 percent for fatal crashes involving passenger cars.

Over 86 percent of the people killed in large truck crashes were occupants of the smaller vehicle.
Almost half of the fatal crashes involving large trucks occurred in rural counties.
The proportion of rollover fatal crashes was lower for large trucks. Even so about half of the fatal crashes involving large trucks happened in rural counties.

Crash Analysis, Statistics & Information Georgia Department of Transportation

34 January 2008

Risk and the People..... Section IV

Crash Analysis, Statistics & Information Georgia Department of Transportation

January 2008

Section IV
Risk and the People.....
Connections.....
Risk and the People Injuries Fatalities Seat Belts and Child Safety Seats School Age Children Pedestrians & Bicyclists Drivers Driver Contributing Factors Young Drivers Older Drivers Intersections Drivers on High Risk Roads: Special Report

2008 CASI Report
Section IV
1
2 3 5 7 10 11 17 21 25 28 30 32

To estimate risk or measure the reduction of risk we only have the quantitative crash data that gives us generalizations. We do not have data on near misses or crashes that would have happened if for example the driver had been paying attention and swerved at the last moment. But we do have additional information from the personal accounts of individuals, law enforcement officers and emergency medical technicians at the crash scene. This qualitative information is extremely valuable in understanding the risk. As a way of harvesting that qualitative information we have included accounts from emergency medical technicians and law enforcement officers. Their stories help bring all of the data into perspective and literally tell a story of life and death on our roads.

Crash Analysis, Statistics & Information

Georgia Department of Transportation

January 2008

Connections.....
The Crash Report

`Vehicle was traveling north and failed to negotiate a curve. Vehicles tires gouged into soft dirt causing the vehicle to overturn several times. The vehicle came to rest 42 feet off the roadway. The unbelted male driver was ejected from the vehicle and came to rest 65 feet from the vehicle. Belted adult female passenger sustained moderate injuries and two young children who were in child safety seats had only minor injuries.' -Law Enforcement Officer and EMS on scene.

Crash report narrative is taken from crash reports by Georgia law enforcement officers. Photographs are purely for descriptive purposes and are not from the crash scene.

Crash Analysis, Statistics & Information

1

Georgia Department of Transportation

January 2008

Risk and the People

2008 CASI Report

It's all about the risk we face on the roads and from the map below it is clear there is a much higher risk in rural counties. There are many reasons for the higher risk in rural areas and the lack of trauma centers increases the already high risk. When a serious injury occurs immediate emergency care can mean life or death.
From 2000 to 2006, 47,044 people received serious, incapacitating injuries such as traumatic head injuries, paralysis, internal bleeding or other severe injuries.
Crashes that occurred from 2000 to 2006 resulted in 225,963 moderate injuries including fractured ribs, dislocated shoulders, lacerations and broken protruding fractures.

Counties with a fatality rate higher than the state fatality rate are in dark blue. In other words the highest risk of being killed in a crash is in the counties in dark blue.
Trauma centers are noted by the gold stars. The majority are in the Atlanta area with very few in the rural counties of Georgia and those are the counties with the higher fatality rates.
2000-2006 Fatal Crash Rate per 100 Million VMT
Crash Analysis, Statistics & Information
Georgia Department of Transportation

2 January 2008

Injuries

2008 CASI Report

Almost one million men, women and children were injured in motor vehicle crashes in Georgia from 2000 to 2006. Over that seven year period crashes resulted in more than 2,500 injuries on average each week.
For many age groups the number of injuries has declined from 2000 to 2006. However the number of injuries increased for persons aged 45-74, ages 21-24 and children under age five.
From 2000 to 2006, 84,950 young children under age 15 were injured. On average 234 young children were injured each week.
For teenagers ages 15-19 the number is even greater with 126,499 teens ages 15-19 injured from 2000 to 2006. On average each week 348 teens were injured in motor vehicle crashes.
Injuries by Age
Number and Rate per 10,000 Population

Ages

2000 2001 2002 2003 2004 2005 2006 2000-2006

0-4

Number 3,181 3,105 3,181 3,234 3,299 3,466

Rate

53.2 50.1 49.9 49.3 48.9

50.1

5-9 Number 4,152 4,037 4,099 3,994 4,100 4,121

Rate

67.5 65.4 66.2 64.3 65.3

64.4

10-14 Number 5,000 4,868 4,879 4,925 4,964 4,699

Rate

81.6 77.1 75.5 74.9 74.8

70.8

15-19 Number 18,255 18,241 18,220 17,733 18,122 18,299

Rate

304.5 305.1 302.4 289.9 287.2 279.0

20-24 Number 17,930 17,803 18,319 18,514 19,091 19,064

Rate

299.2 283.7 282.9 285.8 291.0 292.3

25-34 Number 27,141 27,250 26,579 26,776 27,814 27,772

Rate

208.7 208.1 201.6 202.2 207.5 205.0

35-44 Number 22,268 22,781 22,530 22,448 23,151 23,379

Rate

163.9 164.9 161.8 160.4 164.0 163.5

45-54 Number 14,962 15,634 16,158 16,238 17,260 17,690

Rate

137.0 137.0 138.4 135.4 140.0 139.1

55-64 Number 7,865 8,317 8,678 9,124 9,943 10,462

Rate

117.8 119.8 116.2 114.9 118.3 117.8

65-74 Number 4,518 4,845 4,592 4,623 4,895 4,867

Rate

103.6 109.4 102.1 100.6 104.3 100.1

>74 Number 3,061 3,069 3,028 3,092 3,059 3,147

Rate

86.8 85.1 81.9 81.5 79.2

78.9

*Injury severity as noted by the law enforcement officer on the crash report.

3,380 48.1
3,839 57.8
4,427 66.2
17,629 260.3
18,320 279.1
25,939 188.6
22,263 152.9
17,190 130.7
10,409 111.3 4,693 93.1 2,942 72.0

22,846 49.9
28,342 64.3
33,762 74.3
126,499 289.1
129,041 287.6
189,271 203.0
158,820 161.6
115,132 136.7
64,798 116.4
33,033 101.7
21,398 80.6

Crash Analysis, Statistics & Information

3

Georgia Department of Transportation

January 2008

Injuries

2008 CASI Report

By comparing injury rates we can estimate the risk of being injured in a crash. The risk of a teenager or young adult of being injured in a crash is more than double the risk for persons ages 45-54.

For all ages the injury rate declined from 2000 to 2006 even when the actual number of injuries increased. This is due to the increase in population that statistically offsets the increase.

The injury rate is generally highest for teenagers and young adults and gradually declines with increasing age. The lower injury rate for older people is in stark contrast to the fatality data. The fatality rate for older persons is much higher than the fatality rate of younger people.

The lowest injury rate was for infants and toddlers ages 0-4, a rate of 49.9 per 10,000 population. The rate for young children ages 5-9 was 22 percent higher at 64.3 per 10,000 population.

Even higher in comparison was the rate for children ages 10-14 at 74.3 it was 49 percent higher than the rate for children ages 0-4.

400 350 300 250 200 150 100
50 0 0-4

Injury Rate per 10,000 Population 2000-2006
5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74Over 74

Crash injuries reflect multiple opposing factors all acting at the same time. An increased population produces more people at risk yet protective behaviors such as seat belt use greatly reduce the number of people injured. Calculating a rate per 10,000 population gives us an idea of the proportional risk to a specific age group compared with another age group.

Crash Analysis, Statistics & Information

4

Georgia Department of Transportation

January 2008

Fatalities

2008 CASI Report

From 2000 to 2006 in Georgia, 11,435 people lost their lives in motor vehicle crashes. On average 31 people die in crashes each week.
The number of fatalities increased for ages 0-4, 20-34, and 45-64. The largest increase in the number of fatalities was 53.6 percent for persons ages 55 to 64.
The fatality rate increased for ages 20-24, and 45-64. The greatest increase was for persons ages 20 to 24, an increase of 17.8 percent.
The fatality rate declined for the younger age groups. All age groups under age 20 demonstrated a decline in the fatality rate ranging from 50.1 percent for ages 10-14 to 7.4 percent for ages 0-4.

Fatalities by Age
Number and Rate per 10,000 Population

Ages

2000 2001 2002 2003 2004 2005

0-4

Number

34 27 27 19

33

37

Rate

0.57 0.44 0.42 0.29

0.49

0.54

5-9

Number

26 27 29 22

22

22

Rate

0.42 0.44 0.47 0.35

0.35

0.34

10-14 Number

33 46 27 43

33

28

Rate

0.54 0.73 0.42 0.65

0.50

0.42

15-19 Number 181 199 186 192

157

187

Rate

3.02 3.33 3.09 3.14

2.49

2.85

20-24 Number 186 219 177 190

212

217

Rate

3.10 3.49 2.73 2.93

3.23

3.33

25-34 Number 282 261 256 260

273

287

Rate

2.17 1.99 1.94 1.96

2.04

2.12

35-44 Number 245 279 256 276

260

257

Rate

1.80 2.02 1.84 1.97

1.84

1.80

45-54 Number 182 215 212 225

229

243

Rate

1.67 1.88 1.82 1.88

1.86

1.91

55-64 Number 110 124 117 138

152

196

Rate

1.65 1.79 1.57 1.74

1.81

2.21

65-74 Number 121 111 97 94

114

114

Rate

2.77 2.51 2.16 2.04

2.43

2.34

>74

Number

123 127 124 122

137

140

Rate

3.49 3.52 3.35 3.22

3.55

3.51

2006 2000-2006

37

214

0.53

0.47

22

170

0.33

0.39

18

228

0.27

0.50

177

1,279

2.61

2.92

240

1,441

3.66

3.21

296

1,915

2.15

2.05

236

1,809

1.62

1.84

244

1,550

1.86

1.84

169

1,006

1.81

1.81

121

772

2.40

2.38

113

886

2.77

3.34

Crash Analysis, Statistics & Information Georgia Department of Transportation

5 January 2008

Fatalities

2008 CASI Report

Although teens historically have been thought to have the highest fatality rate they are now third with a fatality rate of 2.9 per 10,000 population.

The fatality rate per 10,000 population is generally high for teenagers and young adults and gradually declines with increasing age until about age 65.

The fatality rate then begins to increase with increasing age. The highest fatality rate was for persons over age 74, 3.4 per 10,000 population. Older persons face a greater risk of injury or death in motor vehicle crashes due to a greater susceptibility to physical injury.

The second highest fatality rate was for young adults ages 20-24, a rate of 3.2 per 10,000 population over the seven-year period from 2000 to 2006.

The lowest fatality rate was for young children. The fatality rate for children ages 5-9 was 0.39 per 10,000 population.

4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0
0-4

Fatality Rate per 10,000 Population 2000-2006
5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74Over 74

A plane crash that kills 30 people will get national news but that many people die each week in crashes in Georgia alone. A violent crime that takes the life of one young person is viewed as a national tragedy but remember more than three teens die each week in crashes.
Crashes are not a natural cause of death they are violent deaths and they can be prevented.

Crash Analysis, Statistics & Information Georgia Department of Transportation

6 January 2008

Seat Belt Usage

2008 CASI Report

Fatally injured occupants have the lowest seat belt usage. For fatally injured people seat belt usage has remained at a little over 40 percent from 2000 to 2006.
People with minor injuries had the highest seat belt use. 95.1 percent of those with minor injuries such as minor scrapes and bruises were reported as using their seat belts.
Seriously injured people, those with life threatening head, neck, abdominal or other serious injuries had a seat belt usage of 69.6 percent in 2006.
The crash data seat belt usage obtained from the crash report is what is observed at the crash scene and often is simply self reported to the law enforcement officer by the occupant involved in the crash. Self reported data under these circumstances can be unreliable.

Seat Belt Use By Severity of Injury, 2006
100
80
60
40
20
0 Minor Moderate Serious Fatal

Seat belts do not prevent crashes they prevent injuries. Failure to use seat belts is directly correlated to injury severity. The lower the seat
belt use, the more serious the injury.

Motor Vehicle Occupants and Seat Belt Use*

Number and Percent Belted

Percent

2000

2001

2002

2003

2004

2005

Change 2006 2000-2006

All Occupants

735,731 757,541 776,816 778,630 799,668 805,958 786,007

6.83

Percent Belted

94.1

94.8

95.2

95.6

95.4

95.4

95.7

1.60

Uninjured Percent Belted Minor Injury Percent Belted Moderate Injury

614,779 95.3
87,175 93.5
27,799

635,194 95.9
88,536 94.2
27,641

654,317 96.1
89,068 94.7
27,636

656,206 96.5
89,001 95.4
27,494

672,538 96.3
92,141 95.2
28,677

677,947 96.3
93,046 95.2
28,507

664,162 96.6
88,703 95.1
26,826

8.03 1.30 1.75 1.73 -3.50

Percent Belted

78.8

80.5

82.3

83.2

82.8

82.8

82.6

4.83

Serious Injury

4,712 4,842 4,589 4,682 5,021 5,104 5,007

6.26

Percent Belted Fatal Injury

62.5 1,266

64.4 1,328

67.4 1,206

69.2 1,247

68.5 1,291

67.7 1,354

69.6 1,309

11.32 3.40

Percent Belted

40.1

44.3

43.1

45.3

44.4

42.1

42.8

6.68

* Seat belt use as noted by the law enforcement officer on the crash report for occupants over age 5. Percent

belted calculated excluding unknown seat belt usage. Persons on motorcycles, mopeds, bicycles, farm and

construction equipment, motorized recreational vehicles or all terrain vehicles are excluded.

Crash Analysis, Statistics & Information Georgia Department of Transportation

7 January 2008

Seat Belt Usage Who Still Wasn't Belted in 2006?

2008 CASI Report

Overall seat belt usage is over 90 percent but although over nine out of ten vehicle occupants are now using seat belts the remaining people have not been persuaded that seat belts will work to prevent them from being injured or killed.
For all age groups male occupants use seat belts less than female occupants do. For occupants in crashes male seat belt use was 2.4 percentage points lower than for female occupants. In fatal crashes male seat belt use was 18.6 percentage points lower than for female occupants.
High-risk drivers in crashes used seat belts less often than non high-risk drivers. This increases the risk of injury in multiple ways. First high-risk driving increases the likelihood of a crash where an injury could occur and second not using a seat belt increases the risk of the occupant being injured. For drivers in speed related crashes seat belt use was 11.5 percentage points lower than for drivers in crashes overall.
In crashes that resulted in a minor injury seat belt use by occupants of pickup trucks was 7.6 percentage points lower than for occupants of passenger cars. In fatal crashes the difference was even greater, seat belt use by fatally injured occupants of pickup trucks was 26.5 percentage points lower than for occupants of passenger cars.

Seat Belt Use in Fatal Crashes, 2006 Percent Belted by Age and Gender
100

80

60

40

20

0

15-19

20-24

25-34

35-44

45-54

55-64

65-74

Over 74

Female

Male

Seat belt use by drivers in fatal crashes was 57.5 percentage points lower than for drivers in crashes overall.
Teens and young adults have had historically the lowest seat belt use however for fatal crashes equally low usage is found until about age 55.

Crash Analysis, Statistics & Information Georgia Department of Transportation

8 January 2008

Child Safety Seats Infants and Toddlers

2008 CASI Report

In 2006, 4,029 vehicle occupants age five and under were injured in crashes, 194 more children than in 2000. Although seat belt use for adults is now about 95 percent only about 68 percent of young children in crashes are properly restrained in child safety seats.
Properly used child safety seats reduce the risk of fatal injury to young children in motor vehicle crashes by 71 percent for infants and 54 percent for toddlers.

Children Properly Restrained in Child Safety Seats by Severity of Injury, 2006
80
60
40

Percent

On July 1, 2004 the child safety seat law in Georgia changed, children age five and under must be in a child safety seat when transported in a passenger car, van or pickup truck unless the child is over 4' 9" tall. The child safety seat should be placed in the rear seat unless appropriate rear seating positions are occupied by other children.

20
0 Minor Moderate Serious Fatal

From 2000 to 2006 in Georgia, 204 infants and toddler vehicle occupants were killed in crashes. 1,105 children age five and under were seriously injured in crashes and 7,464 received moderate injuries. 32 children under age six were killed in crashes in 2006 a number not different from 2000.

Proper Child Safety Seat Use*

Number and Percent Proper Use

Percent

Change

2000 2001 2002 2003 2004 2005 2006 2000-2006

All Occupants

35,694 37,241 37,944 38,118 38,811 40,098 39,536

10.76

Percent Belted

75.3 77.6 78.8 64.4

67.1

68.6

68.2

-9.37

Uninjured

31,859 33,488 34,089 34,227 34,803 35,876 35,475

11.35

Percent Belted

76.7 79.0 80.2 65.6

68.4

69.8

69.5

-9.35

Minor Injury

2,562 2,508 2,636 2,606 2,758 2,926 2,856

11.48

Percent Belted

65.9 70.3 69.8 55.7

59.2

60.9

57.6

-12.58

Moderate Injury

1,091 1,098 1,064 1,087 1,058 1,063 1,003

-8.07

Percent Belted

59.8 56.2 60.0 50.2

52.8

56.0

57.9

-3.20

Serious Injury

150 121 130 180

160

194

170

13.33

Percent Belted

46.1 52.1 52.0 35.4

37.1

47.9

40.6

-11.77

Fatal Injury

32

26

25

18

32

39

32

0.00

Percent Belted

28.6 57.1 42.9 18.8

33.3

22.6

40.7

42.59

* Proper child safety seat use as noted by the law enforcement officer on the crash report for vehicle

occupants under age 6. Percent proper child seat use calculated excluding unknown usage. Children on motorcycles,

mopeds, bicycles, farm and construction equipment, motorized recreational vehicles or all terrain vehicles are excluded.

Crash Analysis, Statistics & Information Georgia Department of Transportation

9 January 2008

School Age Children

2008 CASI Report

In 2006 alone the number of injured children ages 5-9 would fill not 10 classrooms, not 50 classrooms but 128 classrooms.
For middle school age children ages 10-14 the number is even greater. The number of injured children ages 10-14 in 2003 would fill 148 Georgia classrooms.
62,104 children ages 5 to 14 were injured in motor vehicle crashes from 1996 to 2003. On average 24 children were injured each day.
In 2006, 7,664 school age children were injured as passengers in vehicles and 25 were killed. Although seat belt use for children increased, it has remained at about 80 percent over the past five years. All children need to buckle up.

Adult seat belts are not effective unless the child is able to sit against the back of the seat with their legs bent comfortably over the seats edge. The belt should be over the shoulder and across the chest with the lap belt touching the thighs. Until then children should be in a booster seat to prevent the internal injuries that could result in a crash.

A disproportionate number of children are injured or killed in pedestrian or bicycle crashes. For children

ages 5 to 14 who were struck by vehicles 88.2 percent were injured and 2.3 percent were killed. In

comparison, only 14.1 percent of the children who were vehicle occupants were injured and 0.05 percent

were killed.

Children Ages 5-14,

Children Ages 5-14,

Percent Injured 2006

Percent Killed 2006

It is unfortunate that children engaged in healthy physical activity such as running, rollerblading or biking are at risk of serious injury or death.
Safety education needs to start early especially in grade school and middle school and be continued for all ages into adulthood and adults need to be good role models for their children.

100

80

60

40

20

0 Pedestrian

Bicyclist

Vehicle Occupant

3

2.5

2

1.5

1

0.5

0 Pedestrians Bicyclist

Vehicle Occupant

Crash Analysis, Statistics & Information Georgia Department of Transportation

10 January 2008

Pedestrians

2008 CASI Report

A total of 1,087 pedestrians lost their lives from 2000 to 2006. One out of every 16 pedestrians in crashes was killed.
Pedestrian crashes represented less than one percent of all motor vehicle crashes. However, a far disproportionate number of pedestrians die. Pedestrians accounted for one out of nine of the fatalities in Georgia from 2000 to 2006.
Pedestrians are without any physical protection. A crash that would cause only minor injury to the occupants of a vehicle can result in serious injury or death to a pedestrian. All crash deaths are violent but pedestrians killed by vehicles die a particularly violent death.
From 2000 to 2006 on average three pedestrians were killed each week. Forty pedestrians were injured on average each week.
Georgia law recognizes the risks pedestrians face. Georgia law not only protects pedestrians within designated pedestrian crossings, it also stipulates that `drivers must exercise due care' in regard to pedestrians in any part of the roadway. The fact that a pedestrian was not using a crosswalk does not eliminate driver responsibility in a crash. Special care must be exercised at dusk or after dark when visibility is especially poor. Even momentary driver inattention or a small lapse of judgment can result in death to a pedestrian.

Pedestrians in Motor Vehicle Crashes
Number and Rate per 10,000 Population

2000

2001 2002 2003 2004 2005 2006 2000-2006

Pedestrians

2,482 2,552 2,561 2,524 2,435 2,567 2,542

17,663

Rate

3.0

3.0

3.0

2.9

2.7

2.8

2.7

2.9

Injuries

2,066 2,146 2,118 2,086 1,983 2,076 2,057

14,532

Rate

2.5

2.5

2.5

2.4

2.2

2.3

2.2

2.4

Fatalities

139

158

166

161

156

150

157

1,087

Rate

0.2

0.2

0.2

0.2

0.2

0.2

0.2

0.2

*We have no measure of the frequency of pedestrian traffic. Rate per 10,000 population may provide

a limited measure of the frequency or risk to pedestrians in Georgia.

Crash Analysis, Statistics & Information Georgia Department of Transportation

11 January 2008

Pedestrians and Bicyclists Severity of Injury

2008 CASI Report

Pedestrians are 32 times more likely to be killed in motor vehicle crashes than vehicle occupants are.
The serious risk pedestrians face on the road can be demonstrated by examining the proportion of injuries that result when a vehicle hits a pedestrian compared with a vehicle to vehicle collision.
From 2000 to 2006, 82.3 percent of pedestrians were injured compared with 15.4 percent of vehicle occupants.

Severity of Injury, 2000-2006 Percent Injured or Killed
100
80
60
40

6.15 percent of pedestrians in motor vehicle crashes

were killed compared with only 0.19 percent of crash

20

vehicle occupants.

The risk of a pedestrian being seriously injured in a motor vehicle crash is 19 times greater than the risk of serious injury to a crash vehicle occupant. In 2006, only 0.75 percent of vehicle occupants were seriously injured compared with 14.4 percent of pedestrians.
Only 12 percent of the pedestrians involved in motor vehicle crashes were uninjured compared with 84 percent of crash vehicle occupants.
From 2000 to 2006, 74.7 percent of all bicyclists in motor vehicle crashes were injured and 1.74 percent were killed.

0 Pedestrians Bicylists

Vehicle Occupants

Severity of Injury, 2000-2006
Percent Injured or Killed

Pedestrians Bicyclists Vehicle Occupants

Percent Percent

Injured Killed

82.3

6.15

74.7

1.74

15.4

0.19

Crash Analysis, Statistics & Information Georgia Department of Transportation

Bicyclists are nine times more likely to be killed in crashes than vehicle occupants. 1.74 percent of bicyclists in motor vehicle crashes were killed compared with 0.19 percent of vehicle occupants.
The risk of a bicyclist being seriously injured in a motor vehicle crash is ten times greater than the risk of serious injury to a crash vehicle occupant. In 2006, only 0.75 percent of vehicle occupants were seriously injured compared with 7.6 percent of bicyclists.
12
January 2008

Pedestrians

2008 CASI Report
From 2000 to 2006 over eight out of ten of the pedestrians struck by vehicles were injured. Of those injured one out of five were children under the age of 15.
Over the past eight years 3,177 children ages 0-14 were injured as pedestrians while crossing the street, walking or playing in the roadway.
The pedestrian injury rate per 10,000 population is greater for young persons than older persons. The pedestrian injury rate per 10,000 population for teens ages 15-19 is double the rate for adults over age 24. From 2000 to 2006, 1,772 teenagers ages 15-19 and 1,412 young adults ages 20-24 were injured.
The pedestrian injury rate gradually declines after age 19.

Pedestrian Injuries by Age
Number and Rate per 10,000 Population

Ages 0-4 5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 >74

Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate Number Rate

2000 84
1.40 204 3.31 211 3.45 222 3.72 181 3.02 284 2.18 318 2.34 240 2.20 107 1.60
44 1.01
39 1.11

2001 75
1.20 183 2.96 234 3.71 286 4.77 182 2.95 319 2.43 336 2.45 229 2.04 108 1.56
47 1.06
40 1.12

2002 74
1.15 176 2.85 227 3.54 220 3.63 231 3.64 257 1.93 349 2.53 244 2.13 113 1.55
51 1.14
40 1.09

2003 66
1.00 170 2.75 259 3.99 258 4.21 214 3.31 275 2.04 292 2.11 247 2.12 111 1.44
52 1.14
62 1.67

2004 70
1.04 137 2.18 238 3.58 229 3.63 201 3.06 278 2.07 281 1.99 267 2.17 100 1.19
63 1.34
30 0.78

2005 48
0.69 144 2.25 219 3.30 284 4.33 198 3.04 290 2.14 287 2.01 248 1.95 154 1.73
55 1.13
32 0.80

2006 52
0.74 123 1.85 183 2.73 273 4.03 205 3.12 279 2.03 277 1.90 273 2.08 160 1.71
54 1.07
42 1.03

2000-2006 469 1.02
1,137 2.58
1,571 3.46
1,772 4.05
1,412 3.15
1,982 2.13
2,140 2.18
1,748 2.08 853 1.53 366 1.13 285 1.07

Pedestrian rates can be very misleading. We have no measure of pedestrian traffic or number of people that walk or how many miles they walk. Therefore we don't know if low numbers equal safety or simply fewer people walking.

Crash Analysis, Statistics & Information Georgia Department of Transportation

13 January 2008

Bicycles Critical Issues

2008 CASI Report

In Georgia from 2000 to 2006 there were 6,797 bicyclists involved in crashes, 5,078 injuries resulted and 118 bicyclists died.
Bicycle crashes are deadly. Bicyclists are ten times more likely to be killed in crashes than vehicle occupants are.

Bicycle helmets reduce the risk of head injury by 85 percent. Helmets must be positioned correctly centered on the bicyclist's head and not tipped back. The helmet straps should always be buckled and the helmet should not rock from side to side or forward and backward. The helmet should meet or exceed the U.S. Consumer Product Safety Commission's safety standards.
Of the 6,797 bicyclists in crashes from 2000-2006 only 12.2 percent were wearing a bicycle helmet, only 827 riders.
118 people died in bicycle crashes from 2000 to 2006. Only twenty-two were wearing a helmet.
The majority of bicyclists in crashes were male. From 2000 to 2006 over eight out of ten of the bicyclists in crashes was male.

Although safety issues that affect pedestrians also affect bicycles, bicycles are vehicles and as such must follow all rules of the road. The top three bicyclist errors were failure to yield, wrong side of road and failure to stop at stop sign or signal.

Children ages 5 to 14 accounted for 20 percent of the injured bicyclists in crashes from 2000 to 2006. In comparison children ages 5-14 were 6.6 percent or one out of twenty of the total injuries from 2000 to 2006.
Half of the bicycle crashes occurred on city streets. From 2000 to 2006 six out of ten bicycle crashes were on city streets. In comparison the vast majority of fatal bicycle crashes were on roads designated as state routes.

Bicyclists Injuries Fatalities

Bicyclists: Crashes, Injuries and Fatalities

2000 1,018
760 14

2001 977 727 20

2002 948 711 12

2003 973 749 16

2004 963 707 18

2005 959 705 21

2006 959 719 17

2000-2006 6,797 5,078 118

Crash Analysis, Statistics & Information Georgia Department of Transportation

14 January 2008

Pedestrians Critical Issues

2008 CASI Report

From 2000 to 2006 city streets had the highest number of pedestrian crashes however state routes had the highest number of pedestrian fatalities.
City streets accounted for the vast majority of pedestrian crashes. Almost one out of two pedestrian crashes occurred on city streets. Out of the 17,663 pedestrians hit by vehicles 8,240 were struck on city streets. Very few neighborhoods in Georgia have sidewalks or bicycle paths. This may be reflected in the high number of pedestrian crashes on city streets.
In contrast the highest number of fatal pedestrian crashes occurred on state routes. From 2000 to 2006 four out of ten fatal pedestrian crashes occurred on state roadways. Of the 1,087 pedestrians killed 486 died on state roads. The combination of infrequent crosswalks, no pedestrian walkways and high speed may account for the high number of fatalities on state routes.
Regardless of the severity of injury half of the pedestrian crashes occurred at an intersection. 55.5 percent of the pedestrian crashes happened at an intersection, and they accounted for 45.9 percent of the pedestrian injuries and 55.3 percent of the pedestrian fatalities.

Positive actions that protect pedestrians:
Use the crosswalk Look in all directions before entering and while crossing the street Walk facing oncoming traffic Always be aware of where vehicles are Wear light or reflective clothing at dusk and night Do not play in the road and do not let children play in roadway Never attempt to cross interstates or other high speed roads Assume drivers make mistakes mistakes that could cost your life.

Pedestrian Fatalities by Pedestrian Action
600 500 400 300 200 100
0

In 2006 driver error was reported to be a contributing factor 1,021 times in pedestrian crashes. Failure to yield was the most frequent driver error it was reported 272 times in pedestrian crashes.
From 2000 to 2006, 6,670 pedestrians were struck while attempting to cross the street not at a crosswalk. In comparison, 2,591 pedestrians were struck by vehicles when using the crosswalk to cross the street.
One out of two pedestrians was killed crossing a street and not using a crosswalk. 517 pedestrians were killed crossing the street not using a crosswalk and 57 were killed using the crosswalk.
1,333 pedestrians were hit while walking with traffic compared with 578 who were walking facing oncoming traffic. 94 pedestrians died while walking with traffic compared with 27 who were walking against traffic.

NotFaAattcWiiCCtnrrhgoossTTssrraawwffffaaiillckck

Crash Analysis, Statistics & Information

15

Georgia Department of Transportation

January 2008

Pedestrians Urban and Rural Roads

2008 CASI Report

The highest pedestrian fatality rate occurred in metropolitan statistical areas other than Atlanta. The pedestrian fatality rate for the other MSA's was double the fatality rate for the Atlanta suburban counties.
The fifteen Atlanta suburban counties had the lowest number of pedestrian crashes, injuries and fatalities.
In 2006 the five Atlanta metropolitan counties accounted for 42.7 percent of the pedestrian fatalities.
When compared to 2000 the pedestrian fatality rates declined for all regions except the five Atlanta counties and counties in the other MSA's in Georgia that showed the greatest increase, 17.2 from 2000 to 2006.
The greatest decline in the pedestrian fatality rate was in rural counties, 18.7 percent from 2000 to 2006.

Pedestrian Crashes Injuries and Fatalities by Region*
2000 to 2006
Number and Rate per 100 Million Vehicle Miles Traveled

Percent

Percent

2000

2006

Change in Change in

Number Rate Number Rate Number

Rate

Crashes

Atlanta

1,266 4.32

1,266 3.73

0.00

-13.52

Atlanta Suburban

190 1.65

231 1.53

21.58

-7.55

Other MSA

599 3.85

583 3.51

-2.67

-8.72

Rural Counties

427 1.69

462 1.70

8.20

0.58

Injuries

Atlanta

1,075 3.67

1,017 3.00

-5.40

-18.18

Atlanta Suburban

158 1.37

182 1.20

15.19

-12.41

Other MSA

489 3.14

486 2.93

-0.61

-6.79

Rural Counties

344 1.36

372 1.37

8.14

0.53

Fatalities

Atlanta

55 0.19

67 0.20

21.82

5.35

Atlanta Suburban

12 0.10

15 0.10

25.00

-4.95

Other MSA

32 0.21

40 0.24

25.00

17.23

Rural Counties

40 0.16

35 0.13

-12.50

-18.66

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties.

Crash Analysis, Statistics & Information Georgia Department of Transportation

16 January 2008

Drivers

2008 CASI Report

In Georgia over 4 million drivers have been involved in motor vehicle crashes since 2000 and 16,877 people lost their lives in those crashes. On average 1,719 drivers were involved in motor vehicle crashes each day from 2000 to 2006 72 drivers every hour.

Crashes are the result of a combination of factors. Consider the driver in a bad mood running late and driving too fast on an unfamiliar two-lane narrow winding road and it starts to rain. And he crashes. All we have is what is on the crash form and that will certainly be missing vital information. The driver's mood or attitude will most certainly not be recorded. In fact speeding may never be recorded on the crash report if there is no physical evidence such as skid marks.

From the crash data we cannot place definitive blame on any one driver from the crash data. We can only look for reasons. We can use the contributing factors noted by the officer at the crash scene to give clues to errors in judgement or high-risk behavior in the crash but from that frequency we can make only certain limited assumptions.

Law enforcement cannot be everywhere. Drivers need to understand the risk and drive accordingly. Too often drivers do not even perceive the risk. For some drivers their risk threshold is higher than average. Data indicates that risk taking can be addictive and reduce the perception of risk. Race car drivers although they may have superior driving skills have been shown to have a crash rate higher than other drivers.

Younger and older drivers are especially at risk although for different reasons. For these drivers the risk increases on the high risk two-way roads where three out of four fatal crashes occur in Georgia.

Drivers In Crashes
Number and Rate per 10,000 Population

2000 2001 2002 2003 2004 2005 2006 2000-2006

Crash Drivers

585,916 603,217 621,439 626,906 648,701 657,322 647,402 4,390,903

Rate

931.9 937.4 945.6 937.3 948.9 939.5 900.7

934.1

Injury Crash Drivers 159,796 164,476 165,090 165,709 171,818 173,925 167,048 1,167,862

Rate

194.1 195.2 192.0 189.4 192.3 190.4 178.4

190.1

Fatal Crash Drivers

2,244 2,438 2,260 2,377 2,434 2,609 2,515

16,877

Rate

3.6

3.8

3.4

3.6

3.6

3.7

3.5

3.6

Data excludes bicyclists and pedestrians

The population rate is used as a proxy measurement of risk exposure. We do not have a measure of actual

miles driven by driver age or gender.

Crash Analysis, Statistics & Information Georgia Department of Transportation

17 January 2008

Drivers Gender

2008 CASI Report

Almost three out of four of the drivers in fatal crashes were male drivers. From 2000 to 2006, male drivers were involved in 71.6 percent of the fatal crashes, although they accounted for only 49.2 percent of the population in Georgia.

Drivers in Fatal Crashes by Gender, 2000-2006
28.4%

The fatal crash rate for male drivers was more than two and onehalf times greater than the fatal crash rate for female drivers.

From 2000 to 2006 the number of drivers in fatal crashes increased for both male and female drivers but the increase was greater for male drivers. The fatal crash rate for female drivers declined slightly from 2000 to 2006 but the fatal crash rate remained essentially the same for male drivers.

71.6%
Male Female

Male drivers represent the vast majority of drivers in fatal crashes. The reason may be due to higher risk taking. In 2006 male drivers accounted for 84.6 percent of the drivers in fatal crashes involving illegal or unsafe speed and three out of four of the drivers in deadly single vehicle crashes such as overturned or fixed object. In addition, male drivers in fatal crashes had only a 48 percent seat belt usage.

In 2006 male drivers represented 78.6 percent of the drivers in fatal crashes on high risk curved roadways.

Drivers in Crashes by Gender

2000 2001 2002 2003 2004 2005 2006 2000-2006

Crash Drivers

Female 244,972 254,012 262,530 265,843 274,140 278,819 276,062 1,856,378

Rate

586.0 594.1 601.8 597.7 604.2 601.2 580.8

595.1

Male 340,944 349,205 358,909 361,063 374,561 378,503 371,339 2,534,524

Rate

841.9 841.8 847.4 839.3 851.7 842.1 805.3

838.2

Injury Crash Drivers

Female 70,718 72,694 73,475 74,258 76,673 77,740 74,918 520,476

Rate

169.2 170.0 168.4 166.9 169.0 167.6 157.6

166.8

Male

89,078 91,782 91,615 91,451 95,145 96,185 92,130 647,386

Rate

220.0 221.2 216.3 212.6 216.4 214.0 199.8

214.1

Fatal Crash Drivers

Female

655

682

632

678

714

725

703

4,789

Rate

1.57

1.60

1.45

1.52

1.57

1.56

1.48

1.54

Male

1,589 1,756 1,628 1,699 1,720 1,884 1,812

12,088

Rate

3.92

4.23

3.84

3.95

3.91

4.19

3.93

4.00

Data excludes bicyclists and pedestrians

The population rate is used as a proxy measurement of risk exposure. We do not have a measure

of actual miles driven by driver age or gender.

Crash Analysis, Statistics & Information Georgia Department of Transportation

18 January 2008

Drivers Out of State Drivers

2008 CASI Report

One out of ten of the drivers in crashes in Georgia in 2006 had driver's licenses from other states or countries. This proportion is even greater for drivers in fatal crashes.
About one out of eight of the drivers in fatal crashes in Georgia had out-of-state driver licenses.
The majority of out-of-state drivers were from nearby states for both crashes and fatal crashes. 63.0 percent of the crash out-ofstate drivers and 72.1 of the fatal out-of-state drivers were from nearby states.
33.3 percent of the out-of-state drivers in crashes received citations compared with 28.2 percent of the crash drivers with Georgia licenses.

Out-of-State Drivers in Crashes in Georgia, 2006

License State

Crash

Drivers in Crashes

590,266

Georgia License

535,741

Non-Georgia License

54,525

Percent Non-Georgia License

10.2

Excludes drivers with unknown or no license

Fatal Crashes 2,314 2,020 294 12.7

Drivers in Crashes in Georgia From Nearby States, 2006
Number and Percent of Out-Of-State Drivers

License State FL AL NC SC TN TX Total

Crash

Number Percent

10,226

18.8

6,430

11.8

5,533

10.1

4,853

8.9

4,723

8.7

2,562

4.7

34,327

63.0

Fatal Crashes

Number Percent

54

18.4

42

14.3

34

11.6

27

9.2

32

10.9

23

7.8

212

72.1

Of the fatal crashes occurring on Georgia interstates one-third of the drivers with known licenses had out of state licenses.

The lowest number of out-of-state drivers in fatal crashes was on county routes. One out of ten of the drivers in fatal crashes on state routes or city streets had out-of-state licenses.

Drivers in Fatal Crashes by License State, 2006

Interstate

Drivers in Fatal Crashes

363

Georgia License

239

Non-Georgia License

124

Percent Non-Georgia License

34.2

Excludes drivers with unknown or no license

State Route 1124 1005 119 10.6

County Route 610 586 24 3.9

City Street 217 190 27 12.4

Crash Analysis, Statistics & Information Georgia Department of Transportation

19 January 2008

Drivers Citations

2008 CASI Report

Drivers age 21 received the highest number of citations for a single age group. 8,737 traffic citations were written to 21-year-old drivers in crashes in 2006.
The highest number of traffic citations was written for following too closely. The second greatest number of tickets was for failure to yield. 73,033 citations were written for following too closely and 31,670 for failure to yield. A total of 224,755 traffic citations were issued in the 342,534 motor vehicle crashes in 2006.

Citation data can be unreliable due to the fact that when officers arrive at the crash scene it is not always possible to determine exactly what happened. In addition, citation data from fatal crashes may not give a true picture because citations are rarely given to drivers killed in crashes.
Calculating a rate per population for each type of traffic citation gives us an idea of the risk or frequency for certain drivers. For example, the speeding citation rate per 10,000 crash drivers is 34.1 for crash drivers ages 18-20 compared with 6.1 for drivers ages 25-64. Unsafe or illegal speed is one of the top three contributing factors in fatal crashes involving drivers ages 18-20.
The highest citation rate per 10,000 population for following too closely was for drivers ages 18-20. The highest number of citations was for following too closely and following too closely was also the highest contributing factor in crashes in 2006.

Speeding Citation Rate by Driver Age, 2006
Rate per 10,000 Population 40
35
30
25

20 15 10
5 0
16-17

18-20

21-24

25-64 Over Age 64

Crash Analysis, Statistics & Information

Georgia Department of Transportation

Following Too Closely Citation Rate by Driver Age, 2006
Rate per 10,000 Population 250

200

150

100

50

0 16-17

18-20

21-24

25-64 Over Age 64

20

January 2008

Driver Crash Contributing Factors

2008 CASI Report

The crash contributing factors gives us potential reasons why the crash occurred. Although crashes are rarely caused by a single factor examining single contributing factors provides information on driver behaviors and errors that increase the risk of a crash occurring.
Followed too closely has been the most frequent contributing factor in crashes for the past eleven years. In 2006 it was noted by law enforcement officers 119,305 times in motor vehicle crashes.
One out of three drivers was noted as involving following too closely.

Contributing Factors Crashes 2006
120,000 100,000
80,000 60,000 40,000 20,000
0 Followed Too CloFsaeillyureDtroiveYrieILmldopsrtoCpoerntLrUaonnlseaCfehoanr gIlleegal SOpbeDjeeicsdtreograArndeimdaSltWope/aStihgenraCl onditions

Failure to yield was the second most frequent recorded crash contributing factor, reported 63,037 times in 2006. Over one out of five crashes involved failure to yield.

Crash Contributing Factors
Number and Rate per 10,000 Population

Number Rate

Follow Too Closely

119,305 127.41

Failure to Yield

63,037 67.32

Driver Lost Control

33,946 36.25

Improper Lane Change

26,891 28.72

Unsafe or Illegal Speed

19,071 20.37

Object or Animal

16,807 17.95

Disregarded Stop/Signal

12,907 13.78

Weather Conditions

12,449 13.29

*Count of number of times the contributing factor was

noted for drivers in a crash. More than one

contributing factor may be noted for a driver. The

contributing factors listed do not represent all

possible factors. Data excludes bicyclists and

pedestrians.

Unlike its high frequency in fatal crashes unsafe or illegal speed was noted in 19,071 crashes. One out of 17 crashes involved unsafe and or illegal speed.
In 2006, driver lost control was noted 33,946 times and improper lane change was noted 26,891 times in crashes.
Disregarded a stop sign or signal in crashes was noted by officers 12,907 times in 2006.
Weather conditions were indicated as a contributing factor 12,449 times out of the 342,534 crashes in 2006.

Crash Analysis, Statistics & Information Georgia Department of Transportation

21 January 2008

Driver Contributing Factors in Fatal Crashes

2008 CASI Report

Compared with other crashes fatal crashes have show a different pattern of contributing factors.
In 2006, the highest contributing factor in fatal crashes was driver lost control compared with crashes overall in which following too closely was the leading contributing factor.

Contributing Factors Fatal Crashes 2006
800
600
400

The second highest contributing factor in fatal crashes was unsafe or illegal speed compared with failure to yield for crashes overall.
Driver lost control was the most frequently noted contributing factor in fatal crashes, reported 706 times for the 2,515 drivers in fatal crashes in 2006. It has been the most frequent contributing factor for the past 11 years.

200

0

DriverULnossatfeCoorntIrlloelWgarloSnpgeSeidde

of

Road Failure

Alcohol

to or

Yield Drug

ImpDariivreFedorlCloownedDdiitsiToroenogaCrldoesdelSytop/Signal

Unsafe or illegal speed was the next highest contributing factor reported 370 times.

Fatal Crash Contributing Factors
Number and Rate per 10,000 Population

Number Rate

Driver Lost Control

706 0.75

Unsafe or Illegal Speed

370 0.40

Wrong Side of Road

225 0.24

Failure to Yield

212 0.23

Alcohol or Drug Impaired

149 0.16

Driver Condition

107 0.11

Follow Too Closely

81 0.09

Disregarded Stop/Signal

69 0.07

*Count of number of times the contributing factor was noted for drivers in a fatal crash. More than one

contributing factor may be noted for a driver. The contributing factors listed do not represent all

possible factors. Data excludes bicyclists and pedestrians.

Out of the 2,515 drivers in fatal crashes in 2006 28 percent were noted as lost control of vehicle.
Driving on the wrong side of the road was noted 225 times for the drivers in fatal crashes.
Failure to yield was noted 212 times in the fatal crashes in 2006.
Alcohol or drug impaired was reported 149 times and driver condition 107 times for drivers in fatal crashes.
Often it is not one single factor, but several that combine and result in a deadly crash. Yet each factor is critical because they are part of the chain of events that lead to a fatal crash.

Crash Analysis, Statistics & Information Georgia Department of Transportation

22 January 2008

Speed & Crashes
0

2008 CASI Report
Speeding may never be recorded on the crash report if there is no physical evidence such as skid marks however speed is closely associated with crashes involving loss of control of the vehicle, following too closely or failure to yield.
Speed decreases the time available to make split second decisions, increases the difficulty in maneuvering the vehicle, reduces the time and ability to safely stop, and contributes significantly to the severity of impact.

Unsafe or illegal speed is involved in at least one out of six fatal crashes in Georgia.
19,007 crashes and 370 fatal crashes involved unsafe or illegal speed in 2006.
Young drivers are involved in speed related crashes more often than older drivers. Unsafe or illegal speed was noted for 23.1 percent of the drivers ages 18-20 in fatal crashes, compared with 14.2 percent of drivers in fatal crashes over age 24.
For crashes and crashes that resulted in nonfatal injuries there has been little change in the number or rate of speed related crashes.
Fatal crashes show a different pattern. The number of speed related fatal crashes has increased although the rate per 10,000 population has remained very much the same.

Drivers in Unsafe or Illegal Speed Related Crashes
Rate per 100 Million Vehicle Miles Traveled

2000 2001 2002 2003 2004 2005 2006

Drivers

20,262 20,128 21,202 20,776 20,628 20,734 19,007

Rate

19.6

18.8

20.5

19.2

18.4

18.6

17.1

Injury Drivers

8,529 8,612 8,934 8,617 8,727 8,720 8,081

Rate

8.2

8.1

8.6

8.0

7.8

7.8

7.3

Fatal Drivers

319

340

309

338

327

333

370

Rate

0.31

0.32

0.30

0.31

0.29

0.30

0.33

*Count of number of times the contributing factor was noted for drivers in a fatal crash.

2000-2006 142,737 18.9 60,220 8.0 2,336 0.31

Crash Analysis, Statistics & Information Georgia Department of Transportation

23 January 2008

Speed & Injuries

2008 CASI Report

The chance of a crash being fatal is three times higher in crashes related to speed than crashes not speed related. In 2006 the percent of all crashes resulting in death was only 0.46 percent compared with 1.46 percent for speedrelated crashes.
Unsafe or illegal speed increases not only the risk of a crash but the chance that someone will be injured or killed if a crash occurs.
Small increases in speed can increase the severity of injury while small reductions in speed can be effective in preventing deaths and reducing injuries. Regions that have introduced speed cameras have seen reductions in fatalities and serious injuries on their roads.
The chance of being seriously injured is three times higher in crashes related to speed than crashes not related to speed. In 2006 the percent of all crashes resulting in serious injury was only 1.1 percent compared with 3.4 percent for speed-related crashes.

Injury severity follows simple physics, severity of injury equals severity of impact (mass x speed = force of impact). When a vehicle traveling at 70-mph strikes a fixed object or another vehicle the car stops suddenly. If unrestrained by a safety belt the occupants continue to move forward as fast as the vehicle was going until they strike the windshield or another part of the vehicle or are ejected as in many cases to be rolled over by their own vehicle.

Severity of Injury Percent of Crashes Resulting in
Serious Injury
4

Severity of Injury Percent of Crashes Resulting in
De ath 2.0

3

1.5

2

1.0

1

0
Speed Related

All Crashes

Crash Analysis, Statistics & Information Georgia Department of Transportation

0.5

0.0
Speed Related

All Crashes
24 January 2008

Young Drivers Critical Factors

2008 CASI Report

The inexperience and immaturity of younger drivers are thought to be major contributing factors to their high crash fatality rate. Recent neurological research indicates that the decision making part of the brain, the frontal lobe, is not fully developed until about age 23. That is reflected in the crash data.

The three top contributing factors to fatal crashes involving drivers ages 16-17 were driver lost control of vehicle, unsafe or illegal speed, and failure to yield. For drivers over age 24, the top three contributing factors to fatal crashes were the same but in lower proportions.
Lost control of vehicle was noted for 38.3 percent of the drivers ages 16-17 in fatal crashes, compared with 32.1 percent of drivers over age 24 in fatal crashes. Unsafe or Illegal Speed was noted for 19.6 percent of the drivers ages 16-17 in fatal crashes, compared with 14.2 percent of drivers over age 24 in fatal crashes.

Unsafe or Illegal Speed, 2006 Percent of Fatal Crash Drivers
30
20
10
0 Ages Ages Ages Over 16-17 18-20 21-24 Age 24

Risk taking such as speeding or riding a roller-coaster increase dopamine levels in the pleasure centers of the brain and induce a feeling of well-being. Research suggests that that this can be addictive and cause the person to take one more ride or push the pedal down more. Although this affects persons of all ages the younger person may be more affected.

In spite of the higher fatal crash rate for younger drivers, drivers over the age of 24 accounted for three out of four drivers in fatal crashes.

As in previous years, the most dangerous time of day for drivers age 16 is not late at night but after school in the afternoon rush hour. In 2006, one fourth of all fatalities in crashes involving at least one driver age 16 occurred from 3-6 PM. The most dangerous time was in the early evening hours from 6-9 PM when 28.2 percent of the fatalities happened. From midnight to 3:00 AM three fatalities occurred in crashes involving 16-year-old drivers. No fatalities occurred from 3 to 6:00 AM.

Crash Analysis, Statistics & Information

25

Georgia Department of Transportation

January 2008

Young Drivers and the Teenage and Adult Driver Responsibility Act 2008 CASI Report

From before the Teenage and Adult Driver Responsibility Act went into effect in 1996 to 2006 the number of fatal crashes involving drivers ages 16-17 declined dramatically.
The Teenage and Adult Driver Responsibility Act went into effect on July 1, 1997 to reduce the number of lives lost in crashes involving young drivers. There was an immediate decline in fatal crashes involving drivers ages 16-17 that has held over the past 11 years.
In crashes involving drivers ages 16-17 there were 6,160 fewer crashes in 2006 than in 1996.
The crash rate per 10,000 population for ages 16-17 declined 37.1 percent from 1996 to 2006.

Driver Fatal Crash Rate Percent Change From
1996 to 2006
0

-10

-20

-30

-40

-50
16-17 -60

18-20 21-24

Over 24

When comparing 1996 with 2006, the number of drivers ages 16-17 in fatal crashes declined 32.8 percent but the decline for drivers ages 18-20 was only 3.3 percent. In comparison the number of drivers over age 24 in fatal crashes increased 16.9 percent.

From 1996 to 2006, the number of drivers in crashes increased for all age groups except for drivers ages 16-17 although the crash rate per 10,000 population declined for all types of crashes.
A declining rate simply indicates the relative risk has declined it does not mean that all safety issues have been effectively addressed and the crash risk or risk of injury is still not significant.

Young Drivers in Crashes
Number and Rate per 10,000 Licensed Drivers

1996

Number Rate

All Crashes

16-17

32,968 1,525.5

18-20

49,232 1,575.9

21-24

62,024 1,490.7

Over 24 388,466 835.8

Injury Crashes

16-17

10,848 502.0

18-20

15,956 510.7

2006 Number Rate

26,808 54,697 67,393 455,520

960.1 1,415.2 1,276.2
759.9

7,665 15,372

274.5 397.7

Percent Change in
Number -18.68 11.10 8.66 17.26
-29.34 -3.66

Percent Change in
Rate -37.06 -10.20 -14.39
-9.08
-45.31 -22.13

21-24

19,483 468.3 18,299 346.5

-6.08

-26.00

Over 24 117,769 253.4 118,945 198.4

1.00

-21.69

Fatal Crashes

16-17

128

5.9

86

3.1

-32.81

-48.00

18-20

210

6.7

203

5.3

-3.33

-21.86

21-24

247

5.9

269

5.1

8.91

-14.19

Over 24 1,583

3.4 1,851

3.1

16.93

-9.34

Data excludes bicyclists and pedestrians. Population is used as a proxy measurement of risk exposure. We do not have a measure of actual miles driven by driver age or gender.

Crash Analysis, Statistics & Information

26

Georgia Department of Transportation

January 2008

Young Drivers

2008 CASI Report

Graduated licensing was designed to protect the youngest drivers and has been very effective for drivers age 16 and 17 but it was also thought that it 25000
might have long term effects and produce better future drivers.
20000
No reduction in fatal crashes in 2003 was seen for the drivers age 20 who had gone through graduated licensing at age 16 in 1999 when graduated licensing was in full effect 15000 in Georgia.

Drivers in Crashes

Drivers who were age 20 in 2003 and later years did not have fewer crashes than drivers who were age 20 in 1996 10000 before the law went into effect.

Without knowing exactly which drivers went through graduated licensing it is impossible to say if it had long term effect on the young drivers. The data presented here is only by driver age and does not differentiate between young drivers who went through graduated licensing and those that didn't.

5000 1996 1998 2000 2002 2004 2006

Age 16

Age 18

Young Drivers in Crashes

Crash Drivers

Age

1996

16

16,143

17

16,825

18

17,366

19

16,453

20

15,413

21-24 62,024 Over
24 388,466

1997
14,843 17,253 17,613 16,401 15,845 60,373
397,202

1998
12,628 16,219 17,964 16,764 15,933 60,430
410,561

1999
12,803 15,424 18,045 17,158 15,987 59,190
402,664

2000
12,418 15,475 18,376 17,807 17,038 62,245
409,909

2001
12,670 15,464 18,853 18,264 17,245 64,577
421,933

2002
12,578 16,516 19,589 18,658 17,862 67,375
433,224

2003
11,906 16,012 19,009 18,404 17,849 68,150
439,399

2004
11,954 16,212 19,167 18,901 18,153 70,386
454,260

2005
11,739 15,766 19,200 19,066 18,050 69,678
462,806

2006
11,388 15,420 18,826 18,284 17,587 67,393
455,519

Fatal Crash Drivers

16

65

45

41

17

63

59

52

18

77

65

68

19

73

64

51

20

60

52

68

21-24

247

252

224

Over

24

1,583 1,631 1,696

Data excludes bicyclists and pedestrians.

43 53 75 61 67 188
1,597

40 46 76 62 56 219
1,686

50 57 74 79 64 276
1,776

44 49 70 60 48 219
1,682

44 68 70 51 65 239
1,769

33 46 79 71 68 246
1,817

39 47 74 79 75 248
1,962

39 47 70 64 69 269
1,851

Crash Analysis, Statistics & Information Georgia Department of Transportation

27 January 2008

Older Drivers

2008 CASI Report

The older driver faces the same risks other drivers face but their driving challenges may be greater. Although possessing greater experience the older driver may have difficulty in seeing, hearing or mobility that can negatively impact their driving abilities.
Older drivers often self regulate and either restrict their night driving or stop driving altogether when they feel their driving may be impaired.
From 2000 to 2006 the number of drivers in crashes over ages 65-74 increased 12.4 percent although the rate per 10,000 population declined 2.8 percent. The number of drivers ages 65-74 in fatal crashes increased 19.1 percent and the rate increased 2.97 percent.

Older Drivers In Crashes
Rate per 10,000 Population

2000

2006

Percent Percent

Number Rate Number Rate Change in Change in

All Crashes

Number Rate

16-24

143,359 1,327.6 148,898 1,247.3

3.86

-6.05

25-64

376,371 851.8 418,782 824.1

11.27

-3.25

65-74

21,146 484.7 23,770 471.3

12.41

-2.77

Over 74

12,392 351.5 12,968 317.4

4.65

-9.68

Non-Fatal Injury Crashes

16-24

41,296 382.4 41,336 346.3

0.10

-9.46

25-64

103,304 233.8 108,884 214.3

5.40

-8.35

65-74

6,064 139.0 6,441 127.7

6.22

-8.13

Over 74

3,686 104.5 3,620 88.6

-1.79

-15.24

Fatal Crashes

16-24

499

4.6

558

4.7

11.82

1.15

25-64

1,445

3.3 1,594

3.1

10.31

-4.08

65-74

126

2.9

150

3.0

19.05

2.97

Over 74

115

3.3

107

2.6

-6.96

-19.70

Data excludes bicyclists and pedestrians. Population is used as a proxy

measurement of risk exposure. We do not have a measure of actual miles driven by

driver age or gender.

For drivers over age 74 the number of drivers in crashes increased 4.65 percent. The number of older drivers in fatal crashes declined 6.96 percent from 2000 to 2006.
We have no measure of the actual miles traveled by older drivers so the measure of rate per population is only a proxy measurement. Using the rate per population may not provide a true picture of the crash risk to older drivers.

Crash Analysis, Statistics & Information Georgia Department of Transportation

28 January 2008

Older Drivers Critical Factors

2008 CASI Report

A complicating factor in crashes involving older drivers is that older persons face a greater risk of injury or death in motor vehicle crashes than younger persons due to a greater susceptibility to physical injury. Also older persons may have previous existing medical conditions that added to the traumatic injury can greatly increase the risk of injury or death.
Persons over age 64 were more often seriously injured or killed in crashes than younger persons. More than twice as many injured persons ages 65-74 were killed compared with persons under age 65. In 2006, 2.58 percent of the injured persons ages 65-74 were killed.

Severity of Injury by Age, 2006 Percent Killed of Injured Persons 5.0 4.0
3.0 2.0
1.0

In 2006, persons over age 74 were almost four times more likely to be killed than younger persons under age 65. Of the persons over age 74 injured, 3.84 percent were killed compared with 1.12 percent for persons under age 65.

0.0
Under Age Age 65-74 Over Age 74
65

Older drivers often have older passengers. The older person's greater susceptibility to physical injury greatly increases the chance that someone in an older driver's vehicle will be seriously injured or killed in a crash.

In crashes in 2006, 41.6 percent of the passengers in the older drivers vehicle were also over age 64. In comparison for all crash occupants only 4.12 percent were over age 64.

It has been found that older persons have a higher risk of being injured in a crash partly due to a loss of bone density so vehicle interiors need to be designed to accommodate this. Many previous designs were to only the average middle-aged male occupant.

Declining vision, hearing and reflexes contribute to the potential of a crash although older drivers compensate to some extent for these physical limitations and often self limit their driving. Roadway striping that is faded or worn out and poor signing may pose special difficulties to the older driver, especially at night.

The lack of adequate funding for EMS and trauma centers is a special problem in rural areas. This deficiency complicates the outcome for older persons who are more susceptible to injury and may have previous existing medical conditions.

Crash Analysis, Statistics & Information Georgia Department of Transportation

29 January 2008

Intersections Older Drivers

2008 CASI Report

One out of four fatal crashes in Georgia occurs at an intersection. The physical limitations faced by older drivers are especially critical at high risk locations such as intersections.
In 2006, the most frequent contributing factor in fatal crashes involving drivers over age 64 was failure to yield. In comparison, the top contributing factor to fatal crashes for drivers under age 65 was lost control of vehicle.
For drivers over age 64 in fatal crashes driver lost control was second most frequent contributing factor and following too closely was the third. Failure to yield, following too closely and disregarded stop sign or signal are often involved in intersection crashes.

Failure to Yield, 2006 Percent of Fatal Crash Drivers 40

30

20

10

0

Under Age Ages 25-64 Over Age

65

64

Older drivers often have physical challenges due to poor physical mobility such as difficulty turning the head sufficiently to observe traffic on the side or coming from the rear or poor vision. This may be reflected in the high incidence of failure to yield in fatal crashes involving older drivers. In intersection crashes 15.2 percent of the drivers involved in fatal crashes were over age 64. In comparison in all fatal crashes 10.6 percent of the drivers were over age 64.

Intersections are high risk for drivers of all ages and it is important to put that risk in perspective. Of all fatal crashes in Georgia one out of four is at an intersection and that means preventing these crashes could save about 400 lives each year.

Driver Lost Control Unsafe or Illegal Speed Wrong Side of Road Alcohol or Drug Impaired Failure to Yield Driver Condition Follow Too Closely Other Total

Fatal Crash Contributing Factors
Drivers Number and Percent

Under Age 65

Number Percent

650 33.91

348 18.15

205 10.69

146

7.62

134

6.99

96

5.01

63

3.29

275 14.35

1,917 100.00

Failure to Yield Driver Lost Control Follow Too Closely Wrong Side of Road Disregarded Stop/Signal Unsafe or Illegal Speed Driver Condition Other Total

Over Age 64

Number Percent

72 36.92

39 20.00

16

8.21

15

7.69

13

6.67

10

5.13

9

4.62

21 10.77

195 100.00

Crash Analysis, Statistics & Information Georgia Department of Transportation

30 January 2008

Intersections

2008 CASI Report

Intersections are particularly high risk because they are where multiple vehicles meet coming from many different directions. Driver error compounds the risk. Inattention, unsafe speed, physical difficulties are just a few of the factors that can lead to a crash at an intersection.

Collisions occurring at an angle are the most frequent manner of collision at intersections. These occur when one vehicle is turning and struck from the side by another. Sixty-one percent of the vehicles in fatal intersection crashes were struck at an angle.
Crashes occurring at an angle pose the greatest risk of injury or death to the vehicle being struck from the side where there is less protection to the occupant.

Manner of Collision at Intersection Crashes Drivers in Fatal Crashes, 2006

Manner of Collision Angle Head On Rear End Sideswipe Same Direction Sideswipe Opposite Direction Not With Another Vehicle Total

Number 553 44 50 25 9 227 908

Percent 60.90 4.85 5.51 2.75 0.99 25.00
100.00

It is important to first understand the exact factors that increase the crash risk at an intersection before implementing a solution. Depending on the conditions at the intersection one method may be more effective than another.

The simple and economical addition of a four-way stop reduces turning crashes by reducing speeds, minimizing sight distance limitations and controlling traffic movement. Stop signals also achieve what four-way stops do and can also be used to regulate traffic efficiently thus reducing congestion and subsequent driver stress. Adding a stop sign or signal may not necessarily be the best solution. Installing turn lanes of sufficient length has been shown to significantly reduce crashes, injuries and fatalities.

Conflict Points

Another very effective approach is to construct a modern roundabout. They are smaller than old traffic circle, designed for slower entry and exit speeds, always follow a `yield at entry' rule and have no left turns. Because modern roundabouts reduce speed and have fewer vehicle conflicts there is more time to make decisions and if a crash does occur it is low impact.

Normal Intersection

Modern Roundabout

Crash Analysis, Statistics & Information

31

Georgia Department of Transportation

January 2008

The Risk

Drivers on High Risk Roads

From 2000 to 2006, 47,044 people received serious, incapacitating injuries such as traumatic head injuries, paralysis, internal bleeding or other potentially fatal injuries. The majority of trauma centers are in the Atlanta area with very few in the rural counties of Georgia and those are the counties with the higher fatality rates.

Driver lost control was the most frequently noted driver contributing factor in fatal crashes. It has been the most frequent contributing factor for the past 11 years and it leads to serious head on and run-off-road crashes. Off road crashes accounted for 41 percent of all fatal crashes in 2006.
Although teens historically have been thought to have the highest fatality rate they are now third with a fatality rate of 2.9 per 10,000 population. The highest fatality rate was for persons over age 74, 3.4 per 10,000 population. Younger and older drivers are especially at risk although for different reasons. For these drivers the risk increases on the high risk two-way roads where three out of four fatal crashes occur in Georgia.

One out of four fatal crashes in Georgia occurs at an intersection. The physical limitations faced by older drivers are especially critical at high risk locations such as intersections.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

32 January 2008

The Risk Young Drivers

Drivers on High Risk Roads

The fatal crash rate for drivers ages 16-17 in rural counties is almost double the fatal crash rate for drivers ages 16-17 in the five Atlanta metropolitan counties. Rural roads have a higher fatal crash rate for all drivers and young drivers are no exception. Rural roads are high risk because they are often narrow, two-lane roads with no physical barrier or division separating oncoming traffic, and have frequent entering and exiting traffic. This greatly increases the risk of a fatal crash and given the propensity of teen drivers for unsafe or illegal speed the result is often fatal.

In 2006, 21 drivers ages 16-17 were involved in fatal crashes in Clayton, Cobb, DeKalb, Fulton and Gwinnett counties, compared with 34 drivers ages 16-17 involved in fatal crashes in rural counties.

Number of Drivers Ages 16-17 in Fatal Crashes by Region, 2006
40 35

For drivers ages 18-20 the number of drivers in fatal crashes in rural counties was more than double the number in the five Atlanta metropolitan counties. In rural counties 86 drivers ages 18-20 were involved in fatal crashes compared with 46 in the five Atlanta counties.
For all age groups rural counties have the highest number of drivers in fatal crashes and the highest driver fatal crash rate.

30 25 20 15 10
5 0
Atlanta Suburban Other MSA Rural Atlanta

Drivers In Fatal Crashes by Driver Age and Region, 2006
Number and Rate per 10,000 Population

16-17

18-20

21-24

Over 24

Number Rate Number Rate Number Rate Number Rate

Atlanta

21 2.15

46 3.65

79 4.52

424 1.94

Atlanta Suburban

18 3.66

37 7.02

38 4.36

318 3.11

Other MSA

13 2.57

34 3.64

49 4.53

355 3.44

Rural

34 4.16

86 7.52

103 6.51

754 4.31

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb,

Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas,

Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other

Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee,

Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie,

Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties

Data excludes bicyclists and pedestrians. The population is used as a proxy measurement of risk exposure. We do not have a measure of actual miles driven by driver age or gender.

Crash Analysis, Statistics & Information

33

Georgia Department of Transportation

January 2008

The Risk Older Drivers

Drivers on High Risk Roads

The number of older drivers in fatal crashes in rural counties is almost three times greater than the number of drivers in fatal crashes in the other three regions. In rural areas the lack of accessible public transportation necessitates driving on high risk rural roads. In addition the long distances to emergency care and trauma centers increase the risk of a serious injury leading to death.

The fatal crash rate for drivers ages 65-74 in rural counties is more than double the fatal crash rate for drivers ages 65-74 in the five Atlanta metropolitan counties.
In the 15 suburban Atlanta counties and in the other MSA counties the driver fatal crash rates were higher than the five Atlanta counties for all age groups.
The lowest fatality rate for drivers age 64 and older was in the five Atlanta metropolitan counties.

Number of Drivers Over Age 74 in Fatal Crashes by Region, 2006
60
50
40
30

The combination of high risk roadways and long

20

distances to medical care may account for the higher

number of older drivers in fatal crashes.

10

For all age groups rural counties have the highest number of drivers in fatal crashes and the highest driver fatal crash rate.

0 Atlanta Suburban Other MSA Rural Atlanta

Drivers In Fatal Crashes by Driver Age and Region, 2006
Number and Rate per 10,000 Population

16-24

25-64

65-74

Over 74

Number Rate Number Rate Number Rate Number Rate

Atlanta

146 3.67

387 2.00

23 1.58

14 1.27

Atlanta Suburban

93 4.92

276 3.11

25 3.16

17 2.98

Other MSA

96 3.80

298 3.52

35 3.55

22 2.54

Rural

223 6.30

633 4.48

67 3.69

54 3.49

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb,

Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas,

Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other

Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee,

Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie,

Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties

Data excludes bicyclists and pedestrians. Population is used as a proxy measurement of risk exposure. We do not have a measure of actual miles driven by driver age or gender.

Crash Analysis, Statistics & Information

34

Georgia Department of Transportation

January 2008

The Risk Intersections

Drivers on High Risk Roads

The highest number of fatal intersection crashes occurred in rural counties. Suburban Atlanta counties had the lowest number of fatal intersection crashes.
When the numbers are adjusted by the rate per 10,000 population the intersection driver fatal crash rate in rural counties was 39 percent higher than the intersection driver fatal crash rate in the five Atlanta metropolitan counties.
The second highest intersection driver fatal crash rate occurred in metropolitan statistical areas other than Atlanta.

Drivers in Fatal Intersection Crashes by Region, 2006
Rate per 10,000 Population
1.4
1.2
1
0.8
0.6
0.4

The lowest intersection driver fatal crash rate was in the five Atlanta metropolitan counties.

Drivers in Fatal Intersection Crashes by Region
Number of Drivers and Rate per10,000 Population

Atlanta Suburban Other MSA Rural

Intersection Number Rate
238 0.70 133 0.84 195 1.17 342 1.26

All Fatal Crashes Number Rate
602 1.78 423 2.66 473 2.85 1,017 3.74

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb, DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee, Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale, Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan, Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham, Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond, Twiggs, Walker; Rural Counties: All other counties

0.2
0 Atlanta Suburban Other MSA Rural Atlanta
Over one third of the drivers in fatal crashes were in crashes at intersections and the majority of these crashes occurred in rural counties.
When adjusted for the number of people rural counties still represented a higher risk for fatal intersection crashes. The rural county driver fatal intersection crash rate per 10,000 population was 80 percent higher than the rate for the five Atlanta metropolitan counties.
In many counties high speed state and county routes intersect. This greatly increases the chances of two vehicles meeting at high s peed.

Data excludes bicyclists and pedestrians. Population is used as a proxy measurement of risk exposure. We do not have a measure of actual miles driven.

Crash Analysis, Statistics & Information

35

Georgia Department of Transportation

January 2008

The Risk Speed

Drivers on High Risk Roads

One out of six fatal crashes in Georgia in 2006 was related to illegal or unsafe speed. Forty percent occurred in rural counties compared with 21 percent in the five Atlanta metropolitan counties.
The speed related fatal crash rate per 10,000 population in rural counties was more than double the speed related fatal crash rate in the five Atlanta metropolitan counties.
From 2000 to 2006 the number of illegal or unsafe fatal crashes increased in the Atlanta suburban counties, counties in other metropolitan areas and rural counties.
In the five Atlanta metropolitan counties the number of fatal crashes related to illegal or unsafe speed remained about the same although the rate per 10,000 population declined.

Drivers in Speed Related Fatal Crashes by Region, 2006
Rate per 10,000 Population
0.6
0.5
0.4
0.3
0.2
0.1
0 Atlanta Suburban Other MSA Rural Atlanta

Drivers in Speed Related Fatal Crashes by Region
Number and Rate per 10,000 Population

Percent

Percent

2000

2006

Change in Change in

Number Rate Number Rate

Number

Rate

Atlanta

79 0.27

78 0.23

-1.27

-14.61

Atlanta Suburban

54 0.45

77 0.48

42.59

8.54

Other MSA

45 0.29

66 0.40

46.67

37.55

Rural Counties

141 0.56

149 0.55

5.67

-1.77

*Pre-2003 census definition was used. Five Atlanta Metropolitan Counties: Clayton, Cobb,

DeKalb, Fulton, Gwinnett; Atlanta Suburban Counties: Barrow, Bartow, Carroll, Cherokee,

Coweta, Douglas, Fayette, Forsyth, Henry, Newton, Paulding, Pickens, Rockdale,

Spalding, Walton; Other Metropolitan Statistical Area (MSA) Counties: Bibb, Bryan,

Catoosa, Chatham, Chattahoochee, Clarke, Columbia, Dade, Dougherty, Effingham,

Harris, Houston, Jones, Lee, Madison, McDuffie, Muscogee, Oconee, Peach, Richmond,

Twiggs, Walker; Rural Counties: All other counties

In July 1996, the speed limit was increased to 70 mph on rural interstates. Three years later the number of fatalities on rural interstate roads increased 67.5 percent when compared to the three-year period before the speed limit was raised.

Data excludes bicyclists and pedestrians. Population is used as a proxy measurement of risk exposure. We do not have a measure of actual miles driven.

Crash Analysis, Statistics & Information

36

Georgia Department of Transportation

January 2008

The Risk

Drivers on High Risk Roads

Rural roads are high risk because they are often narrow, two-lane roads with no physical barrier or division separating oncoming traffic, and have frequent entering and exiting traffic. This greatly increases the risk of a fatal crash. Drivers need to understand the road characteristics that increase the risk and adjust their driving accordingly.

For all age groups rural counties have the highest number of drivers in fatal crashes and the highest driver fatal crash rate.

The number of older drivers in fatal crashes in rural counties is almost three times greater than the number of drivers in fatal crashes in the other three regions. In rural areas the lack of accessible public transportation necessitates driving on high risk rural roads. In addition the long distances to emergency care and trauma centers increase the risk of a serious injury leading to death.

The chance of being seriously injured is three times higher in crashes related to speed than crashes not related to speed. One out of six fatal crashes in 2006 was related to illegal or unsafe speed. Forty percent occurred in rural counties compared with 21 percent in the five Atlanta metropolitan counties.
Crash Analysis, Statistics & Information
Georgia Department of Transportation

37 January 2008

The Crash Reports

Drivers on High Risk Roads

In doing research for this document I read the narratives from the 1,562 fatal crash reports for 2006. Over and over I read the same words two-way road no separation, driver lost control, negotiating a curve, too fast for conditions, overcorrected, county or state route in a rural county. My observations are confirmed by the data but still I was shocked by these conditions being repeated over and over and over again. There are reasons for these fatal crashes and we know what they are and we can address them given the resources.
In this driver section we have seen how driver factors meet road conditions and how drivers can meet death on high risk roads. There are many recommendations to drivers as to how to avoid crashes. But from these narratives and from the data one stands out pay attention and be aware of the road you are on or in other words think as you drive. If you are approaching a curve slow down. Don't be seduced by the tranquility of the two-way country road; remember that is where in Georgia three out of four people die. Pay particular attention to intersections where vehicles meet and always expect the unexpected.
If the data and my words don't convince you below are just a few of the fatal crash reports and diagrams written by law enforcement officers at the scene of a fatal crash. Perhaps they will make you think. If you don't think of anything else think of the emergency medical technician that must fight for your life, the firefighter that may spend 20 minutes extricating you out of your vehicle and the officer or emergency department doctor that must tell your family you have died.

Crash Analysis, Statistics & Information Georgia Department of Transportation

38 January 2008

The Crash Reports

Drivers on High Risk Roads

Crash Analysis, Statistics & Information Georgia Department of Transportation

39 January 2008

The Crash Reports

Drivers on High Risk Roads

Crash Analysis, Statistics & Information Georgia Department of Transportation

40 January 2008

The Crash Reports

Drivers on High Risk Roads

Crash Analysis, Statistics & Information Georgia Department of Transportation

41 January 2008

Advice to Drivers

Drivers on High Risk Roads

Anticipate....... that car will not stop for
the stop light, rain will make the roads slick, you are going too fast for the curve, the driver weaving all over the road will turn into your lane, drivers turn without signaling and signal with out turning and know you that are not the perfect driver you think you are.

Driving our high risk roads:
Pay attention and stay alert Anticipate the unexpected Watch the cars around you Avoid distractions Be aware of your surroundings Don't take chances Slow down on curves Slow down when in doubt Slow down Concentrate on driving Look when changing lanes Look when you turn Use your seat belt Use turn signals Follow traffic rules religiously Don't drive tired, stressed or angry and be considerate Turn lights on at dawn & dusk Turn lights on in rain Avoid left turns if possible Watch out for pedestrians Move to right, slow down and stop for emergency vehicles Know your vehicle Keep your vehicle running right Keep windshield, windows & mirrors clear

I remember when I was in high school, a state patrol officer spoke to my class about seatbelts. He told us that in his entire history, he had never had to unbuckle a dead person. At the time, it made quite an impact and I began using my seatbelt with regularity. But 21 years later, and as a veteran paramedic, I realize the futility of his argument. I have unbuckled plenty of dead people. Now don't get me wrong, I believe in the value and utilization of modern safety equipment. But for so long, we basically told American kids that as long as they wore their seat belt, they would be "safe". This argument implies that vehicular safety design can forgive irrational or downright stupid decisions made by drivers. Of course we know this to be false. I am amazed every time I pull up to a fatality accident and see that we, as humans, have really invented no new ways of killing ourselves. We just keep finding new spins on old themes. The same mistakes that cost lives in the first automobiles are still at work today. I always leave with sorrow and regret for the wasted humanity that could have been a longer life had but one link in the accident chain been broken. I marvel at the frank stupidity of some act of aggression that goes horribly wrong. I also cry along with the family for the senseless loss of an innocent child. I just don't do it in front of them. I guess that's the hardest part in all of this. The control that is required to remain objective and task oriented takes a tremendous toll on the individual. We were created to share and display emotion, yet our job demands that we remain focused and task-oriented during the most heart wrenching times of our lives. This dichotomy is perhaps the defining emotive crisis that surrounds EMS personnel at these incidents. Commander Steven G. Folden, Paramedic, EMS Educator Fayette County Department of Fire & Emergency Services

Crash Analysis, Statistics & Information

42

Georgia Department of Transportation

January 2008

The Risk in Summary

Drivers on High Risk Roads
Three out of four fatal crashes occurred on two-way roads with no separation. They are the highest risk roadways.
From 2000 to 2006 in Georgia, 11,435 people lost their lives in motor vehicle crashes. Over 8,500 men women and children died on two-way roads with no separation.

From 2000 to 2006 over 4 million drivers have been involved in crashes resulting in almost a million injuries. That is on average 1,720 drivers each day 72 drivers every hour. In 2006 alone 1,703 men, women and children lost their lives on Georgia's roadways. In 2006 alone the number of injured children ages 5-9 would fill not 10 classrooms, not 50 classrooms but 128 classrooms. For middle school age children ages 10-14 the number is even greater. The number of injured children ages 10-14 in 2003 would fill 148 Georgia classrooms.

For all age groups rural counties have the highest number of drivers in fatal crashes and the highest driver fatal crash rate. The fatal crash rate for drivers ages 16-17 in rural counties is almost double the fatal crash rate for drivers ages 16-17 in the five Atlanta metropolitan counties. The number of older drivers in fatal crashes in rural counties is almost three times greater than the number of drivers in fatal crashes in the other three regions. In rural areas the lack of accessible public transportation necessitates driving on high risk rural roads. In addition the long distances to emergency care and trauma centers increase the risk of a serious injury leading to death.

Crash Analysis, Statistics & Information Georgia Department of Transportation

43 January 2008

The Risk in Summary

Drivers on High Risk Roads

Unsafe or illegal speed is involved in one out of six fatal crashes in Georgia and forty percent of these fatal crashes occurred in rural counties. The chance of being seriously injured is three times higher in crashes related to speed than crashes not related to speed.

Horizontal curves are one of the major road characteristics that increase the risk of speed related crashing. In 2006, one out of two fatal off road crashes happened on a curve although straight roadways segments far outnumber curved roadway segments.
From 2000 to 2006, 49.6 percent of the fatal fixed object crashes occurred in rural counties. The disparity was even greater for overturn crashes, 62.2 percent occurred in rural counties. Off road fatal crashes accounted for 41 percent of all fatal crashes in Georgia in 2006. Overturn and fixed object crashes pose the highest risk of injury or death to the vehicle occupants.

One out of three fatal crashes in Georgia in 2006 occurred on off-system roads and almost all of these fatal crashes were on two-way roads without any separation. Of the off road fatal crashes on two-way off-system roads 62 percent were on horizontal curves.

Crash Analysis, Statistics & Information

44

Georgia Department of Transportation

January 2008