Naturalistic Driving Study: Field Data Collection (2014)

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6Study Centers and Study Design Study Center Designations The six NDS data collection study centers were selected by a SHRP 2 Expert Task Group (ETG) formed for this purpose. The ETG used a two-stage process: first a request for qualifi- cations (RFQ) was released, then a request for proposal (RFP) was sent to contractors that passed the qualification stage. The RFQ was released a second time after the first release resulted in no qualified contractors in southern states. After the second release, the RFQ stage produced 11 qualified sites, three located in southern states. The RFP stage considered cost as well as site characteristics. Not all qualified contractors responded to the RFP. The RFP stage resulted in the selection of the final six sites (Antin et al. 2011). For the purposes of this report, the study centers are labeled using the name of the major city in the study area. Table 2.1 lists these cities along with the lead organization and the num- ber of data acquisition system (DAS) units originally allocated for installation in vehicles at that site. Note that the total number of DAS units corresponds nom- inally to the maximum number of instrumented vehicles that could be on the road at any one time across all study centers. Some DAS units were installed in a single vehicle throughout the study while other DAS units were installed in multiple vehicles, each for shorter periods of time. Figure 2.1 provides a map in which gold stars depict the location of each study center and illustrate the geographic distribution of the study centers across the country. A brief description of each city follows: • Bloomington is a city in the southern part of Indiana. The primary study area encompasses all or parts of 11 counties in the south central part of the state with substantial por- tions of the area dedicated to agriculture and forestry. It is home to Indiana University Bloomington. • Buffalo is the second largest city in New York State. It is located in Erie County which is at the western end of the state, bordered on the west by Lake Erie and Canada. The study area encompasses all of Erie County. • Durham is the fifth largest city (by population) in North Carolina. The study area incorporates portions of Research Triangle Park. • Seattle is located along Puget Sound in Washington state. Lake Washington divides the Seattle metropolitan area into an east side and a west side. To the east lies the Cascade mountain range. Both Seattle and Tacoma are included in this study area. • State College, home to Pennsylvania State University (Penn State), is located in central Pennsylvania in a largely rural area. The study area is situated in both the Ridge and Valley and the Appalachian Plateau provinces of the Appalachian Mountains. • Tampa is located on the west coast of Florida on Tampa Bay near the Gulf of Mexico. Tampa is home to the main campus of the University of South Florida. Study Design and Overview Before proceeding with detailed descriptions of the study cen- ter areas and population demographics, it is helpful to com- pare the targeted number of participants in each age group required in the SHRP 2 study sample design with the actual number of participants enrolled in the study. Table 2.2 shows the initial study design with target values in each age/gender cell along with the total number of actual participants from all six study centers. Note that there were 3,102 participants planned in the original design. The study actually enrolled 3,247 primary participants. Targeted numbers in each age group and gender were sought to provide a balanced dis- tribution by age and gender. The rationale for the partici- pant sample design is described in the Project S05 final report (Antin et al. 2011). An additional SHRP 2 report is currently being prepared which further examines how representative C h A P t E R 2

72010). This approach was intended to allow a larger number of drivers to participate while also enabling longer-term mon- itoring of a smaller group of drivers. Participant preference was to be used as the basis for enrollment in the 1- or 2-year group. For a variety of reasons (e.g., recruiting issues, equip- ment availability) this requirement was subsequently relaxed. The 3,247 participants who enrolled in the study remained for varying lengths of time ranging from a minimum of 1 day to a maximum of 38 months. Only a small number (fewer than 5%) were in the study less than 4 months. Table 2.2 also shows that 350 DAS units were initially tar- geted for vehicles containing advanced vehicle technology (AVT). These were vehicles with advanced features such as collision avoidance radar, advanced cruise control, and elec- tronic stability control. Participants with these type vehicles could be of any age. As will be discussed in later sections, as the recruiting process progressed, difficulties in recruiting AVT participants as well as difficulties in recruiting the youngest (16–17) and oldest (76+) group of drivers necessitated some modification in recruiting priorities and strategies. There were three classes of drivers defined. • A primary driver was the usual driver of the car and typi- cally owned the vehicle in which instrumentation was installed. • Additional primary drivers included those who frequently drove the same vehicle as the primary driver, were con- sented, and completed the same assessment tests and sur- veys. They could be other adults, but often were minors in the 16–17 age group, or young adults 18–25 years of age the NDS participant population is relative to the total popu- lation by age and gender (Antin 2014). As indicated previously, a total of 1,950 DAS units were available to all study centers. Some DAS units were installed in more than one vehicle. The initial plan was that 60% of partici- pants would have DAS units installed in their vehicle for 1 year and 40% would have DAS units installed for 2 years (Campbell Table 2.1. SHRP 2 NDS Centers Study Center Area Name State Lead Organization (S07 Contractor)a Number of DAS Units in the Field (Planned)b Bloomington Indiana Indiana University 150 Buffalo New York CUBRC 450 Durham North Carolina Westat 300 Seattle Washington Battelle 450 State College Pennsylvania Pennsylvania State University 150 Tampa Florida CUBRC/University of South Florida (USF) 450 Total 1,950 a The lead organizations were called S07 contractors, with S07 referring to the SHRP 2 designation for the NDS data collection. b The total number of data acquisition system (DAS) units at each site fluctuated during the program. Some sites installed slightly more than those indicated and some slightly less. There was also a small number of additional DAS units available as spares. Figure 2.1. Locations of six study centers in Bloomington, Buffalo, Durham, Seattle, State College, and Tampa.

8of most interest to the study and so initially did not qualify. The types of media and outreach that worked with younger drivers were quite different from those that worked with older drivers, and recruiting approaches that were successful in urban areas were often not as successful in rural areas. In recruiting, one size did not fit all. Based on the recruiting difficulties experienced early in the study, changes were made in the recruiting strategy to place increased focus on engaging younger and older drivers. The type of vehicles allowed in the study was further expanded to accommodate the older vehicles typically owned by younger (and some older) drivers. The difficulty in recruiting drivers with AVT-equipped vehicles also led to a change in strategy. The AVT group was subsequently capped, and the DAS kits were diverted for use in vehicles driven by the 18–25 and 76+ age groups. Vehicles were classified by type as follows: • Prime vehicles were those with a large sample of data avail- able from the onboard diagnostics (OBD) bus. Generally, year 2010 and newer vehicles fell into this category. driving a parent-owned vehicle. Additional primary driv- ers were counted toward the target number of participants in a given age/gender cell. • Secondary drivers were other family members or friends who drove the vehicle at least once a week and were con- sented. However, secondary drivers did not count toward the target number of drivers in an age/gender group and did not take the assessment tests (although they were asked to complete a survey on driving history and a demographics questionnaire). Once recruiting and installations started it became clear that the original recruitment goals in some age groups would be very difficult to attain. In particular, recruiting for the 16–17 and 18–19 age groups, as well as the AVT category, lagged well behind planned goals early in the program. There were also deficits in the 76+ age category. The reasons for these shortfalls varied. Recruiters from the national call center had no name recognition in the local study areas. They also did not reach younger drivers who only used cell phones (not landlines). Younger drivers typically did not own the newer prime vehicles Table 2.2. Design of Study Sample with Target and Actual Cell Values Gender Age Range (years) Age-Range Description Planned Primary Participantsa Actual Participantsb Delta (Actual – Planned) M 16–17 Minor teen 172 119 -53 M 18–20 Adult teen 172 237 65 M 21–25 Young adult 172 245 73 M 26–35 Adult 172 158 -14 M 36–50 Middle adult 172 156 -16 M 51–65 Mature adult 172 157 -15 M 66–75 Younger older driver 172 166 -6 M 76+ Older older driver 172 249 77 F 16–17 Minor teen 172 143 -29 F 18–20 Adult teen 172 289 117 F 21–25 Young adult 172 348 176 F 26–35 Adult 172 150 -22 F 36–50 Middle adult 172 165 -7 F 51–65 Mature adult 172 182 10 F 66–75 Younger older driver 172 148 -24 F 76+ Older older driver 172 199 27 Not specified 0 1 1 Any Advanced Vehicle Technology (AVT) 350 135 -215 Total 3,102 3,247 145 a Campbell (2010). b Includes 3,200 primary and 47 additional primary drivers in study at least 1 day. Data provided by VTTI (2014).

9NDS. VTTI developed the DAS which continuously recorded data while the participant vehicle was operating (Antin et al. 2011; Dingus et al. 2014). Some of the instrumentation installed in each of the vehicles is illustrated in Figure 2.2. The figure shows (a) the head unit containing four cameras, a passive alcohol sensor, infrared illuminator, accelerometers, and Global Positioning System (GPS) sensor; (b) the NextGen computer with a 128-gigabyte (GB) solid-state drive (SSD); and (c) the forward-looking radar mounted on the front license plate holder. The full suite of sensors is listed in Table 2.3. For addi- tional details on the instrumentation and its placement, the reader is referred to the installations section of Chapter 3 in this report and to VTTI reports describing the design and develop- ment of instrumentation (Antin et al. 2011; Dingus et al. 2014). • Subprime vehicles had a smaller set of data available from the OBD bus. Generally, vehicle year 2009 and later were in this category. • Legacy vehicles had minimal amounts of data available from the bus and included pre-2009-year vehicles. (Authorization to include these vehicles came in June 2011.) • Basic vehicles were manufactured pre-1996 and had no data available from the bus. For these vehicles, the only data acquired came from the DAS sensors. • AVT vehicles were prime vehicles (year 2010 and newer) with advanced technology. The Virginia Tech Transportation Institute (VTTI) served as the technical coordination and study design contractor for the (a) (c) (b) Figure 2.2. Instrumentation installed in vehicles: (a) head unit mounted behind rearview mirror containing four cameras, passive alcohol sensor, infrared illuminator, accelerometers, and GPS; (b) NextGen main unit with 128 GB SSD, power controller, and sensors mounted in trunk; and (c) forward radar mounted on front license plate holder.

10 timeline of Start-Up Activities at Each Study Center Before initiating the installation of DAS equipment into participant vehicles, each study center needed to complete a number of critical start-up activities. These activities included submitting IRB applications and obtaining approvals, pre- paring installation facilities, training installation technicians, obtaining recruit information, and scheduling recruits for installations. Initiation of DAS installation activities at each study center began in a time-phased fashion. As noted in the timeline shown in Figure 2.3, Buffalo was the first study center to begin installations in October 2010. Over the next 5 months the remaining study centers began installing DAS equipment into participant vehicles. The strategy to stagger the start of installations was driven in large part by the avail- ability of DAS equipment. However, the strategy also served the useful purpose of enabling some of the early start-up dif- ficulties to be identified and resolved, thus reducing problems that needed to be addressed by the later starting study centers. Study Center Areas A study center area for a driving study can be defined as the area targeted for recruiting participants (i.e., areas where they lived) or as the area in which most participants drove during their time in the study. The approach taken here was to use the first of these definitions (i.e., recruit participants based on where they lived). Recruitment areas also had some practi- cal geographic restrictions. First, candidates had to be close enough to the S07 study center facility to enable proper ser- vicing of their vehicle by the S07 contractor. Second, the pref- erence was to recruit participants who were likely to drive on roads for which detailed roadway characteristics were being collected by another SHRP 2 program. The six study center (recruitment) areas were specifically defined by either zip codes of residence (as occurred in Table 2.3. Summary of Instrumentation in Data Acquisition System (DAS) Instrumentation Notes Four video cameras 2 outward (1 color, 2 wide-angle view) and 2 inward-viewing black and white video Still image camera Periodic image to detect number of people in vehicle Accelerometers (3 axis) Lateral, longitudinal, and vertical vehicle accelerations Rate sensors (3 axis) Lateral (turning), longitudinal, and lateral (roll) rate GPS (with antenna) Latitude, longitude, elevation, time, velocity Forward radar (on front bumper) and radar interface box (RIB) X, Y positions and X, Y velocities of objects in front of vehicle Cell phone (with antenna) Automatic crash notification; vehicle location notification, health checks, remote upgrades Illuminance sensor Level of luminance outside vehicle (day/night indicator) Infrared illuminator To enable viewing of driver’s face at night by camera Passive alcohol sensor Intended to detect nominal amounts of alcohol in cabin air; NOT driver specific; may also detect alcohol from topical sources (hand sanitizer, etc.) Incident push button Audio recorded only if button pushed Turn signals (other lights?) State of turn signal (on/off) recorded Vehicle network data (cabling to connect DAS with OBD) Accelerator, brake pedal activation, automatic braking system (ABS), gear position, steering wheel angle, speed, horn, seat belt information, airbag deployment, and other data Figure 2.3. Timeline for initial DAS installations at each study center.

11 Table 2.4 provides a geographic description of how the recruitment areas were defined for each study center and lists some of the unique features of each area. Table 2.5 provides the geographic size of water and land areas within each study center area. Note that these areas are calculated for the entire county or for selected zip codes within a county, as appropri- ate for the study area. Bloomington and Durham) or by county of residence (as occurred in Buffalo, Seattle, State College, and Tampa). Occa- sionally, to help meet the desired participant age distribution (e.g., recruiting very young or very senior drivers) some of these residential requirements were relaxed to include par- ticipants who lived just outside the originally defined area as long as they typically drove in the study area. Table 2.4. Recruitment Areas and Unique Features of Six Study Centers Study Center Area Name (State) Recruiting Area Defined by Counties Within Study Center Recruiting Area (Major and Minor Contributors) Unique Features Within Area Nominal Number of DAS Units Assigned Bloomington (Indiana) 39 zip codes in primary area; 25 zip codes in secondary areaa (64 total) Major/Primary (11): Brown, Dubois, Greene, Johnson, Lawrence, Martin, Monroe, Morgan, Orange, Owen, Putnam Minor/Secondary (6): Marion, Bartholomew, Clay, Davies, Jackson, Shelby (8% of participants from secondary) • Large parts of the Hoosier National Forest and the Deam Wilderness area • Naval Surface Warfare Center Crane located in Martin County • Camp Atterbury located in Bartholomew County • Primary area mostly rural, agricultural; secondary area more urban 150 Buffalo (New York) 1 county Major/Primary: Erie Minor/Secondary: Niagara (4% of participants) and Cattaraugus (0.2% of participants) • One international border crossing within primary study center area C Peace Bridge, Buffalo, NY • Additional features just outside primary area C Three additional U.S./Canada bridge crossings (Niagara County) C Niagara Falls Air Force Base (Niagara County) 450 Durham (North Carolina) 39 zip codes Major/Primary: Chatham, Wake, Orange, and Durham Minor/Secondary: Granville, Johnston, and Hartnett (less than 5% of county areas) • Durham is in North Carolina’s central piedmont, a geographic region lying nearly equal distance between the mountains and coastal plains. 300 Seattle (Washington) 3 counties Major/Primary: Snohomish, King, and Pierce • Two military bases within primary study center area: C Joint Base Lewis-McChord (south of Tacoma in Pierce County) C Puget Sound Naval Complex in Everett, Snohomish County • Additional features just outside primary area: C Whidbey Island Naval Air Station, northwest of Snohomish County C Several U.S./Canada border crossings (e.g., Vancouver, B.C.) within a few hours’ drive north of primary driving area 420b State College (Pennsylvania) 10 counties Major/Primary: Blair, Cambria, Centre, Clearfield, Clinton, Huntingdon, Juniata, Mifflin, Snyder, Union • Although mostly rural, area features include rugged mountainous environ- ments as well as sweeping, rolling valleys. 150 Tampa (Florida) 2 counties Major/Primary: Hillsborough and Pasco Minor/Secondary: Pinellas • MacDill is an active U.S. Air Force base located in Tampa, Florida. 450 a In Bloomington, 39 of the zip codes were in the primary rural recruiting area, and the remaining 25 were in a secondary recruiting area that was more urban and generated about 8% of the total participants. b The number of DAS units was reduced from the originally planned 450 to 420.

12 Table 2.5. Geographic Size of Study Center Areas Study Center County Percentage of County in Study Water Area (sq. mi.) Land Area (sq. mi.) Total Area (sq. mi.) Notes Bloomington Brown Dubois Greene Johnson Lawrence Martin Monroe Morgan Orange Owen Putnam Primary total (sq. mi.) Total of all primary and secondary (towns, cities, unincorporated areas) 81.3% 2.6% 55.1% 19.0% 94.8% 52.6% 97.8% 67.5% 85.6% 64.6% 0.7% 3.8434 0.0454 1.5957 0.5141 2.7608 2.5698 16.8120 4.2562 6.9348 0.9396 0.0000 40.2718 253.688 11.466 299.085 60.684 425.851 176.483 385.588 272.241 342.327 249.718 3.350 2,480.481 257.531 11.512 300.681 61.198 428.611 179.052 402.399 276.497 349.262 250.658 3.350 2,520.751 3,800.000 Values provided are for the 39 zip codes for the primary recruiting area. Secondary recruit- ing area included additional parts of these counties and significant areas of Marion and Bartholomew Counties.a Buffalo Erie Total (sq. mi.) 100% 183 183 1,043 1,043 1,227 1,227 Durham Chatham Wake Orange Durham Granville Johnston Hartnett Total (sq. mi.) 49.5% 51.3% 14.0% 89.1% 3.3% 0.3% 1.6% 23.36 12.21 0.20 7.92 0.58 0.06 0.02 44 330.81 427.41 55.90 257.73 17.01 2.10 9.72 1,101.00 354.1 439.62 56.10 265.65 17.59 2.16 9.74 1,145.00 Values provided are for targeted zip codes in each county. Seattleb King Pierce Snohomish Total (sq. mi.) 100% 100% 100% 191.3 136.93 109.03 437.00 2,115.57 1,669.51 2,087.27 5,872.00 2,306.87 1,806.44 2,196.30 6,310.00 State College Blair Cambria Centre Clearfield Clinton Huntingdon Juniata Mifflin Snyder Union Total (sq. mi.) 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 1 5 4 7 7 15 2 3 1 0 45 526 688 1,108 1,147 891 874 392 412 332 317 6,687 527 693 1,112 1,154 898 889 394 415 333 317 6,732 Tampa Hillsborough Pasco Total (sq. mi.) 100% 100% 215 123 338 1,051 745 1,796 1,266 868 2,134 a Bloomington detailed data for 39 primary zip codes plus total area for all primary and secondary regions. The Census Bureau has developed approaches for giving zip codes approximate areas, which allows a size estimate to be provided based on zip code tabulation areas (ZCTA); see http://www.census.gov/geo/ reference/zctas.html. Accessed April 22, 2014. b State of Washington Office of Financial Management. 2011. Census 2010 Redistricting Data [P.L. 94-171] for Washington, County Summary, Table 1: Population and Housing. http://www.ofm.wa.gov/pop/census2010/data.asp. Accessed Nov. 7, 2013. Figure 2.4 shows state maps with the study center areas outlined in red. Note that actual county or zip code bound- aries of the study areas are traced in these illustrations. The actual area in square miles is provided in the table inset in the figure. The total study area for all six sites encompassed over 21,000 square miles (sq. mi.). The remainder of this section provides population demo- graphics and other data to characterize each of the six SHRP 2 NDS study areas. Note that the NDS data collection took place over a period of more than 3 years. During that time, populations and other study area attributes changed. How- ever, to maintain consistent descriptions of the study areas,

13 town name). Also provided are the geographic size, popula- tion, and population density. For some sites, only portions of a city may be contained in the study area. Classification as urban or rural is then indicated along with the county that the town or city is in. Unincorporated areas are also included. Appendix Tables A.1 through A.6 present these data. Populations, Licensed Drivers, and Registered Vehicles in Study Center Areas It is expected that the SHRP 2 naturalistic driving data will be used to examine a wide variety of research questions for many years to come. Not all the research questions can be anticipated at this time, however. It is therefore important to document the characteristics of the study areas while rel- evant data are reasonably accessible. For example, a researcher might want to study the driving behavior of older drivers in rural areas and their response to different types of signage. this document provides data and statistics from the year 2010 across all sites. towns and Cities Contained in Study Center Areas This section describes the county and/or zip code areas that make up each of the study center areas. Figures 2.5 through 2.10 contain maps illustrating each study area in a state context with an expanded view of the local area and a list of the counties included. Figure 2.11 shows summary plots indicating the rural versus urban character of the various study center areas, viewed from the perspective of both population and geographic area. In terms of population, Buffalo, Durham, and Seattle are pre- dominantly urban in character; and Bloomington, State Col- lege, and Tampa are predominantly rural. From a geographic perspective, all the study center areas are largely rural. The names of the towns and cities contained in the study areas are found in Appendix A, which lists the political sub- divisions contained in each study center area (i.e., city or Figure 2.4. State maps showing six study center locations and areas. (continued on page 16)

14 Figure 2.5. Bloomington study area. Figure 2.6. Buffalo study area.

15 Figure 2.7. Durham study area. Figure 2.8. Seattle study area. Figure 2.9. State College study area.

16 Figure 2.10. Tampa study area. Recruiting Area: 2 Counties Major Counties: Hillsborough and Pasco Minor Counties: Pinellas Figure 2.11. Percent rural versus urban character of each study center area by population ( left graph) and land area (right graph). It may be most efficient to focus on one or two of the study areas when trying to extract trips from the NDS database. Providing data that characterize the population demographics, the roadway infrastructure, the crash history, the laws in place, and the rural or urban character of the area can help optimize the chances of finding sufficient trips to produce statistically significant results to a focused research question. This section and several sections which follow (as well as data in Appen- dix B) summarize detailed characteristics of the study areas. Table 2.6 provides the population by gender in 2010 census age groups (age 15 and above) within the targeted counties or zip codes that define each of the study areas. Total population over all ages (15 and above) in each study center area is also provided for comparison across the sites. Additional data on population demographics is provided (continued from page 13)

17 Table 2.6. Study Center Area Population by Gender in U.S. 2010 Census Age Groups (Over Age 14)a Age Group (years) Bloomington Study Center Areaa Buffalo Study Center Areab Durham Study Center Area Male Female Total Male Female Total Male Female Total 15–19 12,803 12,675 25,478 33,896 32,417 66,313 34,829 33,926 68,755 20–24 8,827 17,382 36,209 34,904 33,862 68,771 40,581 41,651 82,232 25–29 9,989 9,344 19,333 29,261 28,846 58,255 39,688 41,673 81,361 30–34 8,598 8,335 16,933 24,636 25,163 49,575 38,864 39,476 78,340 35–39 8,206 8,101 16,307 25,170 26,316 50,526 38,205 38,164 76,369 40–44 8,748 8,760 17,508 29,827 31,229 61,518 36,732 36,668 73,400 45–49 9,785 9,709 19,494 33,567 35,335 68,867 35,399 36,737 72,136 50–54 9,789 9,986 19,775 35,243 37,674 73,492 31,698 33,882 65,580 55–59 9,022 9,411 18,433 30,672 32,895 63,323 26,455 29,749 56,204 60–64 8,000 8,219 16,219 25,271 27,730 54,740 21,601 24,317 45,918 65–69 5,931 6,279 12,210 18,151 21,360 37,761 14,473 16,508 30,981 70–74 4,166 4,701 8,867 13,204 17,214 31,804 9,185 11,544 20,729 75–79 2,961 3,864 6,825 11,135 15,890 26,357 6,848 9,108 15,956 80–84 2,046 3,000 5,046 9,139 14,664 24,931 4,702 7,769 12,471 >84 1,482 3,164 4,646 7,060 16,547 23,697 3,851 8,708 12,559 Totals 120,353 122,930 243,283 361,136 397,142 758,278 367,710 384,295 752,005 Age Group (years) Seattle Study Center Areac State College Study Center Area Tampa Study Center Area Male Female Total Male Female Total Male Female Total 15–19 114,669 108,695 223,364 29,579 28,310 57,889 59,084 56,720 115,804 20–24 117,520 112,917 230,437 38,899 33,020 71,919 55,637 58,407 114,044 25–29 136,109 132,718 268,827 23,463 19,556 43,019 55,401 58,041 113,442 30–34 129,389 125,754 255,143 22,158 18,947 41,105 53,893 55,749 109,642 35–39 128,102 124,541 252,643 23,486 20,458 43,944 56,971 58,697 115,668 40–44 130,648 126,400 257,048 24,761 22,322 47,083 59,195 60,190 119,385 45–49 133,966 131,750 265,716 27,144 25,337 52,481 62,899 64,521 127,420 50–54 129,455 129,315 258,770 27,751 26,638 54,389 57,070 60,162 117,232 55–59 109,744 114,173 223,917 25,374 25,083 50,457 48,290 53,600 101,890 60–64 87,507 92,824 180,331 21,887 22,146 44,033 44,115 49,419 93,534 65–69 57,663 63,052 120,715 16,210 17,581 33,791 34,466 39,269 73,735 70–74 37,697 44,261 81,958 12,267 14,810 27,077 26,182 30,725 56,907 75–79 27,993 35,731 63,724 9,797 12,843 22,640 20,229 24,849 45,078 80–84 19,933 30,505 50,438 7,353 11,650 19,003 14,506 20,138 34,644 >84 18,309 36,864 55,173 5,567 12,355 17,922 10,937 20,181 31,118 Totals 1,378,704 1,409,500 2,788,204 315,696 311,056 626,752 658,875 710,668 1,369,543 a Populations provided by zip codes (ZCTA) for primary recruitment area. b U.S. Census Bureau. http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml. Accessed April 1, 2014. c State of Washington Office of Financial Management. 2011. Census 2010, Summary file 1. General profile 1: Persons by race, age, and sex; urban and rural. http://www.ofm.wa.gov/pop/census2010/sf1/county.asp.

18 in Appendix B: Table B.1 and Table B.2 provide population by race and household income (all ages included); Table B.3 summarizes education attainment by gender for populations over 25 years of age. Although the total population in Table 2.6 is useful for characterizing a study area, from a recruitment point of view for a driving study, an estimate of the number of licensed driv- ers in the study area (by age and gender) is clearly of interest. Licensed driver data are collected by state bureaus or depart- ments of motor vehicles (DMVs), or by state departments of transportation (DOTs) or even state police; and the age groups for which data are available can differ from state to state. In addition, licensed driver data at the zip code level (relevant for two of the study areas) are not readily available. Table B.4 therefore provides licensed driver data for all sites at the county level by gender and in the age groups that were available. Simi- larly, Table B.5 provides study center vehicle registrations by vehicle type, also at the county level. For study areas that are defined by entire counties (Buffalo, Seattle, State College, and Tampa), the data provided at the county level directly translate to the study area. However, for the Bloomington and Durham study areas, which are defined by zip codes and incorporate only parts of multiple counties, Tables B.4 and B.5 may over- estimate the stated quantities for the study area. Motor Vehicle Crash Data for 2010 Information on historical motor vehicle crashes was acquired from the SHRP 2 Project S04 Roadway Information Data- base which was compiled by the Center for Transportation Research and Education (CTRE) at Iowa State University (Hunt et al. 2011; CTRE 2014). The crash data varied by study center and represented disaggregate crash data over numer- ous years and geographic areas. Year 2010 data were extracted for each center and geocoded to find the number of crashes that occurred within the defined boundaries of each study area. These data provide a representative snapshot of recent crash history. To better relate the results to the recruiting efforts of the S07 program, the crashes are provided by the number of drivers involved in fatal or injury crashes by age (Table 2.7). It is important to note that these crash data do not refer to crashes involving NDS participants. Crashes involv- ing NDS participants are presented in Chapter 3. Roadway Characteristics Using the list of county or zip code areas supplied by the S07s, roadway characteristics were acquired for each study center from the Census TIGER 2000 data available through the Geography Network (ESRI 2000). For each study center, roadway data were downloaded for all counties in the recruit- ment area, and if required, data for zip code areas within those counties were extracted. The roadways within each test site area were then aggregated to indicate center-line miles for the major roadway categories shown in Table 2.8. This table is intended to provide a high-level comparison of roadways at each of the six study center sites. State highway Safety Laws Applicable to Each Study Center The final characteristic of the study centers to be described concerns state highway safety laws. It has been recognized that driving behavior and driving behavior change may be affected by government regulations, laws, and policies ( Hedlund 2000). To assist in use of the NDS data, this sec- tion presents a snapshot of selected driving laws in effect in 2013 during the data collection effort at each of the six study sites. Since the NDS data collection was conducted over 3 years, it is important to remember that laws at the beginning of the data collection effort in 2010 may not have been the same as those at the end of the data collection effort in 2013. In addition, there is no information presented on the enforce- ment of the laws. Enforcement strategies and efforts may have varied during the data collection time frame as well as from site to site. With that in mind, Table 2.9 summarizes laws in seven areas, namely • Cell phone use and texting, • Aggressive driving, • Drug impaired and drunk driving, • Younger driver licensing and license renewals, • Older driving licensing provisions, • Vehicle speed limits, and • Safety restraint and child seat usage.

19 Table 2.7. Historical Data on Number of Drivers in Injury and Fatal Crashes in Each Study Center Area by SHRP 2 Age Group (2010) SHRP 2 Age Group Bloomingtona Buffalo Durham Seattle State College Tampa Total All Sites Drivers in Injury Crashes Drivers in Fatal Crashes Drivers in Injury Crashes Drivers in Fatal Crashes Drivers in Injury Crashes Drivers in Fatal Crashes Drivers in Injury Crashes Drivers in Fatal Crashes Drivers in Injury Crashes Drivers in Fatal Crashes Drivers in Injury Crashes Drivers in Fatal Crashes Total in Injury Crashes Total in Fatal Crashes 16–17 364 1 217 1 234 2 1,035 4 366 7 765 7 2,981 22 18–20 734 12 741 3 698 5 2,811 20 1,460 14 2,356 23 8,800 77 21–25 928 17 1,139 6 1,274 13 4,535 36 2,826 31 3,500 34 14,202 137 26–35 1,211 21 1,273 9 1,982 18 7,521 43 4,377 43 5,387 74 21,751 208 36–50 1,529 21 1,558 10 2,419 22 9,628 50 5,001 52 7,177 91 27,312 246 51–65 1,106 15 1,217 13 1,479 18 6,472 46 3,367 37 4,617 67 18,258 196 66–75 302 6 387 5 336 4 1,388 13 855 21 984 25 4,252 74 75+ 213 6 357 6 171 3 830 8 545 10 645 27 2,761 60 NA 266 5 395 12 1,840 26 1,328 10 1,818 17 5,659 58 Sum 6,653 104 7,284 53 8,605 85 36,060 246 20,125 225 27,249 365 105,976 1,078 Drivers in all crashes 6,757 7,337 8,690 36,306 20,350 27,614 107,054 Note: NA = not available. a Includes historical crash data for both primary and secondary study areas for Bloomington.

20 Table 2.8. Roadway Lengths for Primary, Secondary, and Local Roadways by Census Feature Class Codes (CFCC) in Six Study Center Areas CFCC Roadway Description Road Length (Center-Line Miles) at Six Study Centers Bloomington Buffalo Durham Seattle State College Tampa A10 PRIMARY ROAD WITH LIMITED ACCESS OR INTERSTATE HIGHWAY 78.38 156.15 74.35 345.18 205.92 182.51 A11 Primary road with limited access or interstate highway, unseparated 18.31 22.75 73.49 254.44 0.34 0.02 A15 Primary road with limited access or interstate highway, separated 60.07 133.40 0.86 90.74 205.58 182.49 A20 PRIMARY ROAD WITHOUT LIMITED ACCESS, U.S. and STATE HIGHWAYS 199.82 230.47 177.31 55.16 499.03 660.8 A21 Primary road without limited access, U.S. and state highways, unseparated 175.07 190.29 155.44 55.16 284.26 367.22 A25 Primary road without limited access, U.S. and state highways, separated 24.75 40.18 21.87 --- 214.77 293.58 A30 SECONDARY and CONNECTING ROAD, STATE and COUNTY HIGHWAYS 773.72 451.06 172.9 675.92 1,690.38 554.23 A31 Secondary and connecting road, state and county highways, unseparated 680.15 451.06 171.17 664.22 1,656.36 441.40 A35 Secondary and connecting road, state and county highways, separated 93.57 --- 1.73 11.70 34.02 112.83 A40 LOCAL, NEIGHBORHOOD, and RURAL ROAD, CITY STREET 9,634.10 3,960.63 5,134.14 20,353.74 14,997.79 12,350.99 A41 Local, neighborhood, and rural road, city street, unseparated 9,630.04 3,954.17 5,129.50 20,342.12 14,995.06 12,339.68 A45 Local, neighborhood, and rural road, city street, separated 4.06 6.46 4.64 11.62 2.73 11.31 Totals 10,686.02 4,798.31 5,558.70 21,430.00 17,393.12 13,748.53

21 Table 2.9. State Highway Safety Laws Applicable in Each Study Center Area Type of Law Bloomington (Indiana) Buffalo (New York) Durham (North Carolina) Seattle (Washington) State College (Pennsylvania) Tampa (Florida) Aggressive driver actions defined by statute At least three of the fol- lowing: following too closely, unsafe oper- ation, passing on the right off of roadway, unsafe stopping or slowing, unnecessary sounding of the horn, failure to yield, failure to obey traffic control device, speeding, repeatedly flashing headlights No state law Speeding and driving carelessly and heed- lessly in willful or wanton disregard of the rights or safety of others while commit- ting at least two of the following viola- tions: running a red light or stop sign, illegal passing, failing to yield right of way, following too closely No state law No state law Resolution passed to encourage drivers to drive courteously and defensively At least two of the fol- lowing: speeding, unsafe or improper lane change, follow- ing too closely, failure to yield right of way, improper passing, failure to obey traffic control devices (Not enforceable— violator is cited for specific infractions) Handheld cell phone use Not banned Banned for all drivers, primary Not banned Banned for all drivers, primary Not banned Not banned All cell phone use Banned only for novice drivers <18 years old, primary Not banned Banned only for novice drivers <18 years old, primary Banned for learner or intermediate driver, primary Not banned Not banned Text messaging Banned for all drivers, primary Banned for all driv- ers, primary Banned for all drivers, primary Banned for all drivers, primary Banned for all drivers, primary Banned for all drivers (10/1/13), secondary Drug-impaired driving per se laws for drugs (forbidding prohib- ited substances in driver’s body) Yes No state law Yes Yes for THCa Yes No law Drunk driving blood alcohol content (BAC) defined as illegal per se 0.08 0.08 0.08 0.08 0.08 0.08 Graduated driver licensing (GDL) program Yes Yes Yes Yes Yes Yes Learner stage min. age (years/months) 15 with driver ed 16 w/out driver ed 16 15 15 with driver ed 15/6 without driver ed 16 15 Intermediate stage min. age (years/ months) 16/6 with driver ed 16/9 w/out driver ed (nighttime driving and passenger restrictions) 16/6 nighttime driv- ing and passen- ger restrictions 16 nighttime driving and passenger restrictions 16 nighttime driving and passenger restrictions; driver ed required, no traffic violations or drug or alcohol offensesb 16/6 nighttime driv- ing and passenger restrictions 16 and 17 (nighttime driving restrictions) (continued on next page)

22 Table 2.9. State Highway Safety Laws Applicable in Each Study Center Area (continued) Type of Law Bloomington (Indiana) Buffalo (New York) Durham (North Carolina) Seattle (Washington) State College (Pennsylvania) Tampa (Florida) Full privilege min. age (years/months) 18 (night) 17 (passenger) with driver ed 17/3 without driver ed 17 with driver ed 18 without driver ed 16/6 18 17 with driver ed and 12 months no crash or conviction; 18 without driver ed 18 Length of regular driver license renewal Every 6 years Every 8 years Every 8 years Every 5 years Every 4 years Every 8 years Special provisions for mature driver license renewal (years) For drivers 75–84, renewal every 3 years For drivers >84, renewal every 2 years None For drivers >65, renewal every 5 years None None For drivers >79, renewal every 6 years with vision test Speed limits for cars/ trucks (mph) Rural Interstates Urban Interstates Other limited access 70/65 55/55 60/60 65/65 55/55 55/55 70/70 70/70 70/70 70/60 60/60 60/60 65/65 55/55 65/65 70/70 65/65 70/70 Seat belts: age-related laws (years) Primary >15 all seats Primary <16 in rear seats All in front seats Primary >15 in front seats Secondary >15 in rear seats Primary >8 or >4′9″ in all seats Secondary >17 in front seats Primary 8–17 in all seats Primary >5 in front seats 6–17 in all seats Child seat: age-related laws (years) <8: mandatory 8–15: seat belt allowed <8 and <80 lbs: mandatory 8–15 (weigh 40–80 lbs): seat belt allowed <8 and <4′9″: mandatory 8–15, <8 and 4′9″ or taller, children who weigh >40 lbs: seat belt allowed <8: mandatory <4: mandatory 4–5: seat belt allowed Sources: Governors Highway Safety Association. 2013. Highway Safety Laws by State. http://www.ghsa.org/html/stateinfo/bystate/index.html. Accessed Dec. 20, 2013. Insurance Institute for Highway Safety. 2013. Highway Safety Topics and State Laws. http://www.iihs.org/laws/default.aspx. Accessed April 22, 2014. a Tetrahydrocannabinol. b Washington State definition of other drug/prohibited substances provided in statute. Revised Code of Washington (RCW), Title 46 Motor Vehicles. http://apps.leg.wa.gov/rcw/default.aspx?Cite=46. Accessed April 22, 2014.