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• Forty-one percent of the persons who were killed in traffic crashes in 1995 died in alcohol-related crashes. Nine percent of the injured persons received their injuries in alcohol-related crashes. - [People ; 1995 ]
  
  
  
• A total of 40,676 people lost their lives in motor vehicle crashes in 1994. Another 3.2 million people were injured. - [People ; 1994 ]
  
  
  
• The majority of persons killed or injured in traffic crashes were drivers (63 percent), followed by passengers (32 percent), pedestrians (3 percent), and pedalcyclists (2 percent). - [People ; 1994 ]
  
  
  
• Persons 16 to 20 years old had the highest fatality and injury rates per 100,000 population. Children 5 to 9 years old had the lowest fatality rate, and children under 5 had the lowest injury rate. - [People ; 1994 ]
  
  
  
• For every age group, the fatality rate per 100,000 population was lower for females than for males. The injury rate based on population was lower for females than for males in four age groups: 5 to 9, 25 to 34, 55 to 64, and over 74 years old. - [People ; 1994 ]
  
  
  
• Although male drivers were 51 percent of total licensed drivers, they accounted for 74 percent of the drivers involved in fatal crashes, 59 percent of the drivers in injury crashes, and 63 percent of the drivers in property-damage-only crashes. - [People ; 1994 ]
  
  
  
• Forty-one percent of the persons who were killed in traffic crashes in 1994 died in alcohol-related crashes. Nine percent of the injured persons received their injuries in alcohol-related crashes. - [People ; 1994 ]

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• On average, a pedestrian is killed in a motor vehicle crash every 107 minutes, and one is injured every 6 minutes. - [pedestrians ; 1999 ]
  
  
  
• Alcohol involvement — either for the driver or the pedestrian — was reported in 47 percent of the traffic crashes that resulted in pedestrian fatalities. Of the pedestrians involved, 31 percent were intoxicated. The intoxication rate for the drivers involved was only 12 percent. In 6 percent of the crashes, both the driver and the pedestrian were - [pedestrians ; 1999 ]
  
  
  
• On average, a pedestrian is killed in a traffic crash every 101 minutes. - [Pedestrians ; 1998 ]
  
  
  
• Most pedestrian fatalities in 1998 occurred in urban areas (69 percent), at nonintersection locations (78 percent), in normal weather conditions (88 percent), and at night (64 percent). - [Pedestrians ; 1998 ]
  
  
  
• Older pedestrians (ages 70+) accounted for 18 percent of all pedestrian fatalities and 5 percent of all pedestrian injuries. The death rate for this group, both males and females, was 3.86 per 100,000 population — higher than for any other age group. - [Pedestrians ; 1998 ]
  
  
  
• Pedestrian fatalities accounted for 85 percent of all nonoccupant fatalities in 1998. - [Pedestrians ; 1998 ]
  
  
  
• Nearly one-half of all pedestrian fatalities occurred on Friday, Saturday, or Sunday: 16 percent, 18 percent, and 13 percent, respectively. - [Pedestrians ; 1998 ]
  

  
  

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• In 2000, there were a total of 41,821 traffic fatalities in the United States. The 0-14 age group accounted for 6 percent (2,343) of those traffic fatalities. - [Children ; 2000 ]
  
  
  
• In the United States, an average of 6 children 0-14 years old were killed and 797 were injured every day in motor vehicle crashes during 2000. In the 0-14 year age group, males accounted for 56 percent of the fatalities and 51 percent of those injured in motor vehicle crashes during 2000. - [Children ; 2000 ]
  
  
  
• In 2000, 20 percent of the children under 15 years old who were killed in motor vehicle crashes were killed in alcohol-related crashes. - [Children ; 2000 ]
  
  
  
• Of the children 0-14 years old who were killed in alcohol-related crashes during 2000, almost half (223) were passengers in vehicles with drivers who had been drinking, with blood alcohol concentration (BAC) levels of 0.01 gram per deciliter (g/dl) or higher. - [Children ; 2000 ]
  
  
  
• Another 80 children under 15 years old who were killed in traffic crashes in 2000 were pedestrians or pedalcyclists who were struck by drinking drivers (BAC _ 0.01 g/dl). - [Children ; 2000 ]
  
  
  
• One-fifth (20 percent) of the traffic fatalities in the 0-14 year age group were pedestrians. - [Children ; 2000 ]
  
  
  
• During 2000, 43 percent of the young pedestrian fatalities occurred between the hours of 4 pm and 8 pm, and 81 percent occurred at non-intersection locations. - [Children ; 2000 ]
  
  
  
• A total of 690 pedalcyclists were killed in motor vehicle crashes in 2000. Children 0-14 years old accounted for 175 (25 percent) of those fatalities. - [Children ; 2000 ]
  
  
  
• Almost one-fourth of all children between the ages of 5 and 9 years who were killed in motor vehicle traffic crashes were pedestrians. Nearly one-fifth of the traffic fatalities under age 16 were pedestrians. - [children ; 1999 ]
  
  
  
• In 1999, there were a total of 41,611 traffic fatalities in the United States. The 0-14 age group accounted for 6 percent (2,474) of those traffic fatalities. In addition, children under 15 years old accounted for 5 percent (1,724) of all vehicle occupant fatalities, 10 percent (318,000) of all the people injured in motor vehicle crashes, and 9 per - [children ; 1999 ]

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On a population basis, the age-related diminished capabilities that contribute most to older drivers' difficulties at freeway interchanges include losses in vision and information-processing ability, and decreased physical flexibility in the neck and upper body. Specifically, older adults show declines in static and dynamic acuity, increased sensitivity to glare, poor night vision, and reduced contrast sensitivity (McFarland, Domey, Warren, and Ward, 1960; Weymouth, 1960; Richards, 1972; Pitts, 1982; Sekuler, Kline, and Dismukes, 1982; Owsley, Sekuler, and Siemsen, 1983). These sensory losses are compounded by the following perceptual and cognitive deficits, the first two of which are recognized as being especially critical to safety: reduction in the ability to rapidly localize the most relevant stimuli in a driving scene; reduction in the ability to efficiently switch attention between multiple targets; reduction in working memory capacity; and reduction in processing speed (Avolio, Kroeck, and Panek, 1985; Plude and Hoyer, 1985; Ponds, Brouwer, and van Wolffelaar, 1988; Brouwer, Ickenroth, Ponds, and van Wolffelaar, 1990; Brouwer, Waterink, van Wolffelaar, and Rothengatter, 1991). The most important physical losses are reduced range of motion (head and neck), which impairs visual search, and slowed response time to execute a vehicle control movement, especially when a sequence of movements--such as braking, steering, and accelerating to weave and then exit a freeway--is required (Smith and Sethi, 1975; Goggin, Stelmach, and Amrhein, 1989; Goggin and Stelmach, 1990; Hunter-Zaworski, 1990; Staplin, Lococo, and Sim, 1990; Ostrow, Shaffron, and McPherson, 1992).

One result of these age-related diminished capabilities is demonstrated by a driver who waits when merging and entering freeways at on-ramps until he/she is alongside traffic, then relies on mirror views of overtaking vehicles on the mainline to begin searching for an acceptable gap (McKnight and Stewart, 1990). Exclusive use of mirrors to check for gaps, and slowing or stopping to look for a gap, increase the likelihood of crashes and have a negative effect on traffic flow. Malfetti and Winter (1987), in a critical incident study of merging and yielding problems, reported that older drivers on freeway acceleration lanes merged so slowly that traffic was disrupted, or they stopped completely at the end of the ramp instead of attempting to approach the speed of the traffic flow before entering the mainline. In a survey of 692 older drivers, 25 percent reported that they stop on a freeway entrance ramp before merging onto the highway, and 17 percent indicated that they have trouble finding a large enough gap in which to merge onto the mainline (Knoblauch, Nitzburg, and Seifert, 1997). Thirty-four percent of the "young-old" respondents (ages 50 to 72) and 26 percent of the "old-old" respondents (ages 73 to 97) responded that they wish entrance lanes were longer. In Lerner and Ratté's research (1991), older drivers in focus group discussions commented that they experienced difficulty maintaining vehicle headway because of slower reaction times, difficulty reading signs, fatigue, mobility limitations, a tendency to panic or become disoriented, and loss of daring or confidence. Merging onto the freeway was the most difficult maneuver discussed. Needed improvements identified by these older drivers included the elimination of weaving sections and short merge areas, which would facilitate the negotiation of on-ramps at interchanges. Improvements identified to ease the exit process included better graphics, greater use of sign panels listing several upcoming exits, and other methods to improve advance signing for freeway exits.

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FDA is advising that some soft cheeses made with raw milk present a health risk, especially to high risk groups, such as pregnant women, newborns, older adults, and people with weakened immune systems. Recently, cases of tuberculosis in New York City have been linked to consumption of queso fresco style cheeses, either imported from Mexico or consumed in Mexico.

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In A Policy on Geometric Design of Highways and Streets, the American Association of State Highway and Transportation Officials (AASHTO) presents six warrants (i.e., selection criteria) for interchanges and grade separations, including reductions in bottlenecks, crashes, and traffic volumes. Selecting the most appropriate type of interchange depends on various factors such as the number of intersection approaches, expected traffic movements, expected volumes, design controls, rights-of-way, and topographies. Planners should perform engineering reviews prior to any construction to determine the appropriate interchange configuration for a given situation. Moreover, accommodations for bicyclists and pedestrians must be considered in order to provide access to all users, including people with disabilities.

For additional guidance on the design selection process, engineers can reference AASHTO's policies, Guidelines for Preliminary Selection of Optimum Interchange Type for Specific Location, by N.J. Garber and M.D. Fontaine; Single Point Urban Interchange Design Operations Analysis by C.J. Messer, J.A. Bonneson, S.D. Anderson, and W.F. McFareland; or Grade Separated Intersections: Intersection and Interchange Design by J.P. Leisch.

In Guidelines for Preliminary Selection of Optimum Interchange Type for Specific Location, Garber and Fontaine recommend using a diamond interchange for low-traffic volumes of less than 1,500 vehicles per hour (vph) and a single-point urban interchange for volumes between 1,500 and 5,500 vph. A single-point urban interchange yields higher delays when the crossroad and left-turn volumes do not balance. Additionally, Garber and Fontaine contend that a single-point interchange design is too expensive and intricate to construct where there are rights-of-way restrictions. Garber and Fontaine's results also indicate that when compared with diamond interchanges, single-point urban interchanges yield approximately 5-second delay savings per vehicle for up to a total flow of 4,500 vph. These delay savings do not apply to single-point interchanges with designs requiring a frontage road, where a diamond interchange (or a tight diamond interchange) often will be a more favorable design configuration.

This study compares conventional diamond interchanges with round-abouts at ramp terminals in terms of delay only.

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