1 MOTORCYCLES, 2013 MAY 2014 ISSUE 14-C02 HIGHLIGHTS In 2013, the 113 Indiana fatal collisions involving motorcycles resulted in 118 fatalities. The 118 fatalities involved 81 motorcycle operators, 23 moped operators, 12 motorcycle passengers, and 2 moped passengers. After peak numbers of motorcycle collisions (4,104) and fatal motorcycle collisions (146) in 2012, the number of fatal collisions in 2013 decreased 23 percent, to 113. There were 3,522 collisions in 2013 involving motorcycles or mopeds, a 14 percent decrease from Thirty-three fewer motorcycle and moped riders died in 2013 than in 2012 (22 percent decrease). Unlicensed moped operators involved in collisions increased about 13 percent annually from 2009 to In 2013, 44 percent of collision-involved moped operators reported no license. Mopedrelated injuries are a growing proportion of all motorcyclist injuries. Among collision-involved motorcyclists, fatality rates for helmeted riders (1.9 percent) were lower than the fatality rate for unhelmeted riders (3.4 percent). Highest helmet use among collision-involved motorcyclists in 2013 (38 percent) was among riders aged 65 years or older, and 55 to 64 years (30 percent). The lowest rate was for riders 35 to 44 years of age (18 percent). JUNE 2014 ISSUE 14-C02 Based on data from the Indiana Automated Reporting and Information Exchange System (ARIES) as of March 21, 2014, this factsheet summarizes general aspects of motorcycle collisions, selected demographic characteristics of persons involved, license types and status, helmet use, the incidence of alcohol impairment, and geographical locations of collisions. The population of persons involved in motorcycle collisions comprises the operators (drivers) and passengers of motorcycles, mopeds, and other vehicles, and nonmotorists (other vehicles and non-motorists are combined in this factsheet, unless noted otherwise). Persons involved, fatalities, and injuries in motorcycle and moped collisions 1 The large drop in 2013 motorcycle fatalities comes after a peak year in 2012 fatalities. In 2012, Indiana experienced the largest number of motorcycle injuries and fatalities during the period as measured by ARIES data. As a result, 2013 fatalities appear to be a return to pre-2012 levels. From 2007 to 2013, fatalities per 100,000 motorcycle registrations dropped from 64 to 53; injuries per 100,000 registrations dropped from 1,473 to 1,243 (Table 1). After the 2012 peak, there was a 15 percent decrease in the number of persons involved in motorcycle collisions in 2013 (Table 2). In 2013, there were 118 fatalities from collisions involving motorcycles or mopeds. Including non-motorcyclists, there were 2,962 persons with non-fatal injuries. Table 1. Indiana motorcyclist fatalities and injuries and fatality and injury rates, Year Fatalities Injuries Motorcycle Rates per 100,000 MC reg registrations Fatalities Injuries , , , , , , , , , , , , , , , , , , , , ,242.6 Sources: Indiana State Police Automated Reporting Information Exchange System, as of March 21, 2014 Indiana Bureau of Motor Vehicles, as of April 4, ) Moped and motorcycle riders are included in fatalities and injuries. 2) Injuries includes incapacitating, non-incapacitating, and other injury categories. 1 The classification of motorized two-wheel vehicles as mopeds or motorcycles is not standardized among Indiana law enforcement, to the extent that some of the variation in moped counts could be because of changing classification practices among police investigators.
2 2 Table 2. Persons involved in Indiana motorcycle or moped collisions by person type and injury, Injury status and person type Count of individuals All persons involved 5,134 5,524 5,708 6,611 5, % -14.5% Fatal % -21.9% Injured 2,690 2,916 2,904 3,477 2, % -14.8% Not injured 2,331 2,494 2,686 2,983 2, % -13.7% Motorcycle 2,758 2,858 2,850 3,187 2, % -16.9% Driver 2,513 2,553 2,574 2,877 2, % -17.2% Fatal % -27.7% Injured 1,683 1,736 1,718 1,983 1, % -19.1% Not injured % -11.1% Passenger % -14.2% Fatal % -20.0% Injured % -13.3% Not injured Moped ,271 1, % -9.8% Driver ,144 1, % -7.9% Fatal % 0.0% Injured % -8.1% Not injured % -7.7% Passenger % -27.6% Fatal % Injured % -29.5% Not injured Other vehicle 1,648 1,802 1,899 2,153 1, % -13.6% Fatal % -- Injured % 4.5% Not injured 1,442 1,594 1,714 1,955 1, % -15.4% 1) Other vehicle counts include non-motorists. 2) Passengers classified as not injured should not be in ARIES; they are included here as reported in ARIES. MOTORCYCLE COLLISIONS From 2012 to 2013, the number of fatal motorcycle collisions decreased 23 percent (Table 3), partly the result of a peak in fatal motorcycle collisions in The largest decrease in fatal collisions from 2012 to 2013 Table 3. Collisions involving motorcycles by collision severity and vehicles involved, was in the fatal multi-vehicle category (27 percent decrease, from 83 to 61). For motorcyclists, multi-vehicle collision injury rates were typically lower than single-vehicle rates. Fatality rates for single- and multi-vehicle motorcycle collisions were similar from 2009 to Collision type and severity Count of collisions All collisions 3,276 3,429 3,551 4,104 3, % -14.2% Fatal % -22.6% Injury 2,224 2,410 2,421 2,892 2, % -15.6% Property damage ,013 1, % -9.2% Single vehicle 1,493 1,557 1,566 1,768 1, % -15.7% Fatal % -17.5% Injury 1,162 1,236 1,231 1,427 1, % -17.7% Property damage % -5.0% Multi-vehicle 1,783 1,872 1,985 2,336 2, % -13.1% Fatal % -26.5% Injury 1,062 1,174 1,190 1,465 1, % -13.6% Property damage % -10.7% Fatal collision as % total Single vehicle 3.2% 3.1% 3.4% 3.6% 3.5% Multi-vehicle 3.5% 3.3% 3.2% 3.6% 3.0% Injury collision as % total Single vehicle 77.8% 79.4% 78.6% 80.7% 78.8% Multi-vehicle 59.6% 62.7% 59.9% 62.7% 62.3% 1) Motorcycles includes mopeds. 2) Multi-vehicle collision includes other vehicles and non-motorists.
3 GENDER AND AGE 2 Far more males than females are involved in Indiana motorcycle collisions in 2013, 85 percent of 3,792 collision-involved motorcycle riders were males (calculated from Table 4). Overall, the number of male motorcycle riders killed in crashes decreased 25 percent in The number of male operators killed dropped 26 percent from 2012 to The number of collision-involved female operators decreased 10 percent in From 2009 to 2013, the largest numbers of motorcyclists killed were typically within three age groupings:,, and years (Figure 1). This changed somewhat in In 2013, there was a notable decline in the number of year old motorcyclists killed in comparison to 2012 (from 33 to 15). Only one age group saw an increase in fatalities from 2012 to 2013: the number of motorcyclists killed under 20 years of age increased in 2013 (from 5 to 9). The pattern of fatality rates per 100 motorcyclists involved shows differences among age groups (Figure 2). Table 4. Injury status of motorcycle and moped riders by gender and person type, Person type and injury status All riders 3,482 3,721 3,808 4,451 3, % -14.8% Male 2,967 3,122 3,221 3,802 3, % -15.2% Fatal % -25.2% Injured 2,042 2,177 2,196 2,714 2, % -17.1% Not injured % -8.5% Female % -12.5% Fatal % 6.3% Injured % -10.3% Not injured % -33.8% Operators only 3,176 3,337 3,456 4,016 3, % -14.5% Male 2,910 3,044 3,146 3,702 3, % -14.9% Fatal % -25.9% Injured 1,992 2,110 2,124 2,620 2, % -16.5% Not injured % -8.8% Female % -9.9% Fatal % -- Injured % -6.4% Not injured % -29.7% Passengers % -17.7% Male % -27.0% Fatal Injured % -31.9% Not injured Female % -14.9% Fatal % -18.8% Injured % -13.5% Not injured ) Excludes cases where gender or injury status were unknown. 2) Passengers classified as not injured should not be in ARIES; they are included here as reported in ARIES. 2 This section excludes cases where gender, age, or injury status is unknown, unless otherwise noted. In addition, motorcycles and mopeds are combined as a single group. 3
4 Figure 1. Count of motorcyclists killed, by age, (n=111) 2010 (n=110) 2011 (n=118) 2012 (n=151) 2013 (n=118) 1) Motorcyclists includes moped riders. 2) Excludes unknown age group. Figure 2. Fatality rate per 100 motorcyclists involved, by age, ) Motorcyclists includes moped riders. 2) Excludes unknown age group. 4
5 LICENSING IN MOTORCYCLE COLLISIONS ARIES data collected at collision sites by the police include the operator license type reported for the drivers involved. Generally, the types of driver s licenses reported for motorcycle operators differed from moped operators in several ways (Table 5). From 2009 to 2013, collision-involved motorcycle operators with proper motorcycle endorsements comprised slightly less than two-thirds of all motorcycle operators involved. Figure 3 shows the license types of collision-involved motorcycle and moped operators. Table 5. License type of motorcycle and moped operators involved in collisions, All operators 3,180 3,338 3,456 4,021 3, % -14.6% Motorcycle 2,513 2,553 2,574 2,877 2, % -17.2% Motorcycle endorsement 1,593 1,636 1,590 1,831 1, % -15.2% Other operating license % -20.2% No license % -25.3% Learners permit/probationary % -9.1% Unknown/not reported % -50.0% Moped ,144 1, % -7.9% Motorcycle endorsement % -28.6% Other operating license % -18.2% No license % 3.8% Learners permit/probationary % -3.7% Unknown/not reported % 0.0% Moped as percent all operators 21.0% 23.5% 25.5% 28.5% 30.7% Percent by license type Motorcycle 100% 100% 100% 100% 100% Motorcycle endorsement 63.4% 64.1% 61.8% 63.6% 65.2% Other operating license 33.1% 33.3% 34.7% 32.5% 31.3% No license 2.3% 1.8% 2.8% 2.6% 2.4% Learners permit/probationary 0.8% 0.5% 0.5% 0.8% 0.8% Unknown/not reported 0.5% 0.3% 0.2% 0.5% 0.3% Moped 100% 100% 100% 100% 100% Motorcycle endorsement 2.1% 1.7% 0.9% 1.2% 0.9% Other operating license 43.0% 44.3% 48.0% 48.1% 42.7% No license 42.6% 42.3% 41.5% 39.4% 44.4% Learners permit/probationary 6.3% 6.2% 5.6% 7.2% 7.5% Unknown/not reported 6.0% 5.5% 4.1% 4.1% 4.5% Figure 3. Percentage of motorcycle and moped operators involved in collisions, by license type, 2013 Learners permit or probationary 0.8% 7.5% Motorcycle (n=2,381) Moped (n=1,054) Motorcycle or MC endorsement No license 0.9% 2.4% 44.4% 65.2% Other operating license 31.3% 42.7% Unknown/not reported 0.3% 4.5% 0% 10% 20% 30% 40% 50% 60% 70% 5
6 HELMET USE Based on roadside observational surveys of motorcycle helmet use in Indiana from 2005 to 2013, helmet usage has ranged between 35 and 47 percent, with a mean of about 41 percent. 3 Collision-involved motorcyclists reflect substantially lower helmet use rates. From 2009 to 2013, the rate of helmet use among motorcycle riders involved in collisions was approximately one in four (Table 6), with the annual rate of change declining about 2 percent each year. Considering known helmet use, fatality rates for helmeted riders were roughly one-half the fatality rates for unhelmeted riders. Similarly, helmeted riders had lower non-fatal injury rates than did those unhelmeted. From 2009 to 2013, helmet use was unknown or unreported for approximately 8 to 9 percent of collisioninvolved motorcyclists. Helmet use in Indiana motorcycle collisions varies somewhat by age, but less so by gender. The highest rate of helmet use among collisioninvolved motorcyclists in 2013 (39 percent) was among riders aged 65 years or older (Figure 4). The lowest rate was for riders between 35 and 44 years of age (18 percent). Male and female motorcycle riders involved in collisions had similar reported rates of helmet use during the period (Table 7). Less than 30 percent of female and male motorcycle and moped riders in collisions were classified as using helmets. Regardless of gender, motorcycle passengers injured in collisions generally have slightly lower rates of helmet use than motorcycle operators. Table 6. Helmet use by motorcyclists in Indiana collisions by individual injury severity, Helmet Use All motorcyclists 3,486 3,722 3,809 4,458 3, % -14.9% No helmet reported 63.5% 64.6% 64.7% 66.5% 66.1% 1.0% -0.6% Helmet reported 28.3% 26.5% 25.8% 24.7% 25.8% -2.3% 4.3% Unknown 8.1% 8.9% 9.6% 8.8% 8.1% 0.0% -7.6% No helmet reported 2,215 2,403 2,463 2,963 2, % -15.4% Fatal 3.8% 3.6% 3.9% 3.9% 3.4% -3.3% -14.4% Injured 74.4% 74.1% 74.1% 75.2% 74.8% 0.1% -0.5% Not injured 21.7% 22.3% 22.0% 20.9% 21.8% 0.1% 4.7% Helmet reported , % -11.3% Fatal 2.1% 1.8% 1.8% 2.6% 1.9% -2.2% -26.2% Injured 68.0% 72.5% 69.4% 72.8% 72.0% 1.4% -1.1% Not injured 29.9% 25.7% 28.7% 24.6% 26.1% -3.4% 6.0% Unknown % -21.4% Fatal 1.8% 1.5% 1.4% 1.5% 4.9% 28.9% 218.0% Injured 58.5% 65.2% 58.1% 63.1% 57.0% -0.6% -9.7% Not injured 39.8% 33.3% 40.5% 35.4% 38.2% -1.0% 8.0% Note: Includes motorcycle and moped riders. 3 Center for Road Safety, Indiana Roadside Observational Survey of Safety Belt and Motorcycle Helmet Use. Purdue University. 6
7 Figure 4. Percent helmet use reported for motorcyclists involved in collisions by age of rider, % 5% 10% 15% 20% 25% 30% 35% 40% 45% (n=503) 30.2% (n=376) 27.4% (n-694) 24.1% (n=702) 18.2% (n=852) 25.0% (n-509) 30.5% > 64 (n=156) 38.5% 1) Cases with unknown helmet use are classified as no helmet use. 2) Cases with unknown age are excluded. 3) Motorcycle and moped riders are combined in this figure. Table 7. Helmet use for motorcycle and moped riders in crashes, by gender, All riders Male 2,967 3,122 3,221 3,802 3, % -15.2% Helmet reported % -9.9% % helmet 28.8% 26.7% 25.8% 24.8% 26.3% -2.2% 6.3% Female % -12.5% Operators only Helmet reported % -18.8% % helmet 25.6% 25.4% 25.6% 24.7% 22.9% -2.8% -7.2% Male 2,910 3,044 3,146 3,702 3, % -14.9% Helmet reported % -9.3% % helmet 29.0% 26.9% 25.8% 24.8% 26.4% -2.3% 6.6% Female % -9.9% Passengers only Helmet reported % -23.9% % helmet 29.3% 28.7% 30.3% 28.0% 23.7% -5.2% -15.5% Male % -27.0% Helmet reported % -34.8% % helmet 19.3% 19.2% 22.7% 23.0% 20.5% 1.6% -10.7% Female % -14.9% Helmet reported % -12.5% % helmet 21.7% 22.2% 20.2% 21.5% 22.1% 0.5% 2.9% Note: Excludes cases with unknown gender or unknown helmet reported. 7
8 ALCOHOL INVOLVEMENT With respect to levels and numbers of impaired motorcycle and moped operators, it should be noted that reporting rates for alcohol-impairment and BAC levels in ARIES were substantially lower in 2013 than 2012 (from 61 percent to 42 percent), so the interpretation of the comparatively lower impairment rates in 2013 should be made with care. From 2009 to 2013, the numbers of impaired motorcycle and moped operators involved in collisions generally increased at about 1 percent per year (Table 8). The percentage of all operators classified as impaired declined from 5 to 4 percent from 2012 to Considering all collisions, impaired operators comprised an average of about 4 percent for motorcycles and 5 percent of mopeds (calculated from Table 8). In 2013, 14 percent of motorcycle operator fatalities were classified as impaired (down from 23 percent in 2012), compared to 5 percent of moped operator fatalities. When examined in terms of BAC among motorcycle and moped operators killed in collisions, the number of operators classified with a BAC of 0.08 g/dl or greater dropped sharply (from 32 to 12) (Table 9). The percentage of fatalities with reported results in ARIES ranged from a high of about 66 percent in 2011 to a new low of 42 percent in Considering only those tested, the percentage of (killed) operators with 0.08 g/dl or greater drifted upward from 2009 to nearly 51 percent in 2011, then dropped to under 40 percent in 2012 and 27 percent in While there might be real reductions in impaired motorcycle and moped riding in 2013, the true magnitude of this decrease is masked by low ARIES reporting in Table 8. Operators involved in collisions, by alcohol impairment and injury status, Operators by alcohol impairment and injury status Unimpaired 3,045 3,178 3,276 3,812 3, % -13.6% Motorcycle 2,415 2,451 2,450 2,736 2, % -16.3% Fatal % -18.6% Injured 1,627 1,665 1,641 1,892 1, % -18.4% Not injured % -10.9% Moped ,076 1, % -6.8% Fatal % 29.4% Injured % -7.2% Not injured % -8.0% Impaired % -31.6% Motorcycle % -34.8% Fatal % -57.7% Injured % -33.0% Not injured % -16.7% Moped % -25.0% Fatal % -83.3% Injured % -22.6% Not injured % 0.0% % impaired--overall 4.2% 4.8% 5.2% 5.2% 4.2% Motorcycle 3.9% 4.0% 4.8% 4.9% 3.9% Moped 5.5% 7.4% 6.3% 5.9% 4.8% % impaired--fatal injuries 18.7% 24.0% 33.6% 23.7% 11.5% Motorcycle 21.6% 23.7% 34.8% 23.2% 13.6% Moped 5.3% 28.6% 28.6% 26.1% 4.3% Table 9. Motorcycle and moped operators killed in collisions, by blood alcohol content, BAC (g/dl) range Operators killed % -23.0% Not reported or no test % 13.2% % -42.2% 0.01 < % 20.0% 0.08 < % -83.3% % -50.0% Operators with % -62.5% % with reported results 45.8% 56.0% 66.4% 60.7% 42.3% % 0.08 or higher (of all reported results) 40.8% 42.9% 50.7% 39.0% 27.3% 8
9 GEOGRAPHY AND LOCATION ARIES has traditionally classified collisions as urban or rural, based on whether a collision was within the incorporated limits of a municipality. By this criterion, the majority of fatal motorcycle collisions were classified as rural from 2009 through 2013 (Table 10). Since 2009, motorcycle collisions involving non-fatal injuries ranged from about 63 to 66 percent urban in When the state of Indiana is divided into urban, suburban, exurban, and rural categories (based on 2010 US Census definitions of urban places) reflecting a continuum of population density, roughly 70 to 75 percent of fatal collisions occurred in urban and suburban locations. 4 In 2013, about 14 percent of fatal crashes were located in purely rural areas (i.e., areas five or more miles away from the outer boundaries of U.S. Censusdefined urban areas). Most fatal and injury collisions involving motorcycles occurred within urban and suburban areas. In 2012 and 2013, about 80 percent of non-fatal injury collisions occurred in urban and suburban areas. Indiana counties vary in their rates of motorcycle collisions as a percentage of total collisions in the county (Map 1). Large population counties have lower (overall) motorcycle collision rates (e.g., Marion or Lake). Counties with the highest overall motorcycle collision rates in 2013 were located in the southern half of Indiana. Point-level patterns of fatal collisions were distributed less systematically among various areas within the state in 2013, although it is possible to identify clusters in various counties (e.g., Marion, Lake, Vanderburgh, Allen, Tippecanoe). Eight counties had high rates of motorcycle-involved collisions but no fatal motorcycle collisions. Table 10. Collisions involving motorcycles or mopeds, by severity and locality, Collisions by location Incorporated limits Locality Fatal Urban 42.3% 49.1% 40.2% 47.3% 42.5% Rural 57.7% 50.9% 59.0% 52.7% 57.5% Unknown 0.0% 0.0% 0.9% 0.0% 0.0% Non-fatal 3,165 3,319 3,434 3,958 3,409 Urban 63.1% 62.8% 64.5% 66.3% 64.3% Rural 36.8% 37.1% 35.5% 33.6% 35.6% Unknown 0.1% 0.1% 0.1% 0.2% 0.1% Fatal Urban 45.0% 50.9% 49.6% 49.3% 44.2% Suburban 27.0% 17.3% 20.5% 25.3% 25.7% Exurban 9.0% 7.3% 9.4% 9.6% 14.2% Rural 16.2% 16.4% 15.4% 13.7% 14.2% Unknown 2.7% 8.2% 5.1% 2.1% 1.8% Non-fatal 3,165 3,319 3,434 3,958 3,409 Urban 64.2% 61.5% 66.4% 67.5% 67.1% Suburban 12.9% 13.1% 13.4% 13.6% 13.2% Exurban 6.2% 7.4% 6.3% 6.5% 6.7% Rural 9.5% 9.9% 9.5% 7.9% 10.0% Unknown 7.2% 8.1% 4.4% 4.5% 2.9% 1) Locality classification is defined as follows: Urban = urban place boundary defined by the U.S. Census. Suburban = 2.5 mile wide band around urban. Exurban = 2.5 mile wide band around suburban. Rural = everywhere > 5 miles from boundary of an urban area. 2) Non-fatal includes incapacitating, non-incapacitating, and property damage collisions. 4 The US Census delineation of urban places changed in 2010 after the most recent decennial census. ARIES data for 2008 to 2012 are geotagged with the 2010 urban place boundaries. 9
10 Map 1. Indiana motorcycle collisions as a percent of total county collisions and location of fatal collisions involving motorcycles, 2013 MC collisions, as % of total county collisions 25th percentile 50th percentile 75th percentile > 75th percentile Sources: Injuries Indiana State Police Automated Reporting Information Exchange System, as of March 21, 2014 Population U.S. Census Bureau MC collisions (mapped/total) Fatal MC collisions (111/113) 10
11 DEFINITIONS Alcohol-impaired A driver is classified as alcohol-impaired when the driver has a blood alcohol content (BAC) test result at or above 0.08 g/dl. (ARC) The rate that a beginning value must increase/decrease each period (e.g. month, quarter, year) in a time series to arrive at the ending value in the time series. ARC is a smoothed rate of change because it measures change in a variable as if the change occurred at a steady rate each period with compounding. For example, to measure change in a variable from 2009 to 2013, it is calculated as (Value in 2013/Value in 2009) 1 /4 1. Census locality Urban is defined as Census 2000 Urban Areas, suburban as areas within 2.5 miles of urban boundaries, exurban as areas within 2.5 miles of suburban boundaries, and rural as areas beyond exurban boundaries (i.e., everything else). DATA SOURCES Indiana Bureau of Motor Vehicles, current as of April 4, Indiana State Police Automated Reporting Information Exchange System (ARIES), current as of March 21,
12 This publication was prepared on behalf of the Indiana Criminal Justice Institute (ICJI) by the Indiana University Public Policy Institute (PPI). Please direct any questions concerning data in this document to ICJI at This publication is one of a series of fact sheets that, along with the annual Indiana Crash Fact Book, form the analytical foundation of traffic safety program planning and design in the state of Indiana. Funding for these publications is provided by ICJI and the National Highway Traffic Safety Administration. An electronic copy of this document can be accessed via the PPI website ( the ICJI website ( or you may contact the PPI at Traffic Safety Project A collision produces three levels of data: collision, unit (vehicles), and individual. For this reason, readers should pay particular attention to the wording of statements about the data to avoid misinterpretations. Designing and implementing effective traffic safety policies requires data-driven analysis of traffic collisions. To help in the policy-making process, the Indiana University Public Policy Institute is collaborating with the Indiana Criminal Justice Institute to analyze 2013 vehicle crash data from the Auto mat ed Reporting Information Exchange System (ARIES), maintained by the Indiana State Police. This marks the eighth year of this partnership. Research findings are summarized in a series of fact sheets on various aspects of traffic collisions, including alcohol-related crashes, trucks, dangerous driving, children, motorcycles, occupant protection, and drivers. An additional publication provides information on county and municipality data. and the final publication produced is the annual Indiana Crash Fact Book. These publications serve as the analytical foundation of traffic safety program planning and design in Indiana. Indiana collision data are obtained from Indiana Crash Reports, as completed by law enforcement officers. As of December 31, 2013, approximately 99 percent of all collisions are entered electronically through ARIES. Trends in collisions incidence as reported in these publications incorporate the effects of changes to data elements on the Crash Report, agency-specific enforcement policy changes, re-engineered roadways, driver safety education programs, and other unspecified effects. If you have questions regarding trends or unexpected results, please contact the Indiana Criminal Justice Institute, Traffic Safety Division for more information. The Indiana Criminal Justice Institute Guided by a Board of Trustees representing all components of Indiana's criminal and juvenile justice systems, the Indiana Criminal Justice Institute serves as the state's planning agency for criminal justice, juvenile justice, traffic safety, and victim services. ICJI develops long-range strategies for the effective administration of Indiana's criminal and juvenile justice systems and administers federal and state funds to carry out these strategies. The Governor's Council on Impaired & Dangerous Driving The Governor's Council on Impaired & Dangerous Driving, a division of the Indiana Criminal Justice Institute, serves as the public opinion catalyst and the implementing body for statewide action to reduce death and injury on Indiana roadways. The Council provides grant funding, training, coordination, and ongoing support to state and local traffic safety advocates. Indiana University Public Policy Institute The Indiana University Public Policy Institute (PPI) is a collaborative, multidisciplinary research institute within the Indiana University School of Public and Environmental Affairs (SPEA), Indianapolis. PPI serves as an umbrella organization for research centers affiliated with SPEA, including the Center for Urban Policy and the Environment and the Center for Criminal Justice Research. PPI also supports the Indiana Advisory Commission on Intergovernmental Relations (IACIR). The National Highway Traffic Safety Administration (NHTSA) NHTSA provides leadership to the motor vehicle and highway safety community through the development of innovative approaches to reducing motor vehicle crashes and injuries. The mission of NHTSA is to save lives, prevent injuries and reduce economic costs due to road traffic crashes, through education, research, safety standards and enforcement activity. Author: Samuel Nunn 12
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Disclaimer All reasonable endeavours are made to ensure the accuracy of the information in this report. However, the information is provided without warranties of any kind including accuracy, completeness,
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