developing a strategy for reducing the impact of driving under the influence of intoxicants in...
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Developing a Strategy for Reducing the Impact of Driving Under the Influence of Intoxicants in Portland, Oregon
Developing a Strategy for Reducing the Impact of Driving Under the Influence of Intoxicants in Portland, Oregon
www.its.pdx.edu/cstsp/duii.php
Christopher M. Monsere1 and Delia S. Chi2Christopher M. Monsere1 and Delia S. Chi2
BackgroundIn 2003, the City of Portland Office of Transportation (PDOT) launched the Community and School Traffic Safety Partnership (CSTSP) in response to the strong public demand for services that protect neighborhoods from the negative impacts of traffic. It is a community-based, coalition-led effort to improve Portland’s traffic safety. In 2005, members on the CSTSP DUII Working Group, identified a need to become more familiar with national best practices to reduce impaired driving.
ObjectiveThe purpose of this research was to provide DUII TAC members with the best available knowledge about the state of DUII-related crashes in Portland. The research intent was also to highlight best practices as found in the literature. Methodology
• Analysis of crash international, national, statewide, county, and city data • Review international and national best practices • Interview stakeholders in current Multnomah County
and City of Portland DUII system.• Synthesis of crash data, best practices, and current initiatives into potential strategies for improvement
1Assistant Professor, Civil and Environmental Engineering, Portland State University, [email protected]
2Graduate Research Assistant, Urban and Regional Planning, Portland State University
Ranking the Potential Strategies for Reducing DUIIBased on the data, review of best practices, and stakeholder interviews a matrix was developed to assist the DUII Working Group in determining a suitable strategy for reducing the impact of driving under the influence of intoxicants (drugs and alcohol) in Multnomah County and the City of Portland. Barriers and potential strategies are organized into three categories, prevention, enforcement and treatment categories. These categories pertain to target opportunities prior to, during, and following an impaired driving incident. For each identified possible strategy, a cost and effectiveness rank of low, medium, or high is assigned. The effectiveness ranking is based on the potential to reduce alcohol-related (or to some extent intoxicant-related) crashes. Crash reduction percentages are based on best practice research results. A “dotmocracy” effort is being conducted to rank the best strategies.
-80%
-70%
-60%
-50%
-40%
-30%
-20%
-10%
0%
10%
20%
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
Pe
rce
nt
Ch
an
ge
in T
ota
l Nu
mb
er
of
Fa
tal A
lco
ho
l-In
vo
lve
d C
ras
he
s
United States Australia France Germany UK
Source: Various
Per
cen
t C
han
ge
Sin
ce F
irst
Dat
a Y
ear
in
To
tal N
um
ber
of
Cra
shes
/ 10
0,00
0 p
erso
ns
0%
10%
20%
30%
40%
50%
60%
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Per
cen
tag
e o
f F
atal
Cra
shes
th
at a
re A
lco
ho
l-In
volv
ed
OR Urban Area Multnomah County City of Portland
Source: ODOT
Nu
mb
er o
f D
UII
Arr
ests
(O
reg
on
)
Cost Ranking Grn- Low = less than $150,000 Ylw- Medium $150 - 300,000 Red -High = over $300,00
Effectiveness Ranking(crash reduction)Red -Low = less than 10% Ylw- Medium = 5% to 10%Grn - High = over 10%
0
5,000
10,000
15,000
20,000
25,000
30,000
19
82
19
83
19
84
19
85
19
86
19
87
19
88
19
89
19
90
19
91
19
92
19
93
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
20
03
20
04
Nu
mber
of U
S A
lcoh
ol-
rela
ted
Fa
talit
ies
0
10
20
30
40
50
60
70
Pe
rce
nt o
f To
tal F
ata
litie
s
Alcohol-Related Fatalities Per 100K Pop in 2005
under 00 - 3.13.1 - 4.24.2 - 4.44.4 - 6.16.1 - 6.66.6 - 10.710.7 - 34.2over 34.2
0%
5%
10%
15%
20%
25%
1 -
5
6 -
10
11 -
15
16 -
20
21 -
25
26 -
30
31 -
35
36 -
40
41 -
45
46 -
50
51 -
55
56 -
60
61 -
65
66 -
70
71 -
75
76 -
80
81 -
85
86 -
90
91 -
95
96 -
100
Age Group
Per
cent
of I
mpa
ired
Dri
vers
in F
atal
A
lcoh
ol-In
volv
ed C
rash
OR Urban Areas Multnomah County City of Portland
Source: ODOT
Per
cen
tag
e o
f Im
pai
red
Dri
vers
in a
Fat
al
Alc
oh
ol-
Invo
lved
Cra
sh
5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4MONDAY
TUESDAY
WEDNESDAY
THURSDAY
FRIDAY
SATURDAY
SUNDAY
Time of Day
1995-2004 Aicohol Involed Injuries
6-8
4-6
2-4
0-2
Alcohol-Involved Crashes City of Portland, 1995-2004
AcknowledgementsThe research team thanks the Portland Office of Transportation and the DUII Working Group. The working group consists of representatives from Oregon Liquor Control Commission, Oregon Restaurant Association, Portland Department of Transportation, Trauma Nurses Talk Tough, Portland Police Bureau, Ride On Portland, Multnomah County Courthouse, Multnomah County DUII Rehabilitation Program, DUII Intensive Supervision Program, Department of Motor Vehicles, Portland State University, and others.
Trends
In the U.S., both the number and percent of total crashes that are alcohol- involved has not significantly changed since the early 1990s.
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Nu
mb
er
of
DU
II O
ffen
ses
Source: ODOT DUII Control System Performance Measures
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Nu
mb
er o
f D
UII
Arr
ests
Under 0.08 0.08 thru 0.14 Alcohol 0.15 thru 0.19 Alcohol0.20 or Above Alcohol BA Refused BA Not GivenOf Drugs Undetermined
Source: Oregon Uniform Crime Reports
To
tal N
um
ber
DU
II O
ffen
ses,
Po
rtla
nd
Fatality Rates of Alcohol Crashes per 100,000 Population, 2005
DUII Crash Trends and Patterns
Possible Strategies to Reduce the Impact of Driving Under the Influence of Intoxicants in Portland, OR (revised 6.20.07)
Effectiveness
Alcohol Availabilit
y
Enforcement
Judicial Treatment EducationLegislatur
eOther Party
Green = Low Yellow = Med Red = High
Investment TypeGreen = High Yellow = Med
Red = Low
PEducation / Media - Specific; Funding
System Youth 29 Lack of adequate funding for youth education programs.
Increase funding for education campaigns but directed at youth-specific issues
Annual 3.4.1research unclear on effectiveness; limited research
PEducation / Media -
Specific; DataSystem
Vulnerable Users 25 Lack of knowledge on risks of intoxication as
pedestrian or cyclist
Education programs, perhaps through the BTA or other advocacy group, on the personal risks of intoxication. New research on media-specific applications indicates this may be promising approach
Annual 3.4.1research unclear on effectiveness; limited research
PEducation / Media -
SpecificUser Youth 30
Data analysis indicates that the Hispanic and white male populations between ages 21-30 and 36-45 are a significant target profile of persons fatally injured in a alcohol involved crash.
Deliver education campaigns in a more appealing manner integrated within the existing system. New research on media-specific applications indicates this may be promising approach
Annual 3.4.1research unclear on effectiveness; limited research
P Access to Alcohol System General 5Number of vendors participating in the Responsible Vendor Program could be increased. Approximately 5% participate.
More promotion needed to encourage owners to apply and comply with responsible beverage sale - could be done through working with retail liquor store associations
Annual 3.1.3good practice, research indicates may have limited effect
P Access to Alcohol User Youth 26 Minors access to alcoholOLCC's Clerk Training Program could be expanded to include more involvement with store owners.
Annual 3.1.3, 3.1.4good practice, research limited
PAlternative
TransportationUser General 9
Alternative transportation options are not readily available to impaired persons or are not used (i.e. most transit service is not available after bars close 2AM)
Provide more alternative transportation programs such as Ride On Portland and promote its use among the drinking public. In addition, restaurant and beverage industry support is encouraged.
One-time seed money
3.4.3some research indicates positive effects
PAlternative
TransportationUser General
New-2
Access to transit and bicycles are limited.Increase transit and bicycle access through programs such as the Create a Commuter Program and Community Cycling Center.
Annual
PAlternative
TransportationUser General
New-3
Access to transit is limited. Provide later transit service on weekends. Annual
Prevention & Education,
Enforcement, Treatment
CategorySystem or
User Oriented
CostTarget Groups
Parties
Potential SolutionIdentified Barrier or ProblemIDReport Section
Notes
Multnomah County and Portland
Compared to peer industrialized countries, the U.S. has not made as significant improvements in reducing the rate or alcohol-involved crashes per 100,000 population (a common measure for public health).
The long-term trend shows the percent of fatal crashes that involve alcohol in Portland, Oregon is above the national average of 40 percent.
Sam
ple
Mat
rix
– S
ee o
ther
po
ster
This figure highlights that the most common time for an alcohol-involved crash is during the weekend early morning hours, with Saturday being the most common.
Consistent with national data, the 21-30 age groups are the most likely to be the impaired driver in a fatal crash.
Perhaps not surprisingly, there are large number of arrests with BAC substantially above the per se legal limit of 0.08. A slight increasing trend is noted.
The long-term trend shows that the number of DUII events entering the system has changed little from 1994-2004.
0102030405060708090
100
Janu
ary
Feb
ruar
y
Mar
ch
Apr
il
May
June
July
Aug
ust
Sep
tem
ber
Oct
ober
Nov
embe
r
Dec
embe
r
Nu
mb
er
of
DU
II C
ita
tio
n In
cid
en
ts
Source: OLCC
In self-reported data to the Oregon Liquor Control Commission, the winter months tend to have more DUII incidents than other months.
Per
cen
t o
f T
ota
l Fat
alit
ies
To
tal A
lco
ho
l-R
elat
ed F
atal
itie
s
In 2005, rural Oregon counties have higher per population rates. Note that the national average was 5.69 fatalities per 100,000 persons and the statewide average was 4.86 fatalities per 100,000 persons.
The location of drinking establishments is spatially related to the occurrence of alcohol-involved crashes.