SAFEST TO TRAVEL BY BICYCLE,CAR, OR BIG TRUCK?

This study compares highway crash incidence, injuries, and costs by vehicle type. Annual crash and injury incidence were estimated using Crashworthiness Data System (1988-1991), National Automotive Sampling System (1982-1986), General Estimates System (1992-1993), and Fatal Analysis Reporting System (1993) data. Costs were computed based on restraint use, body region, and threat-to-life severity of the injury. Costs were then allocated between vehicle types using three different methods in order to answer comparative safety questions. Motor vehicle and bicycle crash costs total $389 billion annually; 75% resulting from passenger vehicles. Motorcycles and bicycles have the highest costs per 1000 vehicle and passenger miles; costs per victim are highest for pedestrians, bicyclists, and motorcyclists. Costs per vehicle mile for heavy trucks and passenger cars are comparable but exceed costs for light trucks. Passenger vehicle occupants are safest if a crash occurs. Light truck, other single truck, and bus occupants have the lowest cost per passenger mile, but higher costs than air and rail travelers. Motorcyclists face the greatest risks. Combination trucks may not impose an excess risk to other drivers, but their drivers face large risks.     

Estimating the Effect of Protected Lands on the Development and Conservation of Their Surroundings

Abstract:  The fate of private lands is widely seen as key to the fate of biodiversity in much of the world. Organizations that work to protect biodiversity on private lands often hope that conservation actions on one piece of land will leverage the actions of surrounding landowners. Few researchers have, however, examined whether protected lands do in fact encourage land conservation nearby or how protected lands affect development in the surrounding landscape. Using spatiotemporal data sets on land cover and land protection for three sites (western North Carolina, central Massachusetts, and central Arizona), we examined whether the existence of a protected area correlates with an increased rate of nearby land conservation or a decreased rate of nearby land development. At all sites, newly protected conservation areas tended to cluster close to preexisting protected areas. This may imply that the geography of contemporary conservation actions is influenced by past decisions on land protection, often made for reasons far removed from concerns about biodiversity. On the other hand, we found no evidence that proximity to protected areas correlates with a reduced rate of nearby land development. Indeed, on two of our three sites the development rate was significantly greater in regions with more protected land. This suggests that each conservation action should be justified and valued largely for what is protected on the targeted land, without much hope of broader conservation leverage effects.     

Review: Risk Compensation Literature — The Theory and Evidence

Risk compensation denotes offsetting behavioral responses to safety improvements. Theoretical arguments suggest that, when drivers are required to drive safer cars or drive in a safer manner, they will tend to increase their driving speed or drive in some other risky manner.

The purpose of this paper is to review critically the theory and evidence on risk compensation. Our general conclusion is that the application of risk compensation theory, especially to some types of regulations, is questionable, and the empirical support for significant offsetting behavior is weak. Specifically—(1) the role of limitations in processing information is not appreciated, especially regarding risk perceptions and the learning component associated with new regulations; (2) the types of regulations and types of driving behavior are not adequately distinguished; and (3) the empirical studies haves mixed results and are subject to important limitations.