Transportation Performance Management

State Highway Safety Report (2021) - Georgia

The following provides a summary of the Highway Safety Improvement Program's (HSIP) safety performance measures and State safety performance targets. As per the Safety PM Final Rule, States are required to set annual safety performance targets in the HSIP annual report for the number of fatalities, rate of fatalities per 100 million vehicle miles traveled (VMT), number of serious injuries, rate of serious injures per 100 million VMT, and number of non-motorized fatalities and serious injuries. The safety performance targets are based on 5-year rolling averages. States have the flexibility to use the methodology they deem most appropriate when establishing safety performance targets. FHWA encourages States to review data sets and trends and consider factors that may affect targets. The safety performance targets should be data-driven, realistic, and attainable and should align with the performance management framework and legislative intent.

A State Department of Transportation (DOT) has met or made significant progress towards meeting its safety performance targets when at least four of the five safety performance targets established under 23 CFR 490.209(a) have been met or the actual outcome is better than the baseline performance. The baseline performance is the 5-year average ending with the year prior to the establishment of the target.

The Basis for Target and Additional Comments are provided by the State in their HSIP Annual Report and have not been edited by FHWA. Any questions about individual State reports should be directed to the respective State DOT. For additional information about each State's HSIP, the complete reports are available at https://highways.dot.gov/safety/hsip/reporting.

More information and resources on Safety Performance Management are available at https://highways.dot.gov/safety/hsip/spm/safety-performance-management-safety-pm-overview.

All State data used to populate the State Highway Safety Reports for 2021 are available for download at https://www.fhwa.dot.gov/tpm/reporting/state/tpm_dashboard_data.zip.

• 

  Number of Fatalities

• Number of Fatalities	2015	2016	2017	2018	2019	2020	2021	2022	2023
  Annual	1,432	1,556	1,540	1,505	1,492	1,658	1,797
  5-Year Average					1,505.0	1,550.2	1,598.4
  Target (5-Year Average)							1,715.0	1,671.0	1,680.0

• Basis for Number of Fatalities Target

  • 2021 Target
  • 2022 Target
  • 2023 Target

  To maintain the 5-year moving average traffic fatalities under the projected 1,715 (2017-2021) 5-year average by December 2021. (source FARS data) see narrative below

  During the period of 2015-2019, there was an increase in the unweighted 5-year rolling average number of traffic fatalities. Despite this increase in the averages, the actual number of traffic fatalities decreased in 2019 compared to 2018. Using the 5-year rolling average and polynomial modeling (R2 of 0.99), The State's SHSP set the target to maintain traffic fatalities under the projected 1,696 (2018-2022 rolling average) by 2022. While the FY2022 target is considered an “increasing target”; (a value greater than the baseline), it is a lower number compared to the previous FY2021 HSP target of 1,715 traffic fatalities (2017-2021 rolling average). Additionally, this established target takes into consideration preliminary crash data that shows an increase in the number of overall traffic fatalities in 2020

  While the 5-year rolling average number of traffic fatalities has steadily increased since 2014, Georgia experienced three consecutive years of decreases in the annual number of traffic fatalities between 2017 and 2019. However, the traffic-related fatalities increased in 2020 and in 2021, perhaps as an indirect impact of the COVID-19 pandemic responses.
  The state's goal Is to maintain traffic fatalities under the projected 1,680 (2019-2023 rolling average) by 2023

  
  

• Data Sources:
  Fatalities: 2015-2020 Final FARS, 2021 FARS Annual Report File
  Targets: 2020-2022 Georgia HSIP Annual Reports

• 

  Fatality Rate (per 100 million VMT)

• Fatality Rate (per 100 million VMT)	2015	2016	2017	2018	2019	2020	2021	2022	2023
  Annual	1.21	1.27	1.23	1.14	1.12	1.43	1.49
  5-Year Average					1.194	1.238	1.282
  Target (5-Year Average)							1.230	1.210	1.360

• Basis for Fatality Rate Target

  • 2021 Target
  • 2022 Target
  • 2023 Target

  To maintain the 5-year moving average traffic fatalities per 100MVMT under the projected 1.23 (2017-2021) 5-year average by December 2021. (source FARS data and States VMT estimates) see narrative below

  Since 2015, the 5-year rolling average traffic fatalities per 100M VMT has steadily increased. However, the rate decreased from 1.27 fatalities/100M VMT in 2016 to 1.12 in 2019. Using the 5-year rolling averaging method and polynomial modeling (R2 of 0.99), The State's SHSP set the target to maintain traffic fatalities per 100M VMT under the projected 1.21 (2018-2022 rolling average) by 2022. While the FY2022 target is considered an “increasing target”; (a value greater than the baseline), it is a lower rate compared to the previous FY2021 HSP target of 1.23 fatalities/100M VMT (2017-2021 rolling average).

  Similar to the overall traffic fatalities performance measure (C-1), the 5-year rolling average traffic fatality rate per 100M VMT has steadily increased since 2014. Due to COVID-19 pandemic responses in 2020, there was less traffic volume and fewer vehicle miles traveled than in 2019. The increase in fatalities and serious injuries indicated that the traffic crashes that occurred tended to be more severe. Therefore, the rate of fatal injuries for every 100 million VMT increased in 2020; 34 percent increase in the fatality rate (from 1.12 in 2019 to 1.49 in 2020)
  The state's goal Is to maintain traffic fatalities per 100M VMT under the projected 1.36 (2019-2023 rolling average) by 2023.

  
  

• Data Sources:
  Fatalities: 2015-2020 Final FARS, 2021 FARS Annual Report File
  VMT: 2015-2021 FHWA Highway Statistics Series, VM-2 Table
  Targets: 2020-2022 Georgia HSIP Annual Reports

• 

  Number of Serious Injuries

• Number of Serious Injuries	2015	2016	2017	2018	2019	2020	2021	2022	2023
  Annual	4,896	5,206	5,370	6,401	7,308	7,625	8,654
  5-Year Average					5,836.2	6,382.0	7,071.6
  Target (5-Year Average)							6,407.0	8,443.0	8,966.0

• Basis for Number of Serious Injuries Target

  • 2021 Target
  • 2022 Target
  • 2023 Target

  To maintain the 5-year moving average serious traffic injuries under the projected 6,407 (2017-2021) 5-year average by December 2021. (source state's crash database GEARS) see narrative below

  To maintain serious injuries in traffic crashes under the projected 8,443 (2018-2022 rolling average) by 2022. While the FY2022 target is considered an “increasing target”; (a value greater than the baseline), it should be noted as mentioned earlier, this estimate is impacted by the recent updates to the state's crash report. In a few years, the trend line should reflect a reasonable trend solely based on the new injury definitions.

  The 5-year rolling average number of serious traffic injuries has steadily increased since 2014, with substantial increases in 2020 and 2021. Due to COVID-19 pandemic responses in 2020, there was less traffic volume and fewer vehicle miles traveled than in 2019. The increase in fatalities and serious injuries indicated that the traffic crashes that occurred tended to be more severe – indicative of drivers engaging in more risky driving behaviors such as speeding. In 2020, there was a 4 percent increase in the number of traffic-related serious injuries that occurred as a result of a motor vehicle crash on Georgia roadways according to police crash reports from 2019 to 2020.
  The state's goal Is to maintain serious injuries in traffic crashes under the projected 8,966 (2019-2023 rolling average) by 2023

  
  

• Data Sources:
  Serious Injuries: 2022 Georgia HSIP Annual Report
  Targets: 2020-2022 Georgia HSIP Annual Reports

• 

  Rate of Serious Injuries (per 100 million VMT)

• Rate of Serious Injuries (per 100 million VMT)	2015	2016	2017	2018	2019	2020	2021	2022	2023
  Annual	4.15	4.24	4.31	4.87	5.49	6.58	7.17
  5-Year Average					4.612	5.098	5.684
  Target (5-Year Average)							4.422	4.610	7.679

• Basis for Serious Injury Rate Target

  • 2021 Target
  • 2022 Target
  • 2023 Target

  To maintain the 5-year moving average serious injury per 100MVMT under the projected 4.42 (2017-2021) 5-year average by December 2021. (source state's crash database GEARS and VMT estimates) see narrative below

  To maintain serious injuries in traffic crashes per 100M VMT under the projected 6.08 (2018-2022 rolling average) by 2022. While the FY2022 target is considered an “increasing target”; (a value greater than the baseline), it should be noted as mentioned earlier, this estimate is impacted by the recent updates to the state's crash report. In a few years, the trend line should reflect a reasonable trend solely based on the new injury definitions.

  Similar to the overall traffic fatalities performance measure (C-1), the 5-year rolling average traffic fatality rate per 100M VMT has steadily increased since 2014. Due to COVID-19 pandemic responses in 2020, there was less traffic volume and fewer vehicle miles traveled than in 2019. The increase in fatalities and serious injuries indicated that the traffic crashes that occurred tended to be more severe. Therefore, the rate of serious injuries for every 100 million VMT increased in 2020;20 percent increase in the serious injury rate (from 5.47 in 2019 to 6.58 in 2020).
  The state's goal Is to maintain serious injuries in traffic crashes per 100M VMT under the projected 7.679 (2019-2023 rolling average) by 2023

  
  

• Data Sources:
  Serious Injuries: 2022 Georgia HSIP Annual Report
  VMT: 2015-2021 FHWA Highway Statistics Series, VM-2 Table
  Targets: 2020-2022 Georgia HSIP Annual Reports

• 

  Number of Non-Motorized Fatalities and Serious Injuries

• Number of Non-Motorized Fatalities and Serious Injuries	2015	2016	2017	2018	2019	2020	2021	2022	2023
  Annual	507	555	644	630	701	792	828
  5-Year Average					607.4	664.4	719.0
  Target (5-Year Average)							686.5	793.0	802.0

• Basis for Number of Non-Motorized Fatalities and Serious Injuries Target

  • 2021 Target
  • 2022 Target
  • 2023 Target

  To maintain the 5-year moving average serious injury and fatalities among non-motorist under the projected 687 (2017-2021) 5-year average by December 2021. (source state's crash database GEARS and FARS data) see narrative below

  Individually, the SHSP program goals state that we will maintain pedestrian fatalities under the projected 281 (2018 - 2022 rolling average) by 2022, and maintain bicyclist fatalities under the projected 25 (2018 - 2022 rolling average) by 2022.

  The 5-year rolling average number of non-motorized fatalities has steadily increased since 2011. The number of pedestrian fatalities increased by 18% from 236 in 2019 to 279 in 2020. Between 2016 and 2020, there was an average of 271 pedestrian fatalities each year. The number of bicyclist fatalities increased by 11 fatalities from 21 in 2019 to 32 in 2020. Between 2016 and 2020, there was an average of 25 bicyclist fatalities each year.
  The state's goal Is to maintain the number of non-motorist serious injuries and fatalities under the projected 802 (2019-2023 rolling average) by 2023

  
  

• Data Sources:
  Fatalities: 2015-2020 Final FARS, 2021 FARS Annual Report File
  Serious Injuries: 2022 Georgia HSIP Annual Report
  Targets: 2020-2022 Georgia HSIP Annual Reports

Additional Comments

2021 Comments:

Support for the SHSP Vision Zero: The Traffic Records Coordinating Committee working with other state agencies, law enforcement, federal partners, and MPOs have shared the status of our performance metrics. By communicating these measures annually, it is our expectation that we will build a common appreciation for the hazards associated with motor vehicle travel. This acknowledgement will encourage safety investment and cooperation between safety advocates. Serious Injury Data Considerations: The Traffic Records Coordinating Committee (TRCC), Georgia Department of Transportation (GDOT), and Crash Outcomes Data Evaluation System (CODES) are making great strides in improving the quality of traffic serious injuries reporting in Georgia. After expanding the serious injury definitions (more detailed and specific for law enforcement) to meet the requirements of the Model Minimum Uniform Crash Criteria (MMUCC) KABCO scale in 2013, GDOT modified the Georgia Uniform Motor Vehicle Accident Report and conducted a series of training for law enforcement. Part of the training emphasized how to properly report critical accident fields (such as the new ‘suspected’ serious injury definitions) and how to submit crash reports (electronic and/or paper) to GDOT. In addition to the police training, the data subcommittee is developing a process for checking police-reported serious injuries in the crash database by cross-referencing the queried values with Emergency Medical Services data and Hospital Records. Additionally, CODES is performing data linkages across all three data sources to assess the quality of recent crash reports and to re-calibrate the values from serious injury values in previous years. In June 2020, the data subcommittee took the first step towards redefining and re-calibrating the ‘suspected serious injuries’ from 2009 to 2019. KABCO scale is a functional measure of the injury severity for any person involved in the crash. K-Fatal Injury, A-Suspected Serious Injury, B-Suspected Minor Injury, C-Possible Injury, and O-No Apparent Injury. Other Considerations The FY2021 targets did not include the assessment of external or unforeseen circumstances that can impact traffic safety outcome measures, such as the Corona-virus (COVID-19) events and changes in police monitoring, government responses, hospitalization rates, etc.

2023 Comments:

GDOT, GOHS, our state agency partners, and local organizations use the statewide five-year rolling average (2016-2020 FARS data) to determine the annual targets and progress status for each traffic safety performance measure. Specifically, the team plots the five most recent data points to determine the “best fit” model (linear or quadratic polynomial) that shows the relationship between the five-year rolling average and time. The model with the highest R2 value (reflective of a correlation between the five-year rolling average and time) is used to derive the FY2023 target values and determine FY2022 progress status. It’s important to note that five-year rolling averages are designed to smooth the data and reduce the variations that may appear in the raw annual time series; therefore, the correlation values (R2) are usually higher for models with the five-year moving average compared to models with annual raw values.
OTHER CONSIDERATIONS
The public health emergency responses to the COVID-19 pandemic had unprecedented restrictions on travel in the state of Georgia. Due to the Governor of Georgia’s Executive Order declaring a public health state of emergency issued on March 14, 2020, a substantial proportion of the population did not travel, particularly on roadways and public transportation systems. Despite the decrease in traffic volume and fewer vehicle miles traveled in 2020, Georgia experienced an increase in traffic-related fatalities and serious injuries—indicative that traffic crashes tended to be more severe when they occurred, and drivers were engaging in more risky driving behaviors. Traffic-related data, such as VMT and motor vehicle crashes, show that the travel environment in Georgia is returning to the pre-pandemic norms as of early 2021.
Many traffic safety practitioners and data analysts consider the 2020 year to be an anomaly; however, the full impact of the COVID-19 pandemic on traffic safety is still unknown. The methodology used to determine the FY2022 traffic safety performance measures progress status and the FY2023 targets were not adjusted to address the rise in 2020 traffic fatalities due to the COVID-19 public health emergency responses. As such, the statistical projections show that many of the FY2022 targets were not met. Additionally, future targets that will be established may be distorted and perhaps overestimated since the 2020 anomaly will be included in the 5-year rolling average analyses for fiscal years 2023-2028.

Safety Performance Target Assessment

PLEASE NOTE: Each State’s safety performance target assessment is based on its own State-specific target methodology and program philosophy. Therefore, conclusions should not be drawn based only on the information in the Safety Performance Target Assessment Summary table. For example, the State may have set aggressive targets, and not met those targets, while another State may have set more easily attainable targets, and met those targets. FHWA understands that each State’s safety program is unique and therefore does not prescribe a methodology for States to set targets. States have the flexibility to use the methodology they deem most appropriate when setting their safety performance targets.