 Why don't we go ahead and get started? Welcome to AIMS. Welcome to the Gateway. Welcome to our Human Factors Workshop. I'm Sandra Larson. I'm the Research and Technology Bureau Director at the Department of Transportation here in AIMS. I really appreciate your attendance and your participation today. The last time we had a Human Factors Workshop was in 2005, and we have a formal report from that. We do have copies of that report. You can get them certainly electronically easily from us, but we do have printed copies if you have not seen that or want to review that. We will have another report from this day's sessions. We will include all the ideas that are shared today on the needs that we have in research in this area, but also we will have that report electronically. And we will share that nationally. I have no doubt it will go beyond the borders in the United States also. We have a diverse group here today. I hope you get around and you have an opportunity to meet a lot of new people and hear a lot of new ideas. We will have an opening session where we kind of set the stage for what we're looking at here. I think very easily the best thing that I can tell you is we are looking to identify needs for research and human factors as related to transportation. I'd like to introduce our next speaker. Mark Lowe is our Motor Vehicle Division Director. And really this workshop came about as a conversation between Mark and his staff and the staff in the Research Bureau. So here's Mark Lowe. Sandra and Shashi asked me to talk a little bit about context and objectives. And I thought, you know, what is the context of what we're here? And I'm glad to hear Sandra mention the diversity of the group because, you know, I've only been Motor Vehicle Director for about six months, well over six months. And before that I was General Counsel for the DOT for about a year. And before that I was in private practice as an attorney for 15 years. And what kind of context do we bring to this with that diverse group? I have one perspective from that. I think you folks have a lot of other perspectives. We all have different perspectives to share from the diversity that we have. So from that, I think what we're trying to do is get that sharing going and cross-reference our diversity and our experiences and perspectives and that kind of thing. So getting back to just sharing some of my perspective, you know, it's really interesting to me when people talk about distracted driving and it's been extremely... there's been a lot of attention paid to it in the last couple of years, but when I look back at the lawsuits that we've handled, the accidents we've handled, distracted driving is so much a part of all of those, all of the rear-end collisions and the reasons that somebody didn't see something that was plainly in front of them. Although most people won't admit it, there was some factor of distracted driving there. It was always interesting to me when somebody would run right into something that was in plain sight of them. If you were to ask them in deposition if their hands were on the wheel exactly as they were told, they were always driving within speed limit, the radio wasn't on, they were never eating anything, they didn't have anything in their hands, they weren't in cell phones, they didn't have a soda. We know those things are true, so distracted driving is all around us. You know, some of the things we talk about now with cell phones and techs, I think, are more ubiquitous, they're more pressing, they're more clearly factors of distracted driving, but certainly what we've seen is that distracted driving has been a continuous thing, at least in the 15 years that I was doing personal injury litigation. But I looked at our agenda today and we looked at older drivers, younger drivers, drinking drivers, people who have exhibited poor judgment. We certainly saw all of those things on a continual basis. You can see from all of these things how these highway safety issues affect people personally and they affect the drivers and they affect their independence, they affect the lives and property of others. They affect really our whole social well-being because all of these folks who've been injured and damaged all had opportunities to be productive and healthy persons, so I think the real charges, you know, all of us are affecting and improving these things and what a great and important thing that is and what a reason to get charged up about what we're doing today. So thank you very much. At this time I'm going to turn things over to Shashi. Good morning. Thank you, Mark and Sandra. I'm Shashi Namesh and Director of Intrans. I just wanted to point out a few things, say a few comments and then give you some things about the program today. First of all, welcome on behalf of the Iowa State University and the Institute for Transportation. We are now known as Intrans, formerly known as CTRI. And we appreciate all of you making the time, giving up a lot of your time to be here with us to address this important topic that Mark just said to address ways in which we can enhance safety on roadways, looking at it from a human factors perspective and what might be research opportunities and challenges and how might we go about addressing them. That's the ultimate outcome that we're looking for at the end of the day today. Dan is the Director of the Human Factors and Vehicle Safety Research Program at the University of Iowa. He has worked on a number of projects related to human factors and safety, with a particular emphasis on teen drivers, their behaviors and safety. Among these are some poolfront projects that involve several states and one of the more recent projects is on drivers who are 14 or 15 years of age who operate motor vehicles. So without further ado, please join me in welcoming Dan. Thank you so much, Dan, for... So what I'm going to talk about today is some of our teen driving work which I think is very relevant to what we're going to be talking about today. Teen driving is really a pretty phenomenal area to study. We've had some pretty interesting results. It's not often that researchers actually get to put cameras and microphones into cars of teenagers to really understand what makes them tick, how they develop their skills or not when they drive. And one of the things that's really interesting about this phenomenon, about how many kids are killed every year in the U.S., about 5,000 kids are killed driving in cars and around cars. It's the most dangerous thing that we allow our kids to do, but somehow it sort of falls below the radar in terms of really understanding what those dangers are all about. And I think what's very frustrating for us to study this kind of... this population is that every crash we do a case study on, every crash that we review in our own video files, you see causes. And they are not accidents by any means at all. And one of the things I'd like you to erase from your memory banks is the term accidents in any case. There are crashes and all of these have causes. And I think your job today is to try to get at reducing those causes of those crashes. If we can just eliminate one or two of those factors, we can prevent that crash altogether. In terms of what teen crash causes are about, they have a big big trouble in terms of inexperience with vehicle control. They don't get a lot of practice. By the time they hit the roads, they sometimes only have 10 or 20 hours of driving experience. Some parents don't really have time to spend with them. They rely on their driver training to get that time behind the wheel. And then once out there, they have a poor ability to anticipate and identify hazards out in the field. And then they're very vulnerable to peer influence and are willing to take risks in situations that many of us would never do. And then this is really exacerbated by a poor understanding of their own abilities relative to the task demands. And I think what's very unique about this generation is that there's much more information that's being thrown at them now than we did a generation ago in learning how to drive when we were as equally as deadly. But now we have cell phones and texting in particular social communication networks that are constantly being updated and read while they're driving. iPods and so forth. Very much pervasive. And I think exposure is a critical element for you all to think about today and focus groups. Nielsen just released a report last month that showed that the average 16-year-old has 2,800 text message and cell phone interactions per month. That is unbelievable. So one of the things that we also face is a changing driving environment. In rural states like Iowa we've consolidated many schools. 30 years ago we had a number of schools spread out in a county. Now we consolidate into one feeder school which means more driving and more exposure. Again, more exposure to high-speed roadways more exposure to gravel gravel roads getting to school. In the study we did at Clear Creek amount of high school two years ago in Tiffin, Iowa which is a rural school the average daily drive of each of our drivers was 40 miles a day. So stunning exposure out there. Among the urban and suburban drivers the complexity of the Interest City freeway networks in terms of merging on, merging off very complex quick action required type driving is out there and that's very different. Again, a generation ago we had one major freeway coming through town a few major entrants and exits and largely suburban driving was done on lower class streets. And again texting and cell phone communication is very much alive in that context. So if you imagine a teenager is sending 100 text messages a day, sending and receiving 100 messages a day, the amount of time out of class time they have is relegated really to the time they are in the car. So it's pretty intense. So some of the research too that we're looking at that's quite compelling is that we see that the more passengers in a car, the higher probability of a crash. If you get five or six kids in a car you have an enormous confluence of issues that are going to come together and likely result in some kind of incident or crash. Most crashes occur before midnight between nine and midnight. That's when most kids are out on the road while we see a lot of fatalities after midnight most crashes are occurring between nine and midnight. And the first six months is clearly the most dangerous among this population. But the good news is is that enhanced graduate driver's licensing programs are showing very positive results North Carolina. Last year Kansas just enhanced theirs in a very nice program. We hope this year we will be able to enhance Iowa's GDL system and we're ready this time. We have lots more data under our arms that we're going to march into Des Moines and present that I think will be even more compelling than the last time we were able to go and visit. So one thing I want to kind of share with you briefly here today is one technology that we think is part of the answer and one of the things that we want to do is mentor kids, have parents be able to mentor their kids after they began independent licensing. There are a number of monitoring technologies out there, GPS tracking systems, GPS fences systems that will let you know where your child is at any moment of the day how fast they're going, all those things. But we want to concentrate on technologies that help them learn how to drive better. And one of those technologies is called event trigger video because in our role and frequently at the university we're placed in sort of the chain of product design and we know that successful design requires high user acceptance. So on the front end of these kinds of projects we want to make sure that's something that's not going to hold up implementation later on. And in this case the intervention itself is more important than the technology. So and then finally we want to really enhance learning for the long term. So event triggered video gives us an additional element of context of when a safety error occurs. And this is really important. If you have a black box there is no context. And so we know that teenagers are pretty good at self-rationalizing. They tell their parents, well gee everybody does that. I had to go 80 miles an hour because that's how fast the traffic was going. They can come up with all sorts of things. But we can provide teachable moments and what we call sort of the good the bad and you almost died. Now there are several different video rent recorders out there made by Smart Drive, Drive Cam, and Vision Cam. We've been working with Drive Cam for several years and have developed a pretty good partnership. They essentially, these type of systems record in your car they're on, I should say not record, they're on 24 hours a day even while they're sitting in your garage but they don't record until you have an exceedance. And that is an abrupt breaking or steering event that occurs and it goes back in time much like you can with your TV or digital video recorder and take a look at what actually caused that event. The driver then gets a blinking light says the system has recorded an event and then that light will usually stay red until it's downloaded. Now one of the next generation systems that we're using is a cellular download system before we were using wireless systems and the parking lots of high schools and now we are also able to capture exact location, lat-long, and speed during the event and this is quite exciting and I'm not sure how well this is going to show up but what essentially we see is the view inside the vehicle what you see there on the left. You can see our drivers here perhaps not from the back of the room or not wearing their safety belts we can see the road ahead and we can then plot the actual acceleration of the vehicle that's what you see the red and blue then we can provide a narrative of what caused the event and then we see here we actually know the exact speed across the 12 second event we get 12 seconds of video 8 seconds before and 4 seconds after the triggering event and we have the latitude and longitude of that as well and so adding additional context we actually now can place this as automatically as presented the exact location of that trigger and those of you that are roadway designers this really becomes a really interesting context of where errors occur so if this one young woman is about to take a sharp curve to the left and is going too fast we can go back and take a look at what the roadway markings are about what the shoulders are about there's a lot of really interesting contextual information that's added to this to give you an example of what some of these events look like some of these are quite graphic but they're also very instructive so what we see in these data is that we put these systems in the car for about a year in our previous studies for the first 6 or 8 weeks or so they drive without any feedback at all they don't get a blinking light or anything we just take a look at characterizing their driving and after that 6 or 8 week period we turn on the feedback and that is the form of the blinking light when it triggers and we send home a weekly report card that shows how many events they triggered relative to their peer group so immediately the parent and the teen can see where they fit among their patins we also show what their safety belt on during these events as well as passenger safety belt as well and the next study that we're doing is called the million mile study which is a group of 14 year old drivers 14 and a half year old drivers school permit operators here in Iowa we have the first control condition that we've ever done and that means that one group will have the system and get the feedback every week and the next group gets no feedback at all during the entire project so we can really take a look at maturation effects over the course of the 6 months that they're in the car and then we're also looking at a group another cohort of 16 year olds newly licensed 16 year olds that are both have not had the school permit and ones that have had that school permit as well so we'll have 90 drivers in that design again split by a control group so right now we have 10 systems installed we're installing 10 more in November and December we're very much in the data processing coding and starting our weekly reports for that project we're also looking for funding actually as we speak to look at doing what we want to call 100 crash study we have 50 crashes right now that we've been able to obtain to really take care take take a very detailed look at what all the different crash causes are among the videos some of those that I shared here earlier we'd like to develop an interdisciplinary team to code these from traumatology folks to roadway engineers traffic engineers try to really put together a comprehensive team because every specialty looks at these videos and they see something different one of the things that we do in teaching human factors engineering it's always a great challenge and you you've no doubt come across many products that you just cannot figure out how they were ever designed and so we have a saying in human factors and that is know thy user and you are not thy user and what that is essentially is try to understand why people how other people operate not yourselves and I'm not saying you in particular but this is an important thing to think about as you think about other ideas because I think we're really blessed with a group of very smart innovative people today and we're going to be able to come up with some interesting outcomes thank you very much our next speaker is Tom Welch for those of you who have the opportunity to travel outside Iowa and participate in these kinds of discussions you will quickly learn we are blessed to have Tom Welch working in the Iowa DOT here thank you Tom it reinforces what some of this national studies have been showing on causation of crashes rarely is the roadway a contributing factor or even a major factor on fatal crashes the driver behavior is a major factor almost two thirds of all fatal crashes it is a contributing factor over 90% of the fatal crashes the roadway is a major factor in less than 5% in a very very small percentage so the challenge to us engineers is what can we do we can build straight flat roadways in Iowa with perfect sight distances and there will still be a high number of fatalities that are occurring in Iowa continuing to occur so what we try to do in our profession is to provide a forgiving environment it is inevitable that there's going to be bad judgment there's going to be driver error and what we're going to try to do in our profession the best that we can do in our profession is to provide that forgiving environment so that you do make a mistake that you hopefully can recover from that so I'm just going to show you some of the more recent innovative engineering strategies I could talk here for an hour about all the different engineering strategies we could do and have done but things that are beginning more popular across the country that other states have taken lead on and discovered and we're implementing here in the other states in hundreds of miles of cable median more distracted drivers more people going out in those winter weather conditions and bad conditions assisting that they can drive and going off with the medians and going across the medians and causing head on crashes and fatalities distracted driving we're going to see much more of that we're just getting the touch of the iceberg that generation of drivers who insisted and addicted to text messaging is just entering our driving environment we're going to see dramatic increase I think across centerline head on crashes states such as Michigan and Missouri are saying we're not waiting Michigan's DOT's chief engineers to hold all the district engineers you shall install centerline realm strips in every two lane highway in the state of Michigan regardless of the pavement condition I don't care what it does that centerline joint within the next two years Missouri has put in thousands of miles of this we've put in several miles in Iowa we will be putting in more miles of crash history at this point but I think you'll see this being a very common application again to try to mitigate that distracted driving issue that is out there we know that not only younger drivers but drivers my age and older have a very high difficulty crossing and making left hand turns at high speed multi lane roadways expressway systems Iowa's one of 20 states that's built hundreds and hundreds of miles of roadways that look like interstates except without the interchanges North Carolina Maryland's taking the lead on this is building what was called J-turns that prohibit you from going straight across or making a left turn makes you to make a right turn go down and make a U-turn through the median and come back and cross into the side road or continue off to your left well over 90% effective in reducing all crashes very controversial you think roundabouts are controversial try to go out in the public in Iowa and explain we're going to build a J-turn shoulder paved shoulders have been out there for a long time we started putting rumble strips out on the interstates saw how they're very effective other states did other states applying that on all the two lane roadways more of the two lane roadways including Iowa was finally putting paved shoulders I think were the last state in the country to put in paved shoulders but again you've seen the center there what Missouri did is Mississippi actually took the one step for the Mississippi to get a lot of rain when you get rain the rain covers the pavement marking the pavement marking is consistent not only paint but glass beads and it is with your headlights that reflect off that glass bead that makes that pavement marking really show up at night you put water over that little bit of rain you don't get that reflectivity you end up driving in a black hole you've paved the shoulders you've paved the roadway all black you essentially are driving in a black hole all the time so Mississippi came up with the idea let's move the centerline edge line to the rumble strip paints the vertical forest can't hide that and you get very positive guidance at night and at anything what's key is all these things we're talking about are very relatively low cost to start doing system wide non-engineering we've had great success in enforcing seat belts getting great high percentage of seat belt use in a day time tremendously drops off at night time so what states have been doing including Iowa Department of Public Safety has been increasing our night time seat belt enforcement we need to try to convey to the drivers that there is more risk to this behavior than what they've been seeing in the past it's getting very challenging with reduction in enforcement officers that are out there that's the primary challenge we have as professions is unfortunate thing is that drivers perceive there is greater reward in all this behavior then there is greater risk we don't change that thought process it's going to be very difficult to do so the other thing we did in non-injury perspective is we go out and look at safety challenges we have not in the past done a very good job of trying to address driver behavior and getting input from the drivers what the federal high administration has been encouraging states to do is to make your studies multidisciplinary have multidisciplinary people out on your road safety reviews not just engineers another innovative strategy again very low cost solution that the federal high administration is promoting is when we're resurfacing the roadway building a roadway instead of having a vertical drop even though you're going to have gravel up there and you know that gravel is going to wear off and have an edge drop put a small slope on the edge of that roadway that's recoverable that is forgivable and that's what we're seeing with all these things is trying to provide a forgiving environment our chief engineer is leaning towards making this a standard in Iowa and I believe that's the direction he's given our offices and we'll be a part of the first in the country to do this system wide on the edge of our shoulders and other states have been doing this so those are just some of the new things that are out there trying to address it and again it challenge you to we've really got to look at how do we convey the education experiences to these drivers of their behavior is far greater riskier than what they feel it is and it's more riskier than the war that we have ourselves in here so thank you I would like to welcome next Essie Wagner with NITSA a wonderful person I hope you all get a chance to meet with her today she has a lot of experience and just a good friend really my topic today what I was asked to talk about is national perspectives on safety and how it works more often and that's really try to translate research into something useful before I go on though I do want to note Iowa's leadership on all of these traffic safety issues people like Kim people like Tom have been out there doing work internationally and really making Iowa look great in the rest of the world you know creating the flexible license renewal policies that's a national model other states are saying wow you can do that you can go out and give people licenses just for their local areas okay we'll do that adopting the roadway design guidelines those are things that even Australia says wow Iowa's doing that okay we can do it too you're fostering an environment where you have creative people doing creative things to help the community and you're exporting the ideas but you're not exporting the people and so I think that's really to be commended so thank you for that before I go on into talking about older driver stuff I need to introduce NHTSA which is the National Highway Traffic Safety Administration I don't know if you're familiar with us we're the people who our mission is to save lives from crashes on our nation's roads it's a pretty straightforward kind of thing it's very easy to understand it and to get behind it how can you be against saving lives you can't and we get a progress report every day when we open up a newspaper I go oh no not this one and we go out every day and we're trying to do better we're trying to save those lives we're also responsible for things like getting the airbags into cars all those years ago we're responsible for CAFE standards the corporate average fuel economy we did the cars program you know cash for clunkers as everybody knows it as and we also manage the FARS database which is the fatality analysis reporting system and a lot of the other crash databases so things that you probably use in your daily work are things that we have a hand in so with regard to older drivers we've had a program in place for 20 years now mostly with research a lot of that research was done here in Iowa at the the old Iowa driving simulator what eventually grew up to be NADS as well as other researchers along and around in the state here the reason that we got behind doing this kind of research is because we were sort of looking into the crystal ball of the future saying oh gosh those baby boomers in 20 years they're going to be older drivers we have to do something to address this issue we have to get them off the road oh my gosh what are we going to do and then through doing our research we realized that's not going to be effective it's going to get a lot of people hating us and by the way it's not necessarily going to be the right thing to do there are so many people who are capable of driving safely so why don't we try to focus on the people who are at risk so that was sort of where the research led us in the way so we had these population pressures we also have in addition to the baby boomers changing we saw that older people were living longer and they were living healthier lives so they were going to be out there on the roads so we had that we also saw there were some pressures as we call it from exposure they're out there driving more particularly the baby boomers the women are going to be driving so much more than the earlier cohorts like the older drivers where the women were sitting in the passenger seat and the men were in the driver's seat baby boomers we're not doing that we're actually driving ourselves so we had to make sure that we were addressing those kinds of issues and then the last pressure that we have to address is that frailty pressure there's nothing really that we can do to change the individual's ability to recover or withstand the crash forces so we have to make the vehicle itself safer and we have to make sure that that crash doesn't happen in any place so those are the kinds of things that shaped us and shaped our thinking when we decided to set our program our program goal as to hold the line on fatalities we knew that there were going to be things that were going to be pushing those numbers up but we decided that we had to make sure that they stayed at least level and hopefully would go down in I guess it's 13 months whether or not all our hard work has really been effective when the baby boomers do start turning 65 but we'll get there we'll get there now in 2001 I said part of what I do is translate research we did all this research and I translate that into something useful and it's really harder than you would think I was like I can take that report and take it off the shelf and say okay everybody do this and then I think people hear me is really not easy what we decided to do is look to other people that have a common mission with us so for the older driver program we looked to partners such as the American Medical Association where we developed the physician's guide for assessing and counseling older drivers what we saw is we want to help physicians counsel their patients and physicians were already identified as being important, legitimate and listened to sources for good traffic safety information but they had no idea what to say and so what we did together is we came up with this guide and we're about to come out later on it'll be early next year for a revised version of the physician's guide if you're familiar with that we've also established partnerships with the American Association on Aging and the American Occupational Therapy Association different people who have common mission to save lives and to educate their users on how to help people save lives and to continue staying out there and being active and involved in the community but doing it safely so the important thing to remember is that we always always always have a foundation in research research tells us where to go we can't we're like oh yeah let's go ahead and do a program on X and spaces for what we're doing is what Dan was talking about there one of the programs, one of the projects and this is what Kim alluded to that we worked together on forever was this right here the Driver Fitness Medical Guidelines which just came out it says September but it was October 2nd I know because I was jumping up and down when this came out we started working with AMBA which is the American Association of Motor Vehicle Administrators we've been working with them for years anyhow because licensing has something to do with traffic safety we think we've always thought that also at the same time our research was suggesting that it's not necessarily age that it's abilities it's functional ability that makes a person safe or unsafe I mean we know there are people at age 50 that have early stage dementia we also know that there are people who are in their 80s who are running marathons so we know it's not age, we know it's function so yeah six years ago we started this project and sort of like herding cats getting the physicians to understand licensing getting licensing to understand what the doctors were having to say and we came up with an evidence based guide for making licensing decisions it's really a very useful tool it has information on how you have to as a DMV administrator how you have to comply with the Americans with Disabilities Act it sounds really benign but it's really critically important I'm sure you understand completely you don't want to have people arguing with you over what you're doing you actually have to have them demonstrate that they are safe as drivers seems reasonable in terms of that and we learned through the process that those are the ways that we have to do it it has information for the driver licensing administrators on making outreach and communications with the other people people with the people with diabetes people with dementia do outreach for those individuals these are the things that we expect of you also for their physicians so if you make a referral to us this is what we're going to need to have from you the other thing that it includes is the dissenting opinions you try to come to consensus on these things but sometimes people just aren't going to come to an agreement on why you think you should be doing something and in particular this has an appendix in here describing the dissent from the American Diabetes Association saying they think it should be this way then the DMV people say no and the DMV and the physician people say no it should be this way this sort of tells you as a DMV people what to expect if you decide to make these these recommended changes so that it gives you a whole picture of you know you could just say yes I can do this I can change the world but it's really not easy to do and this will give you those steps and of course just having this on somebody's shelf will save one life what we have to do and what we're going to do in the coming years is promote the use encouraged states like Iowa and all the others as well to go ahead and adopt this to yes say okay there is evidence for making this kind of policy change and let's go ahead and do it so similar efforts have gone through we've gone through similar efforts to develop activities on transitioning from driving that was something that was talked about earlier we call it transitioning some people call it driving retirement what I really like to think of it is you know just moving over into the passenger seat because most of your trips for older people are going to be in cars they're not going to be jumping on the paratransit because in places around here there's not necessarily going to be the paratransit they're going to get a ride from the adult adult child most likely the daughter as I said earlier when we started out this business we really were saying well how are we going to get them off the road and no it's not going to work through our research through our activities and partnerships we came to realize that now we have to do this this way most people are going to be fine and safe for most of their lives really it's just when you get to the end when the functional abilities change when functional abilities deteriorate that you have to make those transitions make those decisions to stop driving and so we worked with the American Society on Aging to develop the driving transitions education it's really for geriatric social workers or anybody who works with older people or their families one on one on making how do you go through the process or do you just say okay your driving career is over sorry give me the keys no it's not going to work that way it tells you how to go through okay let's look at the driving where do they go what do they need to do where do they feel their most value in driving and how do you make sure that they maintain that value so I love this education tool I have a couple of copies here as well so if you do have questions about it afterwards please do let me know and again it's that whole research background that helped us get the credibility to make these basic simple recommendations now now that we've gotten these tools out our aim is really to go into some of the harder issues where our future has us going is going to be more into this transitions world and more into the dementia world because there's really probably inadequate research in those areas but there's also those are the areas that are the thorniest things that the families and judiciary licensing have the most challenges facing they don't understand how to do it so it's easy I don't think it's ever going to be easy particularly with dementia because there are good days and bad days and there are days where people just they suddenly drop off the cliff for cognitive function and since driver licensing only sees people what every year on a short cycle you know that's 364 other days that this person could be out there driving and that can't rest on the shoulders of licensing it needs to rest on the shoulders of families it needs to go on to physicians and other social services people as well as on law enforcement as our last resort they need to understand how to act and how to change the behavior of that individual putting others at risk now in terms of going forward with today's work I want you to think about where are the gaps because these are the ways that we go about things and it's on a national level too where are the gaps, what are we missing what do we do what's being done elsewhere that we can sort of tweak and make our own those are all good and like I said our predictions are going to either come true or we're going to have to change things around when the baby boomers do start turning 65 next year but what we have to do is first is to look to the evidence and that's based on this stuff that's in the back chapters of this guide that we have, the medical guidelines there's a lot in there that says okay what other things can we research where is the evidence kind of dicey kind of dodgy see what you can do to make that better look where others aren't necessarily looking what other rocks can you pull up in terms of older drivers and vision we all know it's important but there's not really any evidence that says what vision is what level of vision is what is unsafe and what is safe it astounds me to realize that Parkinson's disease is another issue that we need to look at a little more closely the next thing I really want you to do in particular today is make connections I think everybody said this all the speakers this morning talk to other people we're stronger and we make better decisions when we have other voices involved you know for example with this the driver fitness we would never have been able to come up with as good a quality report if we hadn't had some of those really challenging people from Canada we'll talk about oh gosh I love them to death but oh they were fun and lastly as I make something useful person I want to encourage theft and the law enforcement people can go like that just don't go reinventing the wheel don't do something that's exactly like what they're doing over in Missouri or Canada or something at the same time that they're doing it look at what they're doing get the results and say okay now it's mine I'm going to make this an Iowa thing or wherever it is that you're actually from back but you know feeding is good and the academics will say oh no no we can't do it now this is actually implementation so you get to steal and besides it's easier so with that I do want to thank you and thank you for your time and I look forward to a productive meeting thank you well I was listening to this morning speakers one thing stood out for working in this area you really can make a difference you all know that that's why you're here look forward to looking at the results and listening in and participating in the breakout session the rest of the day is yours please go forth and do good things thank you