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Abstract
A database of tornado fatalities, nontornadic convective wind fatalities, severe thunderstorm warnings, and tornado warnings was compiled for the period 1986–2007 to assess the spatial and temporal distribution of warned and unwarned fatalities. The time of fatality and location as reported in Storm Data was compared to tornado and severe thunderstorm warnings to determine if a warning was in effect when the fatality occurred. Overall, 23.7% of tornado fatalities were unwarned, while 53.2% of nontornadic convective wind fatalities were unwarned. Most unwarned tornado fatalities occurred prior to the mid-1990s—coinciding with modernization of the National Weather Service—while unwarned nontornadic convective wind fatalities remained at a relatively elevated frequency throughout the study period. Geographic locations with high numbers of unwarned tornado and nontornadic convective wind fatalities were associated with one high-magnitude event that was unwarned rather than a series of smaller unwarned events over the period. There are many factors that contribute to warning response by the public, and the issuance of a severe thunderstorm or tornado warning is an important initial step in the warning process. A better understanding of the characteristics of warned and unwarned fatalities is important to future reduction of unwarned fatalities.
Abstract
A database of tornado fatalities, nontornadic convective wind fatalities, severe thunderstorm warnings, and tornado warnings was compiled for the period 1986–2007 to assess the spatial and temporal distribution of warned and unwarned fatalities. The time of fatality and location as reported in Storm Data was compared to tornado and severe thunderstorm warnings to determine if a warning was in effect when the fatality occurred. Overall, 23.7% of tornado fatalities were unwarned, while 53.2% of nontornadic convective wind fatalities were unwarned. Most unwarned tornado fatalities occurred prior to the mid-1990s—coinciding with modernization of the National Weather Service—while unwarned nontornadic convective wind fatalities remained at a relatively elevated frequency throughout the study period. Geographic locations with high numbers of unwarned tornado and nontornadic convective wind fatalities were associated with one high-magnitude event that was unwarned rather than a series of smaller unwarned events over the period. There are many factors that contribute to warning response by the public, and the issuance of a severe thunderstorm or tornado warning is an important initial step in the warning process. A better understanding of the characteristics of warned and unwarned fatalities is important to future reduction of unwarned fatalities.
Abstract
A database was compiled for the period 1980–2005 to assess the threat to life in the conterminous United States from nonconvective high-wind events. This study reveals the number of fatalities from these wind storms, their cause, and their unique spatial distributions. While tornadoes continue to cause the most wind-related fatalities per year, nonconvective high winds (defined as phenomena such as downslope and gap winds, gradient winds, dust storms, and winds associated with midlatitude cyclones) have the potential to fatally injure more people than thunderstorm or hurricane winds. Nonconvective wind fatalities occur more frequently in vehicles or while boating. Fatalities are most common along the West Coast and Northeast in association with passing extratropical cyclones, with fewer fatalities observed in the central United States despite this region’s susceptibility for high-wind gusts. A combination of physical and social vulnerabilities is suggested as the cause for the unique fatality distribution found. More than 83% of all nonconvective wind fatalities are associated with the passage of extratropical cyclones.
Abstract
A database was compiled for the period 1980–2005 to assess the threat to life in the conterminous United States from nonconvective high-wind events. This study reveals the number of fatalities from these wind storms, their cause, and their unique spatial distributions. While tornadoes continue to cause the most wind-related fatalities per year, nonconvective high winds (defined as phenomena such as downslope and gap winds, gradient winds, dust storms, and winds associated with midlatitude cyclones) have the potential to fatally injure more people than thunderstorm or hurricane winds. Nonconvective wind fatalities occur more frequently in vehicles or while boating. Fatalities are most common along the West Coast and Northeast in association with passing extratropical cyclones, with fewer fatalities observed in the central United States despite this region’s susceptibility for high-wind gusts. A combination of physical and social vulnerabilities is suggested as the cause for the unique fatality distribution found. More than 83% of all nonconvective wind fatalities are associated with the passage of extratropical cyclones.
Abstract
Winter precipitation can be very disruptive to travel by aircraft and by motor vehicles. Vehicle fatalities due to winter precipitation are considered “indirect” and are not counted in Storm Data, the publication commonly used to evaluate losses from meteorological hazards. The goal of this study is to examine the spatial and temporal characteristics of these indirect transportation fatalities that involve winter precipitation for the period 1975–2011. Motor vehicle fatalities were gathered from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database, while aviation fatalities were collected from the National Transportation Safety Board’s (NTSB) Aviation Accident database. Statistical analysis and geographic information systems (GIS) were used to assess the spatial and temporal characteristics of these deaths. Most winter-precipitation-related motor vehicle fatalities occur during the daylight hours. Fatal motor vehicle accident rates are higher than expected in the Northeast and Great Lakes regions, while winter-precipitation-related aviation fatalities are most common in the western United States. Vehicle fatality counts due to winter weather are compared to fatality counts for various hazards from Storm Data to highlight the differences between the datasets. Because of the exclusion of vehicle fatalities, Storm Data underestimates by an order of magnitude the number of fatalities that involve winter weather each year. It is hoped that a better understanding of winter precipitation mortality can be applied in order to reduce fatalities in the future.
Abstract
Winter precipitation can be very disruptive to travel by aircraft and by motor vehicles. Vehicle fatalities due to winter precipitation are considered “indirect” and are not counted in Storm Data, the publication commonly used to evaluate losses from meteorological hazards. The goal of this study is to examine the spatial and temporal characteristics of these indirect transportation fatalities that involve winter precipitation for the period 1975–2011. Motor vehicle fatalities were gathered from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database, while aviation fatalities were collected from the National Transportation Safety Board’s (NTSB) Aviation Accident database. Statistical analysis and geographic information systems (GIS) were used to assess the spatial and temporal characteristics of these deaths. Most winter-precipitation-related motor vehicle fatalities occur during the daylight hours. Fatal motor vehicle accident rates are higher than expected in the Northeast and Great Lakes regions, while winter-precipitation-related aviation fatalities are most common in the western United States. Vehicle fatality counts due to winter weather are compared to fatality counts for various hazards from Storm Data to highlight the differences between the datasets. Because of the exclusion of vehicle fatalities, Storm Data underestimates by an order of magnitude the number of fatalities that involve winter weather each year. It is hoped that a better understanding of winter precipitation mortality can be applied in order to reduce fatalities in the future.
Abstract
Data from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database were used to identify vehicle-related fatalities that occurred during active precipitation from 2013 to 2017. Changes to FARS for 2013–present allow the identification of freezing rain, in addition to rain, snow, sleet, and precipitation mixtures as prevailing precrash atmospheric conditions. The characteristics of vehicle-related fatalities for each precipitation type identified in FARS were assessed in terms of total numbers, roadway surface conditions, location, and annual and diurnal variability. Vehicle-related fatalities were also matched to nearby Automated Surface Observing System (ASOS) and Automated Weather Observing System (AWOS) precipitation-type reports to determine their agreement with precipitation types documented in FARS. Of the vehicle-related fatalities examined, 8.6% occurred during precipitation, with these fatalities further divided by precipitation type of approximately 81% rain, 14% snow, and 5% sleet, freezing rain, and mixtures of precipitation. Unexpected discrepancies between the numbers of sleet- versus freezing-rain-related fatalities reveal that caution should be taken when using FARS to identify these precipitation types. ASOS/AWOS precipitation-type reports have moderate agreement with FARS at 20 mi (32.2 km), and are capable of distinguishing precipitation and nonprecipitation indicated in FARS. Rain and snow have good agreement between the databases, whereas sleet, freezing rain, and precipitation mixtures have significantly reduced agreement due to a combination of ASOS/AWOS limitations and suspected FARS limitations. To provide a more accurate account of precipitation types for fatal crashes, the use of crashes where FARS-identified precipitation types are confirmed by nearby ASOS/AWOS reports is suggested.
Abstract
Data from the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) database were used to identify vehicle-related fatalities that occurred during active precipitation from 2013 to 2017. Changes to FARS for 2013–present allow the identification of freezing rain, in addition to rain, snow, sleet, and precipitation mixtures as prevailing precrash atmospheric conditions. The characteristics of vehicle-related fatalities for each precipitation type identified in FARS were assessed in terms of total numbers, roadway surface conditions, location, and annual and diurnal variability. Vehicle-related fatalities were also matched to nearby Automated Surface Observing System (ASOS) and Automated Weather Observing System (AWOS) precipitation-type reports to determine their agreement with precipitation types documented in FARS. Of the vehicle-related fatalities examined, 8.6% occurred during precipitation, with these fatalities further divided by precipitation type of approximately 81% rain, 14% snow, and 5% sleet, freezing rain, and mixtures of precipitation. Unexpected discrepancies between the numbers of sleet- versus freezing-rain-related fatalities reveal that caution should be taken when using FARS to identify these precipitation types. ASOS/AWOS precipitation-type reports have moderate agreement with FARS at 20 mi (32.2 km), and are capable of distinguishing precipitation and nonprecipitation indicated in FARS. Rain and snow have good agreement between the databases, whereas sleet, freezing rain, and precipitation mixtures have significantly reduced agreement due to a combination of ASOS/AWOS limitations and suspected FARS limitations. To provide a more accurate account of precipitation types for fatal crashes, the use of crashes where FARS-identified precipitation types are confirmed by nearby ASOS/AWOS reports is suggested.
Abstract
Rainfall is one of many types of weather hazard that can lead to motor vehicle crashes. To better understand the link between rainfall and crash rates, daily gridded precipitation data and automobile crash data are gathered for six U.S. states (Arkansas, Georgia, Illinois, Maryland, Minnesota, Ohio) for the period 1996–2010. A matched pair analysis is used to pair rainfall days with dry days to determine the relative risk of crash, injury, and fatality. Overall, there is a statistically significant increase in crash and injury rates during rainfall days of 10% and 8%, respectively, leading to an additional 28 000 crashes and 12 000 injuries in the 1 May–30 September period each year relative to what would be expected if those days were dry. The risk of crashes and injuries increases for increasing daily rainfall totals, with an overall increase in crashes and injuries of 51% and 38% during days with more than 50 mm (2 in.) of rainfall. While urban counties and rural counties with and without interstates each saw increased crash risk during rainfall, urban counties saw the most significant increases in relative risk. There are a number of exceptions to these broad spatial patterns, indicating that relative risk varies in ways that are not explained solely by meteorological factors.
Abstract
Rainfall is one of many types of weather hazard that can lead to motor vehicle crashes. To better understand the link between rainfall and crash rates, daily gridded precipitation data and automobile crash data are gathered for six U.S. states (Arkansas, Georgia, Illinois, Maryland, Minnesota, Ohio) for the period 1996–2010. A matched pair analysis is used to pair rainfall days with dry days to determine the relative risk of crash, injury, and fatality. Overall, there is a statistically significant increase in crash and injury rates during rainfall days of 10% and 8%, respectively, leading to an additional 28 000 crashes and 12 000 injuries in the 1 May–30 September period each year relative to what would be expected if those days were dry. The risk of crashes and injuries increases for increasing daily rainfall totals, with an overall increase in crashes and injuries of 51% and 38% during days with more than 50 mm (2 in.) of rainfall. While urban counties and rural counties with and without interstates each saw increased crash risk during rainfall, urban counties saw the most significant increases in relative risk. There are a number of exceptions to these broad spatial patterns, indicating that relative risk varies in ways that are not explained solely by meteorological factors.
Abstract
Annual trends in extreme hourly precipitation time series were examined at 50 first-order weather stations across the southeastern United States from 1960 to 2017. Results indicated that the magnitude of annual maximum 1-, 3-, 6-, 12-, and 18-h periods did not broadly change at the sites analyzed; however, the numerical value that defines a (station specific) 90th-percentile hourly accumulation significantly (p ≤ 0.05) increased at 36% (18/50) of the stations. No station had a significant decreasing trend in annual 90th-percentile hourly event magnitude. Stations in Texas observed the largest increase in annual 90th-percentile hourly event magnitude, where parameter estimates showed increases of 0.20%–0.26% per year. Annual average dry-spell duration, defined as the average number of hours between measurable precipitation events, significantly decreased at 18% (9/50) of sites analyzed. Parameter estimates from regression performed on average dry-spell-duration time series showed decreases of roughly 0.11%–0.19% per year for the stations across southern Florida. Six stations across Georgia showed significant decreasing trends in the annual maximum consecutive hourly period with measurable precipitation (duration), demonstrating that the longest precipitation events that occurred at these stations have decreased in duration since 1960.
Abstract
Annual trends in extreme hourly precipitation time series were examined at 50 first-order weather stations across the southeastern United States from 1960 to 2017. Results indicated that the magnitude of annual maximum 1-, 3-, 6-, 12-, and 18-h periods did not broadly change at the sites analyzed; however, the numerical value that defines a (station specific) 90th-percentile hourly accumulation significantly (p ≤ 0.05) increased at 36% (18/50) of the stations. No station had a significant decreasing trend in annual 90th-percentile hourly event magnitude. Stations in Texas observed the largest increase in annual 90th-percentile hourly event magnitude, where parameter estimates showed increases of 0.20%–0.26% per year. Annual average dry-spell duration, defined as the average number of hours between measurable precipitation events, significantly decreased at 18% (9/50) of sites analyzed. Parameter estimates from regression performed on average dry-spell-duration time series showed decreases of roughly 0.11%–0.19% per year for the stations across southern Florida. Six stations across Georgia showed significant decreasing trends in the annual maximum consecutive hourly period with measurable precipitation (duration), demonstrating that the longest precipitation events that occurred at these stations have decreased in duration since 1960.
Abstract
This research introduces a climatology of hourly precipitation characteristics, investigates trends in precipitation hours (PH) and hourly accumulation, and uses four different time series to determine if precipitation intensity is changing across the southeastern United States from 1960 to 2017. Results indicate hourly intensity significantly increased at 44% (22/50) of the stations, accompanied by an increase in average hourly accumulation at 40% of the sites analyzed (20/50). The average duration of precipitation events decreased at 82% (41/50) of the stations. However, the frequency of 90th percentile hourly events and events above station-specific average hourly totals did not show a broad increase similar to hourly intensity. It seems hourly events are becoming heavier on average, while the duration of the average precipitation event is decreasing. Geographically, heavy hourly events are more frequent along the Gulf Coast and decrease inland. PH significantly decreased across South Carolina, Georgia, and northern Florida, mainly due to significant decreases in winter (DJF) and spring (MAM). Decreases in PH during spring were contained to Georgia and South Carolina and were accompanied by a decrease in accumulation. Decreases in PH during winter were more widespread and did not exhibit a broad decrease in accumulation, suggesting winter precipitation across that portion of the region is becoming more intense.
Abstract
This research introduces a climatology of hourly precipitation characteristics, investigates trends in precipitation hours (PH) and hourly accumulation, and uses four different time series to determine if precipitation intensity is changing across the southeastern United States from 1960 to 2017. Results indicate hourly intensity significantly increased at 44% (22/50) of the stations, accompanied by an increase in average hourly accumulation at 40% of the sites analyzed (20/50). The average duration of precipitation events decreased at 82% (41/50) of the stations. However, the frequency of 90th percentile hourly events and events above station-specific average hourly totals did not show a broad increase similar to hourly intensity. It seems hourly events are becoming heavier on average, while the duration of the average precipitation event is decreasing. Geographically, heavy hourly events are more frequent along the Gulf Coast and decrease inland. PH significantly decreased across South Carolina, Georgia, and northern Florida, mainly due to significant decreases in winter (DJF) and spring (MAM). Decreases in PH during spring were contained to Georgia and South Carolina and were accompanied by a decrease in accumulation. Decreases in PH during winter were more widespread and did not exhibit a broad decrease in accumulation, suggesting winter precipitation across that portion of the region is becoming more intense.
Abstract
Human wind reports are a vital supplement to the relatively sparse network of automated weather stations in the United States, especially for localized convective winds. In this study, human wind estimates recorded in Storm Data between 1996 and 2013 were compared with instrumentally observed wind speeds from the Global Historical Climatology Network (GHCN). Nonconvective wind events in areas of flat terrain within the continental United States served as the basis for this analysis because of the relative spatial homogeneity of wind fields in these meteorological and geographic settings. The distribution of 6801 GHCN-measured gust factors (GF), defined here as the ratio of the daily maximum gust to the daily average wind, provided the reference upon which human gust reports were judged. GFs were also calculated for each human estimate by dividing the estimated gust by the GHCN average wind speed on that day. Human-reported GFs were disproportionately located in the upper tail of the observed GF distribution, suggesting that humans demonstrate a tendency to report statistically improbable wind gusts. As a general rule of thumb, humans overestimated nonconvective wind GFs by approximately one-third.
Abstract
Human wind reports are a vital supplement to the relatively sparse network of automated weather stations in the United States, especially for localized convective winds. In this study, human wind estimates recorded in Storm Data between 1996 and 2013 were compared with instrumentally observed wind speeds from the Global Historical Climatology Network (GHCN). Nonconvective wind events in areas of flat terrain within the continental United States served as the basis for this analysis because of the relative spatial homogeneity of wind fields in these meteorological and geographic settings. The distribution of 6801 GHCN-measured gust factors (GF), defined here as the ratio of the daily maximum gust to the daily average wind, provided the reference upon which human gust reports were judged. GFs were also calculated for each human estimate by dividing the estimated gust by the GHCN average wind speed on that day. Human-reported GFs were disproportionately located in the upper tail of the observed GF distribution, suggesting that humans demonstrate a tendency to report statistically improbable wind gusts. As a general rule of thumb, humans overestimated nonconvective wind GFs by approximately one-third.
Abstract
Nonconvective high winds are a deceptively hazardous meteorological phenomenon. Though the National Weather Service (NWS) possesses an array of products designed to alert the public to nonconvective wind potential, documentation justifying the choice of issuance thresholds is scarce. Measured wind speeds from the Global Historical Climatology Network (GHCN)-Daily dataset associated with human-reported nonconvective wind events from Storm Data are examined in order to assess the suitability of the current gust criteria for the NWS wind advisory and high wind warning. Nearly 92% (45%) of the nonconvective wind events considered from Storm Data were accompanied by peak gusts beneath the high wind warning (wind advisory) threshold of 58 mi h−1 (25.9 m s−1) [46 mi h−1 (20.6 m s−1)], and greater than 74% (28%) of all fatal and injury-causing events were associated with peak gusts below these same product gust criteria. NWS wind products were disproportionately issued in areas of complex terrain where wind climatologies include a greater frequency of high wind warning threshold-level gusts, irrespective of observed impacts. For many areas of the eastern United States, a 58 mi h−1 (25.9 m s−1) gust of convective, tropical, or nonconvective origin falls within the top 0.5% of all observed daily maximum wind gusts, nearly eliminating the possibility of a nonconvective gust meeting the issuance criterion.
Abstract
Nonconvective high winds are a deceptively hazardous meteorological phenomenon. Though the National Weather Service (NWS) possesses an array of products designed to alert the public to nonconvective wind potential, documentation justifying the choice of issuance thresholds is scarce. Measured wind speeds from the Global Historical Climatology Network (GHCN)-Daily dataset associated with human-reported nonconvective wind events from Storm Data are examined in order to assess the suitability of the current gust criteria for the NWS wind advisory and high wind warning. Nearly 92% (45%) of the nonconvective wind events considered from Storm Data were accompanied by peak gusts beneath the high wind warning (wind advisory) threshold of 58 mi h−1 (25.9 m s−1) [46 mi h−1 (20.6 m s−1)], and greater than 74% (28%) of all fatal and injury-causing events were associated with peak gusts below these same product gust criteria. NWS wind products were disproportionately issued in areas of complex terrain where wind climatologies include a greater frequency of high wind warning threshold-level gusts, irrespective of observed impacts. For many areas of the eastern United States, a 58 mi h−1 (25.9 m s−1) gust of convective, tropical, or nonconvective origin falls within the top 0.5% of all observed daily maximum wind gusts, nearly eliminating the possibility of a nonconvective gust meeting the issuance criterion.
Abstract
As a significant detriment to physical and mental health, millions of motor vehicle crashes occur in the United States each year, with approximately 23% of these crashes linked to adverse weather conditions. This study builds upon a strong knowledge base to provide a deeper understanding of how rainfall intensity influences relative crash risk. Gridded precipitation and temperature data were aggregated to the county level and analyzed alongside motor vehicle crash data for all 146 counties in the Carolinas (North Carolina and South Carolina) for the period 2003–19. A matched-pair analysis routine linked unique time steps of rainfall (daily, 6-h, and hourly) to corresponding dry periods to evaluate relative crash risk across each state. Risk estimates were calculated on the basis of precipitation thresholds (light, moderate, heavy, and very heavy). Results indicate a statistically significant increase in crash risk during periods of rainfall in the Carolinas. As a baseline, the relative risk of experiencing a crash increases by 11.6% during days with accumulating rainfall and as much as 81.0% during heavy rainfall events over a 6-h period. In general, estimates of risk increase relative to the intensity of the rainfall event and the temporal delineation of the matched-pair routine. However, these relationships have unique spatiotemporal patterns indicating that, although hourly risk estimates may be beneficial for urban counties, daily relative risk estimates may be the only way to accurately capture risk in rural areas.
Significance Statement
Each year, more than 1 000 000 motor vehicle crashes in the United States are linked to adverse weather conditions in police reports, with rainfall events being among the largest contributors to increased crash risk. In this study, crash frequencies are evaluated to better understand how the intensity of rainfall events (light vs heavy) influences the risk of experiencing a collision on roadways in North Carolina and South Carolina. The results of statistical analyses revealed that risk increases significantly during rainfall events in both states and that the risk of experiencing a crash is highest during the heaviest rainfall events. However, even during light precipitation events, the risk of experiencing a crash is significantly higher than when driving during dry conditions. These results are helpful to transportation stakeholders and emergency responders in the hope of reducing crash risk in our changing climate.
Abstract
As a significant detriment to physical and mental health, millions of motor vehicle crashes occur in the United States each year, with approximately 23% of these crashes linked to adverse weather conditions. This study builds upon a strong knowledge base to provide a deeper understanding of how rainfall intensity influences relative crash risk. Gridded precipitation and temperature data were aggregated to the county level and analyzed alongside motor vehicle crash data for all 146 counties in the Carolinas (North Carolina and South Carolina) for the period 2003–19. A matched-pair analysis routine linked unique time steps of rainfall (daily, 6-h, and hourly) to corresponding dry periods to evaluate relative crash risk across each state. Risk estimates were calculated on the basis of precipitation thresholds (light, moderate, heavy, and very heavy). Results indicate a statistically significant increase in crash risk during periods of rainfall in the Carolinas. As a baseline, the relative risk of experiencing a crash increases by 11.6% during days with accumulating rainfall and as much as 81.0% during heavy rainfall events over a 6-h period. In general, estimates of risk increase relative to the intensity of the rainfall event and the temporal delineation of the matched-pair routine. However, these relationships have unique spatiotemporal patterns indicating that, although hourly risk estimates may be beneficial for urban counties, daily relative risk estimates may be the only way to accurately capture risk in rural areas.
Significance Statement
Each year, more than 1 000 000 motor vehicle crashes in the United States are linked to adverse weather conditions in police reports, with rainfall events being among the largest contributors to increased crash risk. In this study, crash frequencies are evaluated to better understand how the intensity of rainfall events (light vs heavy) influences the risk of experiencing a collision on roadways in North Carolina and South Carolina. The results of statistical analyses revealed that risk increases significantly during rainfall events in both states and that the risk of experiencing a crash is highest during the heaviest rainfall events. However, even during light precipitation events, the risk of experiencing a crash is significantly higher than when driving during dry conditions. These results are helpful to transportation stakeholders and emergency responders in the hope of reducing crash risk in our changing climate.
