Institute research findings are published in scientific journals and presented at national and international forums. For easier access, some of the most important findings plus relevant information from other sources are distilled into Q&As covering highway safety topics from A to Z — airbags to zero-tolerance laws. This Status Report highlights the findings of some of the Institute's 22 current Q&A publications. To access all of them, including answers to 281 separate questions, go to iihs.org/research. Check back frequently as new Q&As are in the works, and current ones are updated continuously.

Question 1 of 281: Do Motorists Like Roundabouts?
Sometimes they're skeptical at first, but they come to like them. Surveys in towns with roundabouts revealed 34 percent of drivers in favor of them before they were built. Shortly after construction the percentage in favor increased to 57 and then went up to 69 percent in favor 1 to 5 years later.

Question 2 of 281: Who's Usually at Fault?
Pedestrians are somewhat more likely than drivers to be judged at fault in crashes with motor vehicles. In mid-block crashes, the pedestrians almost always are at fault. The contribution of alcohol is major. More than 1 of every 3 fatally injured pedestrians 16 and older has a blood alcohol concentration that's higher than the legal threshold for DWI. The proportion rises to more than 1 of every 2 fatally injured pedestrians at night.

Question 3 of 281: Is The US Lagging on Camera Use?
Cameras have been used for more than 30 years to discourage speeding in countries including Australia, Austria, Canada, Germany, Greece, Italy, the Netherlands, Norway, South Africa, Spain, Switzerland, and Taiwan. Cameras are being used in only a few US jurisdictions, but surveys indicate growing support for them.

Question 4 of 281: Is Rollover a Special Problem for Big Vans?
Vans designed to accommodate up to 15 passengers don't have alarmingly high overall death rates, but the risk goes up as passengers climb in. The more people the greater the risk of a crash that involves rolling over. One of the Institute's 22 Q&A publications covers the special hazards of these vehicles. See also Status Report, Nov. 19, 2005. Both are on the web at iihs.org/research.

Questions 5 & 6 of 281: How Long May Truckers Drive? Do They Obey the Rules?
Interstate truckers aren't allowed to drive more than 11 hours at a stretch or to drive after 14 hours since starting a shift. Then they have to take 10 hours off. Maximum driving hours are 60 during 7 days or 70 during 8 days, but a loophole allows truckers to log up to 77 hours in 7 days or 88 in 8 days. This is too long. Crash risk for truckers behind the wheel for more than 8 hours is double the risk for drivers logging less time. Besides, truckers commonly spend more time behind the wheel than allowed. Since the rules were modified in 2004, the problem has worsened. Responding to Institute surveys, drivers say their sleep time has increased, but they report slightly more instances of driving drowsy or falling asleep at the wheel.

Question 7 of 281: Do Bumpers Have to Weigh a lot to be Effective?
The Institute weighs the bumpers on vehicles it tests in 5 mph impacts to assess bumper performance. Among 27 cars tested, bumper weights ranged from 19 to about 48 pounds. Damage in the tests varied widely, but there was no correlation between damage amounts and bumper weights, so bumpers don't have to be heavy to be effective.