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首页> 外文会议>Symposium on Implementing Impaired Driving Countermeasures: Putting Research into Action >Commentary on 'The Fall and Rise of Graduated Licensing in North America,' 'The Case for 0.08 Per Se Laws,' and 'Underage Drinking Enforcement Training Center'
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Commentary on 'The Fall and Rise of Graduated Licensing in North America,' 'The Case for 0.08 Per Se Laws,' and 'Underage Drinking Enforcement Training Center'

机译：评注“北美毕业许可的秋季和崛起”，“案件为0.08％的法律法，”和未成年式饮用实施培训中心“

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Those conducting research are often puzzled by the failure of jurisdictions to accept and adopt the programs and policies that clearly demonstrate success. "Why don't they implement the research because it works?" is a frequent remark by the researchers. From the state highway safety offices, the difficulty to implement programs or policies is first and foremost the responsibility of the governor of the jurisdiction. Under the Highway Safety Act of 1966 adopted by Congress, the governor of each state and territory was granted the responsibility to direct and administer the Highway Safety Program. The governor appoints a designated representative that for all practical purposes is part of the governor's cabinet Highway safety professionals frequently prepare information and recommendations on impaired driving countermeasures that are directed to the governor for consideration and approval. However, the governor and immediate advisers must consider the political landscape and public acceptance of implementing these research-based policies and practices. Sometimes it may be a matter of timing for the implementation of such initiatives, and the governor will take a leadership role or allow his or her appointees to serve in that capacity. The most successful implementation occurs when the governors themselves take the lead. The biggest success in utilizing research-based impaired driving and other traffic safety initiatives has occurred since the "performance-based strategic traffic safety planning" process was adopted under the Transportation Equity Act for the 21st Century guidelines. It allowed jurisdictions the flexibility and discretion to conduct problem identification and to implement countermeasures that would specifically target problems unique to their jurisdiction and produce measurable outcomes. Under the prior planning system, officials from NHTSA applied management practices that were counterproductive to individual jurisdiction needs. This often resulted in an adversarial relationship with limited measurable performance outcomes and attempted to impose "one size fits all" strategies mat alienated the policy leaders needed to adopt those effective research-based initiatives. The performance-based strategic traffic safety planning process has been more successful in meeting goals and objectives than any other. This process allowed highway safety staff to be more creative, innovative, and productive than previously. Eliminating the federal micromanagement also created an environment for state highway safety professionals in which they could more effectively and efficiently manage the programs and projects for which they are responsible. They are attempting to measure up to a performance standard that they themselves have established.
机译：那些进行的研究通常因司法管辖区的失败而令人憎恶，接受并采纳明确表现出成功的方案和政策。 “为什么他们不落实研究，因为它有效吗？”是研究人员的经常言论。从国家公路安全办公室来看，实施方案或政策的难度首先是司法管辖权州长的责任。根据国会通过的1966年公路安全法案，每个州和地区的总督被授予直接和管理公路安全计划的责任。总督任命一个指定的代表，即所有实际目的是总督的内阁公路安全专业人士的一部分，频繁编写信息和关于妨碍州长审议和批准的驾驶对策的建议。但是，州长和直系顾问必须考虑政治景观和公众接受执行这些基于研究的政策和实践。有时，执行此类举措可能是一个时间问题，州长将采取领导作用或允许他或她的被任命的人在这种情况下为此提供服务。当州长本身夺取领先时，就会发生最成功的实施。利用基于研究的受损驾驶和其他交通安全举措的最大成功已经发生，因为在21世纪的21世纪指南下通过了“基于绩效的战略交通安全规划”过程。它允许司法管辖区进行问题识别的灵活性和自由裁量权，并实施专门针对其管辖权独一无二的问题并产生可衡量结果的对策。根据现有规划制度，来自NHTSA应用管理实践的官员对个人管辖权需求进行了适得其反的。这通常导致与有限的可衡量性能结果的对抗关系，并试图施加“一种尺寸适合所有”策略席疏远于采用这些有效的基于研究倡议所需的政策领导者。基于绩效的战略交通安全规划过程比任何其他人都更加成功。这一过程允许公路安全人员更具创意，创新，富有成效。消除联邦微米管理也为国家公路安全专业人员创造了一个环境，其中他们可以更有效地提供有效和有效地管理他们负责的计划和项目。他们试图衡量他们自己已经建立的绩效标准。

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