Lynn IQ vs. Traffic Fatality Rate

Each One Point Increase in IQ Saves 9 Lives per 100,000 Vehicles

Race is a MUCH bigger factor in our high vehicle fatality rate than DUI, drowsiness, sex, and texting, COMBINED

Senegal with an IQ of 64 has 27% fewer fatalities than India, indicating that India's IQ might be 27% lower, or IQ = 55

Why IQ vs. Road Deaths

 As we know, IQ tests are not the perfect or only or perhaps the best way to measure the success or failure of a society or economy.  If a country has a high IQ but a miserable traffic system which causes thousands of unnecessary and preventable deaths, what good is it?  If a country has a low IQ but has devised a traffic system which is safer than countries with higher IQ's, isn't this more important of an indicator of its success than its low IQ?  If a country has the resources to build safer roads but instead spends them on war, how good is it if it has a high IQ?  Wouldn't a country with a low IQ which doesn't have the resources to build safer roads but still has a better safety record, isn't this more important than a high IQ?

Sympatico Blog CENSORED

The Sympatico blog which first discussed this WHO Report first censored ALL of our posts, and seems now to be closed, proof that they (and we) were on the right track.� The original study can be downloaded from here, but if it�s now missing from that url, just as this one is (which previously reported Kenya to have one of the world�s absolute highest traffic fatality rate in the world), then click here to see it in all its gory details:

http://www.who.int/violence_injury_prevention/road_traffic/global_status_report/en/index.html

Ashkenazi Jews' IQ: 122, or 66?

According to the World Health Organization which has spent years studying traffic safety and other issues related to early mortality, Israel's terrible driving safety record, 240 fatal accidents per 100,000 vehicles, is one of the worst in the world. This makes Israeli roads 123 times more dangerous than roads in San Marino, 35 times more dangerous than Swiss roads, 27 times more dangerous than German roads, and 14 times more dangerous than US roads. They're even twice as dangerous as roads in Libya, the Congo, and Eriteria, 65% more dangerous than roads in India, and more than 20% more dangerous than roads in Ghana and South Africa. They're on par with roads in Guinea-Bisau, who Professor Lynn estimates to have an IQ of 63. To their credit, they are one seventh as dangerous as roads in Sao Tome (IQ of 59), and one third as roads in Gambia (IQ of 64). None of the nations with IQ's greater than 70 come even close to Israel in road deaths. Even roads in the United Arab Emirates, with an IQ of 83, are one fourth as dangerous as those in Israel. Roads in Thailand (IQ of 91) are one fifth as dangerous.

This is proof positive that regular IQ tests are incapable of measuring the collective national intelligence of countries, AND that Israel's national intelligence is far below that of Thailand and Saudi Arabia, and much closer to their African neighbors to the south.

American White Drivers Twice As Dangerous as Swiss or Japanese Drivers

It�s difficult to explain our unusually high fatal accident rate per vehicle if we rely exclusively on raw international data about the tendency of various nations and races to have fatal accidents.  The most conservative estimate for the percentage of black drivers is that they constitute only 6% of all drivers even though they are 13% of the population.  This is justified because most blacks don�t have drivers� licenses, their low incomes means many of them can�t afford to own cars, and they rely more heavily on public transportation than other races. Similarly, we can make the conservative assumption that Hispanics constitute 8% of the drivers even though they are 12% of the population, Asians are 2% of the drivers even though they are 4% of the population, and jews constitute only 1% of all drivers, leaving Whites as 83% of all drivers.

The most probable estimate for the tendency of each of these five racial groups to have fatal accidents is to assume that American Blacks have one fatal accident for every 502 vehicles as their Brethren in Ghana, Asians have 1/1,503 as their brethren in China, Hispanics have 1/1,469 as their brethren in Mexico, Jews have 1/418 as their brethren in the Gaza Strip, and Whites have a rate of 1/14,000 as the Japanese and Swiss do.

This estimate would suggest that we ought to have one fatal accident for every 11,788 vehicles, which is about half our REAL rate of 1 per 5,896:

How can this be explained?  Even reducing the estimate for the accident rate of American Blacks to the rate of 1/10 as it is in the Central African Republic doesn�t change this by very much:

The only possibility is that American Whites have a much higher accident rate than the Japanese, or their brethren in Switzerland.  If all of these assumptions are correct, then the only possibility is that American Whites have almost twice as many fatal accidents per vehicle as the Swiss and Japanese, or one fatal accident for every 6,928 vehicles.  This is a rate equivalent Uruguay, England, and Canada who have also been afflicted by multiculturalism. 

If we make the liberal assumption that American Blacks are equally as accident prone as Ghanans, that American Asians have half the accident rate of Chinese, Hispanics have half the accident rate of Mexicans, and jews have half the accident rate of the Gaza Strip, then we must assume that American Whites actually have an accident rate of 1/6,710:

The most liberal scenario is that American blacks are 13% of the drivers, Asians 4%, Hispanics 11%, and jews 2%, leaving American Whites as 70% of all drivers with an accident rate of 1/7,015:

How can it be explained that, regardless of the assumptions we make, American Whites are almost twice as likely as drivers in Norway, the Netherlands, Germany, Japan, and Switzerland, four times as likely as drivers in Malta, and 8 times as likely as drivers in San Marino, to cause or at least be involved in a fatal accident, particularly when we spend so much more than anyone else for car safety, highways and bridges, and traffic laws and police enforcement?  We are the undisputed leader in flawed campaigns like MADD which appear to have made this problem WORSE, not better.

IQ of Drivers

Building on Professor Lynn�s success with his excellent �IQ of Nations�, we�ve devised �IQ of Drivers� which takes into account all the factors a nation must consider in order to build a safe highway infrastructure for its citizens.� Assuming a linear relationship between fatality rates per vehicle and the average IQ of a nation�s drivers produces a template by which we can estimate a nation�s �IQ of Drivers�.� The point is that if all we have is the number of cars and the number of fatal accidents with those cars, we can estimate their overall intelligence in a manner which might be even more accurate, and certainly more comprehensive, than a simple IQ test.

No matter what the reason, if a nation is unable to provide a safe transportation system for their citizens, to the point that they would all be dead within one century if they owned as many cars per capita as many European nations, it deserves the lowest possible �IQ of Drivers�.� Conversely, if a nation has a lower fatality rate than one with a higher Lynn IQ, then it deserves a higher �IQ of Drivers� score.� This is the case for Japan who Professor Lynn estimates to have an IQ of 105, but whose safety record, while it�s excellent, is lower than Switzerland�s.� In order for Japan to fit on the curve, we must reduce Japan�s �IQ of Drivers� by 5 points to 100.

Similarly the �IQ of Drivers� for Germany and the Netherlands, who also have excellent safety records also, needs to be reduced, too, by three points.� Conversely, in Norway and Canada, it must be increased 1 point, in Uruguay 2 points, and in Thailand 3 points.

The largest adjustments which must be made to keep the curve linear is to increase Niger by 18 points and UAE by 10 points, contrasted with a reduction for the Gaza Strip of 20 points, of Egypt by 23 points, and of Kenya by 12 points (from 72 to 60 IQ points).� A point which is off the chart and thus is a statistical outlier is Ethiopia whose �IQ of Drivers� would have to be decreased 68 points to a NEGATIVE 5 IQ points in order to keep the curve linear.

If a driver in Gaza has been proven to be 24 TIMES more dangerous on the road than the drivers in ALL of Europe, and 35 TIMES more dangerous than one in Switzerland, wouldn�t it make more sense to say that his average IQ is 27 IQ points lower than a Swiss driver (74 vs. 101), rather than only 7 IQ points lower (94 vs. 101).� And if that same driver in Gaza is one fourth as likely to kill someone on the highway as one in Ethiopia, then clearly the gap in IQ is much closer to the �IQ of Drivers� gap of 79 than it is to Professor Lynn�s gap of only 31.� And if a driver in Kenya has been proven to be 54 TIMES more dangerous than a driver in Switzerland, doesn�t it make more sense to say that the difference in IQ is closer to 41 points (60 vs. 101) than it is to only 29 points (72 vs. 101)?

The reason Kenya appears twice on this graph is that we have three separate data points from WHO regarding the number of vehicles and number of deaths.� The graph for Kenya shows 2,893 traffic fatalities and 1,004,243 registered vehicles, whereas Table A.2 shows 3,760 traffic fatalities and 1,004,243 registered vehicles, and a prior table from their Statistical Annex reports that Kenya has only 14 vehicles per 1,000 people which is only 525,000 vehicles.

 High IQ Drivers

Ignoring for a moment third world countries who clearly should not promote private ownership of vehicles without threatening their own extinction, and focusing only on countries which have had some success at building transportation infrastructures, produces the following graph:

Please note that in order to get r-squared as close to a 1.0 as possible, adjustments were made to Professor Lynn�s �IQ of Nations� in tenths of an IQ point. �While the Republic of Korea scores very high in academic tests, we had to reduce their �IQ of Drivers� to 97, an 8 IQ point decrease from Professor Lynn�s estimate of 106 in order for Korea to fit on the curve.� Similarly, the �IQ of Drivers� for China was reduced 8 IQ points, for Japan was reduced 3 IQ points, and for Germany and the Netherlands .2 IQ points.� Conversely, in order to fit the UAE on the curve, we had to increase their �IQ of Drivers� to 93, a 10 IQ point increase from Professor Lynn�s estimate of 83.� Ergo the 7.8 IQ point increase in Malta, the 1.2 IQ point increase for Switzerland, the 3.7 IQ point increase for Norway, and the 2.3 IQ point increase for the USA.

What this means is that even though the academic credentials for countries like Japan, Korea, and China are excellent, this doesn�t necessarily translate directly into their having safer or more intelligent drivers AND the ability and resources to build transportation infrastructures.� It also means that while the academic credentials for countries like the UAE, Malta, Uruguay, and the Marshall Islands appear to be lacking, their actual implementation of transportation infrastructures, as well as the intelligence of their drivers, exceeds expectations by a significant amount.� The other decimal point corrections prove the accuracy of Professor Lynn�s �IQ of Nations� and how it translates into public policy, safer roads, more intelligent drivers, more productive economies, and advancements in technology.

The simple fact that Japan, one of the countries with the highest IQ (105), is also one of the safest countries (7 deaths per 100,000 vehicles), while Kenya, one of the countries with the lowest IQ (72), is also one of the most dangerous countries (288 deaths per 100,000 vehicles), means that the effects of IQ on safe driving just cannot be ignored.

Each One Point Increase in IQ Saves 9 Lives per 100,000 Vehicles