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| Goal to Reduce Roadway Fatalities |
| 02.28.05 (2:54 pm) [edit] |
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Las Vegas Accident Lawyer
As a safety agency dedicated to saving lives, FHWA has identified improving roadway safety and mobility as a Vital Few -- one FHWA's top three priorities. The other two Vital Few priorities are Congestion and Environmental Streamlining.
The FHWA Safety Programs focuses on high risk areas, such as road departure, intersections and pedestrian safety, in order to make the biggest difference in improving traffic safety.
To reduce road departure, intersection and pedestrian fatalities by 10% by 2007, FHWA is focusing on six national target areas, two of which are concerned with road departure. They are as follows:
- Road Departure Fatalities: Reduce run-off-the-road, head-on and opposite direction side-swipe crashes by 10% by 2007. Save 2,514 lives.
- Preventing road departure fatalities from occurring
- Minimizing the severity of road departure crashes
- Intersection Fatalities: Reduce by 10% by 2007. Save 921 lives.
- Pedestrian Fatalities: Reduce by 10% by 2007. Save 475 lives.
- Safety Belt Use: Raise seat belt use to 90% by 2008. Save 5,536 lives.
- Safety Awareness: FHWA is working to make sure that safety is an integral part of planning, project development and operations at the state, MPO and local levels.
Read more from the FHWA article Road Safety Fact Sheet
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| Overview Of FMCSA Drug And Alcohol Testing Regulations |
| 02.26.05 (10:18 am) [edit] |
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Las Vegas Accident Lawyer
ALCOHOL AND DRUG RULES: AN OVERVIEW
The following is a general overview of the Federal Motor Carrier Safety Administration's (FMCSA) alcohol and drug testing rules for persons required to obtain a commercial driver's license (CDL). The information is intended to provide a general summary of the rules; it should not be relied upon to fulfill all legal requirements stipulated in the regulations. It does not contain many of the requirements or special circumstances detailed in the FMCSA and DOT rules. A comprehensive list of the alcohol and drug testing rules published by the FMCSA and the DOT Office of the Secretary (OST) applicable to CDL drivers and their employers is available at the end of this document.
WHAT ARE THE RULES?
The FMCSA regulations require alcohol and drug testing of drivers, who are required to have a CDL. The DOT rules include procedures for urine drug testing and breath alcohol testing. Urine drug testing rules were first issued in December 1989. In 1994, the rules were amended to add breath alcohol testing procedures. In the years following the implementation of the drug and alcohol testing requirements, a number of factors including changes in testing technology, and the issuance of a number of written interpretations, required OST to review and revise the rules. In December of 2000, OST published final rules that incorporated these factors, as well as input from the public sector, into the existing drug and alcohol testing regulations. In August of 2001, the FMCSA revised modal specific drug and alcohol testing regulations published in 49 Code of Federal Regulations Part 382 to reflect the revisions made by OST.
WHO IS AFFECTED BY THESE RULES?
The FMCSA rules apply to safety-sensitive employees, who operate commercial motor vehicles requiring a CDL.
Examples of drivers and employers that are subject to these rules are (the following does not represent a complete listing):
Anyone who owns or leases commercial motor vehicles
Anyone who assigns drivers to operate commercial motor vehicles
Federal, State, and local governments
For-Hire Motor Carriers
Private Motor Carriers
Civic Organizations (Disabled Veteran Transport, Boy/Girl Scouts, etc.)
Churches
Read more from the article Overview Of FMCSA Drug And Alcohol Testing Regulations
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| Lower Extremity Research |
| 02.24.05 (9:11 pm) [edit] |
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Las Vegas Accident Law
Lower extremities injuries constitute a significant portion of overall motor vehicle injuries. Ankle injuries comprise 33% of all the lower limb trauma. The mechanisms of these injuries under automotive crash impact are not fully understood. Computational modelling along with experimental testing will provide essential information on these injury mechanisms
Understanding the complex problem of lower extremity injuries is difficult using only experimental methods. An anatomically realistic finite element model, incorporating all the essential features of the human ankle, will be used along experimental tests for the purpose of investigating the mechanisms of lower extremities injuries
Read more from the NHTSA article Lower Extremity Research
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| Thoraco-Abdominal Injury |
| 02.24.05 (9:09 pm) [edit] |
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Las Vegas Accident Help
Simple models of the body's response to impact loading, such as Lobdell's model of chest deflection, have been developed to correlate local, surface deformations with impact loading for specific test conditions. An anatomically-based finite element model of the thorax has been developed and has provided encouraging results in predicting the magnitude and distribution of lung contusions.
A thoraco-abdominal model will allow a scientifically based scaling of thoracic and abdominal injury criteria applicable for use in modifications or upgrades of FMVSS 208 and 214 for various population groups. The comprehensive model will allow rapid and reliable evaluation of new or modified restraint systems.
Read more from the NHTSA article Modeling and Analysis of Impact Thoraco-Abdominal Injury -
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| Thoracic Injury |
| 02.24.05 (9:07 pm) [edit] |
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Las Vegas Wrongful Death Lawyer
Current NHTSA criteria for thoracic injury are based on the response of the Hybrid III dummy and are expressed in terms of chest wall deflection and acceleration. Several alternative criteria have been advanced. Clemedson proposed maximum chest wall velocity as an injury correlate, Viano has proposed the "viscous criterion", UK researchers have proposed maximum chest wall acceleration, and Stuhmiller developed the total work measure for damage done on the lung parenchyma
While new criteria have been proposed, none have been systematically validated against all of the thoracic injury data that is available. Furthermore, each criterion is geared for different modes of thoracic injury.
Read more from the NHTSA article Thoracic Injury Criteria Assessment
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| Helmeted head impacts |
| 02.24.05 (9:04 pm) [edit] |
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Las Vegas Personal Injury Lawyer
Head injury protection for helmeted motorcycle riders is governed by FMVSS 218. The safety criterion is based on allowed head acceleration-duration combinations as determined in specifically-defined drop tests. Most head injury data available is based on bare-head impacts. New head impact skull fracture injury measures have been developed under project B.02.01.06.01 that may be better suited to long durations associated with helmeted head impacts.
The FMVSS 218 pass/fail criterion is based specified acceleration and duration levels. Recently calls for the evaluation of the biofidelity of FMVSS 208 criterion have been advanced. NHTSA skull fracture program B.02.01.06.01 results have shown that contact area and duration are critical discriminators in relating head acceleration to injury. A similar relation is likely to exist in helmeted impacts.
Read more from the NHTSA article Biofidelity Study of Federal Motor Vehicle Safety Standard 218
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| Study of Diffuse Brain Injury |
| 02.24.05 (9:02 pm) [edit] |
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Las Vegas Personal Injury Lawyer
Currently there is no provision in any FMVSS for assessing diffuse brain injury. This type of injury has been associated with rapid rotational head motion resulting in brain deformation.
Many models have been proposed to relate the motion and deformation of the brain to injury. None of the models has incorporated all of the physiological aspects known to be important to the rotational response nor have they been validated against all of the response measurements available. Finally, no model has been systematically compared with the injury modes of importance.
Read more from the NHTSA article Head Injury Criteria Development: Study of Diffuse Brain Injury
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| Whiplash Biomechanics |
| 02.24.05 (8:14 am) [edit] |
Las Vegas Car Accident Lawyers
Whiplash injuries are classified as minor injuries on the Abbreviated Injury Scale (AIS) since they pose a relatively low threat to life. However, due to their high incidence rates and often long-term consequences, whiplash injuries are associated with high societal costs. The neck is particularly prone to injuries in rear impacts. According to NASS data, more than 25% of all rear impacts in the U.S. lead to neck injuries. Significantly higher rates have been reported in Europe and Japan. In the United States, 66% of insurance claims for bodily injuries include neck sprains.
There are currently many researchers around the world studying the complex problem of whiplash injuries. Most of this research is being conducted as individual studies, without trying to maximize the international benefit from these studies. This project is an attempt to synthesize the data being generated from all of these individual studies, and to promote international collaboration on this important problem.
Read more from the NHTSA article International Research Council for the Study of Whiplash Biomechanics
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| Child Safety Rulemaking |
| 02.23.05 (8:16 pm) [edit] |
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Las Vegas Car Accident Lawyers
Even with the existence of the child restraint laws, changes in child restraints and motor vehicle technologies (e.g. air bags) have been affecting the type and level of protection child restraints provide to children of various ages. Changes in motor vehicle seat and belt designs and configurations is another problem that affects the performance of child restraint systems during crashes. Further, with new child restraint technologies, such as universal child restraint anchors (UCRA), considerations such as type of anchorages may be of concern as it relates to side impact protection. Finally, there are concerns about the compatibility of child occupant protection in aircraft and school bus environments that need to be considered.
Use of child restraints is now required in all 50 states and the District of Columbia. Data indicate that the combination of high-quality child restraints and the increased us of these restraints as a result of the mandatory usage laws has significantly reduced the risk of child fatality in motor vehicle crashes. Most child restraint usage laws were not in existence at the time FMVSS No. 213 was promulgated. Because of this fact, NHTSA intends to upgrade FMVSS 213 to address child safety issues which warrant rulemaking action.
Read more from the NHTSA article Child Safety Rulemaking
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| Head Restraints |
| 02.23.05 (8:10 pm) [edit] |
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Las Vegas Personal Injury Attorney
FMVSS No. 200 is intended to reduce the frequency and severity of neck injury in rear-end and other collisions. It has been estimated that more than 740,000 whiplash injuries occur annually, even though these injuries are classified as minor the economic cost has been estimated at roughly $4.5 billion per year in the United states.
FMVSS No. 200 was established in January 1969 to reduce the frequency and severity of neck injury in rear-end and other collisions in passenger cars. This requirement was extended to light trucks and vans, multipurpose passenger vehicles and buses with gross vehicle weight rating of 10,000 pounds or less in 1991.
Read more from the NHTSA article Head Restraints
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| Frontal Offset Crash Protection |
| 02.23.05 (8:07 pm) [edit] |
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Las Vegas Personal Injury Attorney
After full implementation of FMVSS No. 208, the latest agency estimates are that frontal impacts may still account for about 8,500 fatalities and over 120,000 AIS 2 and greater injuries, including 51,000 lower extremity injuries.
As part of the House of Representatives Conference Report 104-785, NHTSA was directed toward establishing a Federal motor vehicle safety standard for frontal offset crash testing. The frontal offset crash test procedure emgages 40 percent of the front structure of the vehicle into a fixed deformable barrier, and primarily addresses lower limb and neck injuries
Read more from the NHTSA article Frontal Offset Crash Protection
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| More on Upgrade Side Crash Protection |
| 02.23.05 (8:05 pm) [edit] |
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Las Vegas Accident Lawyer
In October 1990, the U.S. side impact regulation for passenger cars, FMVSS 214, established minimum requirements for thoracic and pelvic protection for near-side occupant intersection type car to car side crashes. Partial compliance with this federal motor vehicle safety standard began in 1994 and full compliance by all passenger cars was required by 1998. Dynamic FMVSS 214 was extended to include LTVs in 1995, with full compliance required by the year 1999. The NHTSA Statement of Research Needs for the mid-1990's recommended that the agency explore the feasibility of requiring higher severity side impact protection. Also, The NHTSA Strategic Execution plan, June 1996, outlined the goal of "assessing whether it is feasible to upgrade the side impact safety standard to, for example, include narrow object collisions." Moreover, the U. S. fleet composition is changing rapidly with a growing population of LTVs which, as collision partners, increasingly account for a significant percentage of injuries and fatalities in side struck vehicles. In addition, NHTSA has long recognized the need for international harmonization of side impact requirements and the potential of added safety benefits resulting from such harmonization. Although the U.S. and EU side impact regulations ideally address the same safety problem, they differ in test procedures, barriers, dummies, and injury criteria. Manufacturers believe that these differences lead to different vehicle designs, thus posing undue financial burdens in terms of dual development, testing, manufacturing and distribution of vehicles in various markets.
Read more from the NHTSA article Upgrade Side Crash Protection
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| Upgrade Side Crash Protection |
| 02.23.05 (8:02 pm) [edit] |
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Las Vegas Accident Lawyer
Side impact accidents of light vehicles, i.e. passenger cars and light trucks and vans (LTVs), result in around 9,800 fatalities and over 1,020,000 injuries each year (1996 FARS and GES). This corresponds to about 30% of vehicles involved in tow away crashes. Also, over 43% of the fatalities and 37% of the serious injuries (MAIS 3) in U.S. light vehicle side impact crashes are in side impacts where an LTV is the striking or bullet vehicle (based on a yearly average from the current U.S. crash environment (1988-1996 NASS/CDS and FARS). When the trend of fatalities in struck vehicles is reviewed from 1980 through 1996 FARS, fatalities in LTV to car side crashes have more than doubled. As such, even after full implementation of dynamic FMVSS 214, the remaining safety problem is considerable, in particular in side crashes with LTVs as the collision partner, also in side crashes with fixed objects, and in higher speed vehicle to vehicle side crashes.
Read more from the NHTSA article Upgrade Side Crash Protection
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| DROWSY DRIVERS |
| 02.20.05 (8:00 pm) [edit] |
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Las Vegas Accident Lawyer
- Drivers are often unaware of their deteriorating condition or, even when they are aware, are often motivated to keep driving.
- Incipient drowsiness can be observed and measured well before the occurrence of episodes of involuntary sleep.
- Drowsiness has recently been detected with impressive accuracy by measuring the percentage of eyelid closure over time, i.e. PERCLOS.
- A drowsiness detection and warning system can help reduce alertness-related crashes by helping to maintain alertness until it is safe to stop and rest.
Read more from the NHTSA article NHTSA's DROWSY DRIVER TECHNOLOGY PROGRAM
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| LANE CHANGE, MERGING AND BACKING COLLISIONS |
| 02.20.05 (7:57 pm) [edit] |
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Las Vegas Car Accident Lawyer
In 1992, lane change, merging, and backing crashes accounted for 533,000 crashes (9% of all crashes). The total number of related fatalities was 338. Considering injuries, trauma, and costs, the total annual value for "Fatal Crash Equivalents (FCE)" was 2,353. (The FCE concept used in public documents relates the cost of all crashes to the cost of one fatal crash.)
Read more from the NHTSA article PERFORMANCE SPECIFICATIONS FOR COUNTERMEASURES AGAINST LANE CHANGE, MERGING AND BACKING COLLISIONS
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| Frontal Air Bag Safety Tips |
| 02.19.05 (10:03 am) [edit] |
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Las Vegas Personal Injury Lawyer
Reduce the risk of injury from any frontal air bag by observing the following:
Buckle your safety belt.
Keep about 10 inches or more between your chest and the air bag cover.
Never place a rear-facing infant seat in front of an air bag, even a reduced-power or advanced air bag, unless the air bag on-off switch is in the OFF position.
Place children 12-years-old and under in the back seat and make sure they are properly restrained, either in a safety belt or a child safety seat that is appropriate for their size, weight, and age.
Warning!!! Even with advanced air bags, children can be killed or seriously injured by an air bag. Always put children age 12 and under in the rear seat.
Read more from the NHTSA brochure Buying A Safer Car 2005.
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| Frontal Air Bags |
| 02.19.05 (9:58 am) [edit] |
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Las Vegas Personal Injury Lawyer
Depending on the severity of the crash, frontal air bags inflate to prevent occupants from hitting the steering wheel, dashboard, and wind-shield. Frontal air bags for both drivers and passengers have been standard equipment in all vehicles since 1998.
Frontal air bags do not eliminate the need for safety belts and typically do not offer protection in rollovers, side-impact, or rear-end crashes. Air bag effectiveness depends upon the proper use of safety belts, which help keep you in place should a collision occur. Occupants who are unbelted or out-of-position can end up being seriously injured or killed if they are too close to the air bag when it deploys.
Advanced (Frontal) Air Bags Systems. Beginning with 2004 vehicles, advanced air bag systems are required in a portion of each manufacturer’s production. By September 1, 2006, all new vehicles will have advanced (frontal) air bag systems. The charts included here indicate which vehicles are certified to the new Federal standard for advanced air bags.
Advanced air bag systems are a next-generation frontal air bag system designed to further reduce the likelihood of serious injury or death to occupants, whether adults or children, who may be too close to the air bag when it deploys. Most advanced air bag systems use sensors that automatically detect the severity of the crash, the occupant’s size, safety belt use, and/or seating position, and deploy the appropriate level of power to the driver and passenger frontal air bags.
Read more from the NHTSA brochure Buying A Safer Car 2005.
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| Tire Ratings - Temperature |
| 02.18.05 (2:41 pm) [edit] |
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Las Vegas Personal Injury Lawyer
Temperature grades are an indication of a tire's resistance to heat. Sustained high temperature (for example, driving long distances in hot weather), can cause a tire to deteriorate, leading to blowouts and tread separation. From highest to lowest, a tire's resistance to heat is graded as “A”, “B”, or “C”.
Of current tires:
- 27% are rated “A”
- 59% are rated “B”
- 11% are rated “C”
Read the above article Tire Ratings - Temperature from the NHTSA site.
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| Tire Ratings - Traction |
| 02.18.05 (2:36 pm) [edit] |
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Las Vegas Injury Lawyers
Traction grades are an indication of a tire's ability to stop on wet pavement. A higher graded tire should allow a car to stop on wet roads in a shorter distance than a tire with a lower grade. Traction is graded from highest to lowest as "AA", "A", "B", and "C".
Of current tires:
- 3% are rated “AA”
- 75% are rated “A”
- 22% are rated “B”
- only 1 line of tires
rated “C”
Read the above article Tire Ratings - Traction from the NHTSA site.
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| Tire Ratings - Treadwear |
| 02.18.05 (2:33 pm) [edit] |
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Las Vegas Injury Lawyers
Treadwear grades are an indication of a tire's relative wear rate. The higher the treadwear number is, the longer it should take for the tread to wear down.
A control tire is assigned a grade of 100. Other tires are compared to the control tire. For example, a tire grade of 200 should wear twice as long as the control tire.
Of current tires:
- 15% are rated below 200
- 25% are rated 201 - 300
- 32% are rated 301 - 400
- 20% are rated 401 - 500
- 6% are rated 501 - 600
- 2% are rated above 600
Read the above article Tire Ratings - Treadwear from the NHTSA site.
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| Tire Repair |
| 02.18.05 (2:30 pm) [edit] |
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Las Vegas Personal Injury Attorney
A plug by itself is not an acceptable repair.
The proper repair of a punctured tire requires a plug for the hole and a patch for the area inside the tire that surrounds the puncture hole. The repair material used – for example, a “combination patch and plug” repair – must seal the inner liner and fill the injury to be considered a permanent repair.
Punctures through the tread can be repaired if they are not too large, but punctures to the sidewall should not be repaired.
Tires must be removed from the rim to be properly inspected before being plugged and patched.
Read the above article Repair from the NHTSA site.
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| Effect of increased speed limits |
| 02.17.05 (12:32 pm) [edit] |
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Las Vegas Personal Injury Attorney
The National Highway System (NHS) Designation Act of 1995 (Public Law 104-59) was signed into law on November 28, 1995. The NHS Act, among other things, established the National Highway System and eliminated the Federal mandate for the National Maximum Speed Limit (NMSL). In so doing, the NHS Act ended a period of more than 20 years of Federal involvement in the states' establishment of speed limits and ended the requirement for states' submission of speed compliance data to the Federal Highway Administration (FHWA). Section 347 of the NHS Act required the Secretary of Transportation to study the impact of states' actions to raise speed limits above 55/65 mph (88/105 kph) and report to Congress by September 30, 1997. The National Highway Traffic Safety Administration (NHTSA) and FHWA were delegated responsibility for conducting the study of the impact of increased speed limits. This report presents the results of their study. Key findings include the following: The estimated increase in Interstate fatalities found in this study, while smaller in magnitude compared to the estimated change in fatalities found in 1987 following the increase of speed limits on rural interstates, does follow the historical pattern of increases in fatalities being associated with increases in posted speed limits.
Read more of the NHTSA article The effect of increased speed limits in the post-MNSL era for information regarding speed limits; states; fatalities; traffic accidents; injuries; costs; statistical analysis.
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| Aviation Accidents Statistics |
| 02.17.05 (12:28 pm) [edit] |
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Las Vegas Accident Lawyers
The National Transportation Safety Board's Aviation Accident Statistics is a summary of annual aviation accident, injury, and fatality statistics. Data are available for scheduled and nonscheduled operations of commercial air carriers, commuter planes, air taxis and general aviation planes. Accident and fatality rates are also available.Available data series include 1) accidents, injuries, and fatalities for air carriers, air taxis, commuter flights, and general aviation, 2) accidents, injuries, and fatalities for scheduled and nonscheduled flights, 3) planes damaged and destroyed per year, and 4) ground fatalities.Visit Aviation Accident Statistics.
Read more of the BTS article Aviation Accidents Statistics for information on Aviation safety; Airplanes; Aircraft accidents; Civil aviation; Airlines; Commuter airlines; General aviation; Air taxi service; Injuries; Fatalities; Statistics.
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| Recreational Boating Accident Report Database |
| 02.17.05 (12:25 pm) [edit] |
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Personal Injury Attorney In Las Vegas, Nevada
The Boating Accident Report Database (BARD) contains data on recreational boating accidents, which are reported to local district offices of the United States Coast Guard (USCG). Current regulations (33 CFR 173-4) require the operator of any vessel, numbered or used for recreational purposes to file a Boating Accident Report (BAR) if the vessel is involved in an accident that results in loss of life, personal injury which requires medical treatment beyond first aid, damage to the vessel and other property exceeding $500, or complete loss of the vessel.
Read more from the BTS article Recreational Boating Accident Report Database for information on Boating; Maritime accidents; Fatalities; Injuries; Statistics.
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| Fatalities Associated with Carbon Monoxide Poisoning from Motor Vehicles |
| 02.16.05 (4:25 pm) [edit] |
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Accident Attorney In Las Vegas, Nevada
National Highway Traffic Safety Administration's National Center for Statistics and Analysis (NCSA) recently completed a study of data from the National Center for Health Statistics (NCHS) to obtain an estimate of the number of persons killed as a result of carbon monoxide (CO) poisoning by exhaust gases of motor vehicles. This study focuses on the extent to which moving, as opposed to stationary, motor vehicles are involved in CO poisoning deaths. In addition, the study examined the proportion of accidental, i.e., unintentional CO deaths; the vehicle location for accidental CO fatalities involving stationary vehicles, and the season of the year in which the greatest proportion of accidental CO deaths occur. Data for calendar year 1993, the most recent year of data available from NCHS, were used in this study.
Read more of the NHTSA article Fatalities Associated with Carbon Monoxide Poisoning from Motor Vehicles for information on Carbon monoxide; Poisoning; Exhaust gases; Fatalities; Motor vehicles; Statistics.
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| Ejection Mitigation Using Advanced Glazing |
| 02.16.05 (4:22 pm) [edit] |
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Accident Lawyer In Las Vegas, Nevada
The National Highway Traffic Safety Administration (NHTSA) published two Advance Notices of Proposed Rulemaking in 1988 announcing that the agency was considering making a proposal of requirements for passenger vehicles intended to reduce the risk of ejections in crashes where the side protection of the vehicle was a relevant factor. Numerous comments were received on the 1988 ANPRM. Major issues were raised concerning the proposal. First, the safety benefits were not quantified. The injury criteria were not specified for side impact. The practicability of glazing designs was questioned and had never been demonstrated. The cost was considered high. And finally, there was no objective, repeatable test procedure proposed. On July 1, 1994, the agency created a cross-agency research team to expedite the research and analysis of the problem of vehicle ejection out of glazing. This Advance Glazing Research Team developed analytical and research tools to evaluate the problem of ejection, and to measure potential mitigating designs. The team initiated a multi-pronged approach on analyzing advance glazing. This report contains the 1995 analysis of their preliminary research.
Read more of the NHTSA article Ejection Mitigation Using Advanced Glazing: A Status Report for information on vehicle glazing; Ejection mitigation; National Accident Sampling System (NASS); Fatal glazing ejections; Occupant retention glazing system.
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| Analysis of combination-unit truck fatal crashes by location of fatality |
| 02.16.05 (4:18 pm) [edit] |
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Nevada Truck Accident Lawyer
This note provides comparative statistics on crash problem size and characteristics for two types of heavy combination-unit truck fatal crashes: (a) fatal to truck occupants and (b) fatal only to non-truck vehicle occupants or non-motorists (e.g., pedestrians, pedalcyclists. The principal data source was the 1991-1994 Fatal Accident Reporting System (FARS). A secondary data source was the 1991-1994 General Estimates System (GES).
Read more from the NHTSA article Analysis of combination-unit truck fatal crashes by location of fatality for information on Tractor trailer combinations; Truck accidents; Multiple vehicle accidents; Fatalities; Accident characteristics; Accident victims; Statistics.
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| Putting Children First |
| 02.16.05 (4:15 pm) [edit] |
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Nevada Accident Lawyers
This document focuses on what has been and what still needs to be done to protect children from death or injury in transportation-related crashes. The following issues areas are examined: air bags and children, permanent child safety seat fitting stations, child occupant protection laws, car designs that focus on children, school transportation for children, passenger vans used for school activities, zero alcohol tolerance for drivers under age 21, graduated driver licensing for new and novice drivers, recreational boating safety, and child restraints in aviation.
Read more of the NTSB article Putting Children First for information regarding Air bags; Alcohol use; Aviation; Boating; Child safety seats; School children; Children; Driver licensing; Fatalities; Graduated licensing; Injuries; Laws and legislation; Motor vehicles; Child restraint systems.
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| Speed management work plan |
| 02.16.05 (4:11 pm) [edit] |
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Las Vegas Auto Accident Lawyers
This plan is part of the continuing commitment by the National Highway Traffic Safety Administration and the Federal Highway Administration to reduce the number of speed-related fatalities and injuries occurring on our highways. Since the repeal of the National Maximum Speed Limit (NSML), in December 1995, many states have raised speed limits on both Interstate and non-Interstate roads. To address these changes, the agencies have refocused planned speed management activities, and new tasks have been added. The first new task is a complete reexamination of criteria used to determine and set speed limits. Secondly, a report to Congress will require the secretary to prepare a study of the costs to the state of deaths and injuries resulting from motor vehicle crashes, and the benefits associated with the repeal of the national maximum speed limit. The specific activities that are described in this report fall into five categories: 1. Improved Information and Analysis- to gather and analyze information designed to provide insight into the speeding problem and its associated consequences; 2. Speed Zoning- to develop and implement rational criteria for setting speed limits; 3. Technology Development- to identify, develop, and evaluate applicable speed management technologies; 4. Enforcement- to develop innovative and effective speed enforcement methods, strategies, and programs; and 5. Public Information and Education.
Get more information from the FHWA article Speed management work plan on issues related to speeding; speed limits; fatalities; injuries; traffic accidents; traffic law enforcement,.
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| Speeding-Related Multi-Vehicle Fatal Crashes Involving Large Trucks |
| 02.16.05 (4:08 pm) [edit] |
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Las Vegas Auto Accident Lawyers
Speeding reduces a driver's ability to steer safely around curves or objects in the roadway, extends the distance necessary to stop a vehicle, and increases the distance a vehicle travels while the driver reacts to a dangerous situation. The danger is heightened when the speeding vehicle is either a large truck or some other vehicle in its vicinity, given the distances required for large trucks to stop or to react to sudden changes on the roadway. This Analysis Brief presents findings on the extent to which speeding, driving in excess of the speed limit or driving too fast for conditions, plays a role in multi-vehicle fatal crashes involving large trucks (over 10,000 pound gross vehicle weight rating).
Read more of the FMCSA article Speeding-Related Multi-Vehicle Fatal Crashes Involving Large Trucks for information related to Heavy duty trucks; Trucking safety; Speeding; Collisions; Fatalities; Human factors in accidents.
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| Nonoccupant Fatalities Associated with Backing Crashes |
| 02.16.05 (4:05 pm) [edit] |
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Las Vegas Personal Injury Lawyers
National Highway Traffic Safety Administration's National Center for Statistics and Analysis (NCSA) recently completed a study of data from the National Center Health Statistics (NCHS) to obtain an estimate of the number of nonoccupant fatalities associated with off-road backing crashes. The NCHS data were contrasted with data from the Fatal Accident Reporting System (FARS) on the number of nonoccupants killed in on-road fatal crashes. Fatalities of children aged 1-4 in backing crashes were of particular focus, as the physical stature and comprehension level of younger children place them at greater risk in situations involving backing motor vehicles. Children aged 1-4 were found to be overrepresented (relative to population) in backing crashes, particularly those occurring off-road. This Reserach Note was first published December 1996; this is a revised version.
Read more of the NHTSA article Nonoccupant Fatalities Associated with Backing Crashes for information on Traffic accident victims; Traffic accidents; Preschool children; Fatalities; Statistics.
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| Traffic safety : DIGEST : youth programs |
| 02.16.05 (3:59 pm) [edit] |
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Las Vegas Injury Lawyers
This Traffic Safety DIGEST focused on youth programs developed by Wisconsin, Indiana, Maine, Missouri, Kentucky, and Hawaii. The problem with young drivers, cyclists, and pedestrians was identified and was supported by statistics. The goals and objectives were outlined, along with strategies and activities, and results were presented. For example, Missouri developed a program to detect and deter impaired driving, especially among underage drinkers.
Read more of the BTS article Traffic safety : DIGEST : youth programs for information regarding children; young adults; drunk driving; seat belts; helmets; cyclists; injuries; fatalities; teenage drivers.
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| Traffic enforcement : myths and facts |
| 02.16.05 (3:56 pm) [edit] |
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Las Vegas Injury Attorney
This article presents a comparison of the myths and facts in traffic enforcement. The article stresses that police officers do not only enforce traffic laws, such as speeding, but they also remove impaired drivers from the road. Police officers may apprehend criminals and take drugs, weapons, and contraband on routine traffic stops.
Read more on the NHTSA article Traffic enforcement : myths and facts for information on traffic safety; traffic law enforcement; speeding; fatalities; impaired drivers; occupant protection devices.
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| Obvious Danger Rule Distinguished |
| 02.16.05 (8:17 am) [edit] |
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Las Vegas Injury Attorney
Read the article : Obvious Danger Rule Distinguished on the Vegas Lawyer site.
“Obvious danger” rule stating that if a danger is “obvious” ordinary care does not require a warning from owner survives adoption of comparative negligence statute, NRS 41.141. Harrington v. Syufy Enterprises, 113 Nev. 246, 931 P.2d 1378 (1997).
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