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Greif Support Resources

03.31.05 (8:53 am) [edit]

Grief Support Index | The Grieve.Info Site
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Information on Restraint Systems

03.30.05 (8:33 am) [edit]

Las Vegas Auto Accident Lawyer

The reported restraint use rate among all occupants of passenger cars involved in fatal crashes was 58 percent in 1998. - [Restraint Systems ; 1998 ]
Research has found that lap/shoulder safety belts, when used, reduce the risk of fatal injury to front-seat passenger car occupants by 45 percent and the risk of moderate-to-critical injury by 50 percent. - [Restraint Systems ; 1998 ]

The reported restraint use rate among all occupants of passenger cars involved in fatal crashes was 59 percent in 2000. The use rate for drivers was higher (62 percent), and the highest use rate was reported for children age 4 and under (73 percent). - [restraint systems ; 2000 ]
According to observational surveys conducted by the states and reported to NHTSA, 67 percent of passenger vehicle occupants used their safety belts in 1999. - [restraint systems ; 1999 ]
The reported restraint use rate among all occupants of passenger cars involved in fatal crashes was 57 percent in 1999. The use rate for drivers was higher (61 percent), and the highest use rate was reported for children age 4 and under (73 percent). - [restraint systems ; 1999 ]
In 1998, NHTSA conducted the National Occupant Protection Use Survey (NOPUS). The overall observed shoulder belt use rate was 68.9 percent, compared to 61.3 percent observed in 1996 and 58.0 percent in 1994. - [restraint systems ; 1999 ]
In 1999, it is estimated that 307 children under age 5 were saved as a result of child restraint use. An estimated 4,500 lives were saved by child restraints from 1975 through 1999. - [restraint systems ; 1999 ]
In 1999, 43 percent of passenger car occupants and 48 percent of light truck occupants involved in fatal crashes were unrestrained. - [restraint systems ; 1999 ]
In fatal crashes, 75 percent of passenger car occupants who were totally ejected from the vehicle were killed. Safety belts are effective in preventing total ejections: only 1 percent of the occupants reported to have been using restraints were totally ejected, compared with 22 percent of the unrestrained occupants. - [restraint systems ; 1999 ]
Among passenger vehicle occupants over 4 years old, safety belts saved an estimated 11,088 lives in 1998. - [Restraint Systems ; 1998 ]
In 1998, an estimated 1,043 lives were saved by air bags. From 1987 to 1998, a total of 3,706 lives were saved. - [Restraint Systems ; 1998 ]
In 1998, there were 575 passenger vehicle occupant fatalities among children under 5 years of age. Of these 575 fatalities, an estimated 293 (or 51 percent) were totally unrestrained. - [Restraint Systems ; 1998 ]

Read more from the NHTSA FARS site.

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Injury Information

03.29.05 (9:45 am) [edit]

Las Vegas Personal Injury Lawyer

Forty-one percent of the persons who were killed in traffic crashes in 1995 died in alcohol-related crashes. Nine percent of the injured persons received their injuries in alcohol-related crashes. - [People ; 1995 ]
A total of 40,676 people lost their lives in motor vehicle crashes in 1994. Another 3.2 million people were injured. - [People ; 1994 ]
The majority of persons killed or injured in traffic crashes were drivers (63 percent), followed by passengers (32 percent), pedestrians (3 percent), and pedalcyclists (2 percent). - [People ; 1994 ]
Persons 16 to 20 years old had the highest fatality and injury rates per 100,000 population. Children 5 to 9 years old had the lowest fatality rate, and children under 5 had the lowest injury rate. - [People ; 1994 ]
For every age group, the fatality rate per 100,000 population was lower for females than for males. The injury rate based on population was lower for females than for males in four age groups: 5 to 9, 25 to 34, 55 to 64, and over 74 years old. - [People ; 1994 ]
Although male drivers were 51 percent of total licensed drivers, they accounted for 74 percent of the drivers involved in fatal crashes, 59 percent of the drivers in injury crashes, and 63 percent of the drivers in property-damage-only crashes. - [People ; 1994 ]
Forty-one percent of the persons who were killed in traffic crashes in 1994 died in alcohol-related crashes. Nine percent of the injured persons received their injuries in alcohol-related crashes. - [People ; 1994 ]

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Pedestrian Accident Information

03.28.05 (9:52 am) [edit]

Las Vegas Personal Injury Lawyer

On average, a pedestrian is killed in a motor vehicle crash every 107 minutes, and one is injured every 6 minutes. - [pedestrians ; 1999 ]
Alcohol involvement — either for the driver or the pedestrian — was reported in 47 percent of the traffic crashes that resulted in pedestrian fatalities. Of the pedestrians involved, 31 percent were intoxicated. The intoxication rate for the drivers involved was only 12 percent. In 6 percent of the crashes, both the driver and the pedestrian were - [pedestrians ; 1999 ]
On average, a pedestrian is killed in a traffic crash every 101 minutes. - [Pedestrians ; 1998 ]
Most pedestrian fatalities in 1998 occurred in urban areas (69 percent), at nonintersection locations (78 percent), in normal weather conditions (88 percent), and at night (64 percent). - [Pedestrians ; 1998 ]
Older pedestrians (ages 70+) accounted for 18 percent of all pedestrian fatalities and 5 percent of all pedestrian injuries. The death rate for this group, both males and females, was 3.86 per 100,000 population — higher than for any other age group. - [Pedestrians ; 1998 ]
Pedestrian fatalities accounted for 85 percent of all nonoccupant fatalities in 1998. - [Pedestrians ; 1998 ]
Nearly one-half of all pedestrian fatalities occurred on Friday, Saturday, or Sunday: 16 percent, 18 percent, and 13 percent, respectively. - [Pedestrians ; 1998 ]

Read more from the NHTSA FARS site.

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Child Fatality Info

03.27.05 (9:56 am) [edit]

Las Vegas Accident Lawyer

In 2000, there were a total of 41,821 traffic fatalities in the United States. The 0-14 age group accounted for 6 percent (2,343) of those traffic fatalities. - [Children ; 2000 ]
In the United States, an average of 6 children 0-14 years old were killed and 797 were injured every day in motor vehicle crashes during 2000. In the 0-14 year age group, males accounted for 56 percent of the fatalities and 51 percent of those injured in motor vehicle crashes during 2000. - [Children ; 2000 ]
In 2000, 20 percent of the children under 15 years old who were killed in motor vehicle crashes were killed in alcohol-related crashes. - [Children ; 2000 ]
Of the children 0-14 years old who were killed in alcohol-related crashes during 2000, almost half (223) were passengers in vehicles with drivers who had been drinking, with blood alcohol concentration (BAC) levels of 0.01 gram per deciliter (g/dl) or higher. - [Children ; 2000 ]
Another 80 children under 15 years old who were killed in traffic crashes in 2000 were pedestrians or pedalcyclists who were struck by drinking drivers (BAC _ 0.01 g/dl). - [Children ; 2000 ]
One-fifth (20 percent) of the traffic fatalities in the 0-14 year age group were pedestrians. - [Children ; 2000 ]
During 2000, 43 percent of the young pedestrian fatalities occurred between the hours of 4 pm and 8 pm, and 81 percent occurred at non-intersection locations. - [Children ; 2000 ]
A total of 690 pedalcyclists were killed in motor vehicle crashes in 2000. Children 0-14 years old accounted for 175 (25 percent) of those fatalities. - [Children ; 2000 ]
Almost one-fourth of all children between the ages of 5 and 9 years who were killed in motor vehicle traffic crashes were pedestrians. Nearly one-fifth of the traffic fatalities under age 16 were pedestrians. - [children ; 1999 ]
In 1999, there were a total of 41,611 traffic fatalities in the United States. The 0-14 age group accounted for 6 percent (2,474) of those traffic fatalities. In addition, children under 15 years old accounted for 5 percent (1,724) of all vehicle occupant fatalities, 10 percent (318,000) of all the people injured in motor vehicle crashes, and 9 per - [children ; 1999 ]

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Age-related diminished c

03.26.05 (10:48 am) [edit]

Las Vegas Lawyers

On a population basis, the age-related diminished capabilities that contribute most to older drivers' difficulties at freeway interchanges include losses in vision and information-processing ability, and decreased physical flexibility in the neck and upper body. Specifically, older adults show declines in static and dynamic acuity, increased sensitivity to glare, poor night vision, and reduced contrast sensitivity (McFarland, Domey, Warren, and Ward, 1960; Weymouth, 1960; Richards, 1972; Pitts, 1982; Sekuler, Kline, and Dismukes, 1982; Owsley, Sekuler, and Siemsen, 1983). These sensory losses are compounded by the following perceptual and cognitive deficits, the first two of which are recognized as being especially critical to safety: reduction in the ability to rapidly localize the most relevant stimuli in a driving scene; reduction in the ability to efficiently switch attention between multiple targets; reduction in working memory capacity; and reduction in processing speed (Avolio, Kroeck, and Panek, 1985; Plude and Hoyer, 1985; Ponds, Brouwer, and van Wolffelaar, 1988; Brouwer, Ickenroth, Ponds, and van Wolffelaar, 1990; Brouwer, Waterink, van Wolffelaar, and Rothengatter, 1991). The most important physical losses are reduced range of motion (head and neck), which impairs visual search, and slowed response time to execute a vehicle control movement, especially when a sequence of movements--such as braking, steering, and accelerating to weave and then exit a freeway--is required (Smith and Sethi, 1975; Goggin, Stelmach, and Amrhein, 1989; Goggin and Stelmach, 1990; Hunter-Zaworski, 1990; Staplin, Lococo, and Sim, 1990; Ostrow, Shaffron, and McPherson, 1992).

One result of these age-related diminished capabilities is demonstrated by a driver who waits when merging and entering freeways at on-ramps until he/she is alongside traffic, then relies on mirror views of overtaking vehicles on the mainline to begin searching for an acceptable gap (McKnight and Stewart, 1990). Exclusive use of mirrors to check for gaps, and slowing or stopping to look for a gap, increase the likelihood of crashes and have a negative effect on traffic flow. Malfetti and Winter (1987), in a critical incident study of merging and yielding problems, reported that older drivers on freeway acceleration lanes merged so slowly that traffic was disrupted, or they stopped completely at the end of the ramp instead of attempting to approach the speed of the traffic flow before entering the mainline. In a survey of 692 older drivers, 25 percent reported that they stop on a freeway entrance ramp before merging onto the highway, and 17 percent indicated that they have trouble finding a large enough gap in which to merge onto the mainline (Knoblauch, Nitzburg, and Seifert, 1997). Thirty-four percent of the "young-old" respondents (ages 50 to 72) and 26 percent of the "old-old" respondents (ages 73 to 97) responded that they wish entrance lanes were longer. In Lerner and Ratté's research (1991), older drivers in focus group discussions commented that they experienced difficulty maintaining vehicle headway because of slower reaction times, difficulty reading signs, fatigue, mobility limitations, a tendency to panic or become disoriented, and loss of daring or confidence. Merging onto the freeway was the most difficult maneuver discussed. Needed improvements identified by these older drivers included the elimination of weaving sections and short merge areas, which would facilitate the negotiation of on-ramps at interchanges. Improvements identified to ease the exit process included better graphics, greater use of sign panels listing several upcoming exits, and other methods to improve advance signing for freeway exits.

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TB Cases Prompt Advisory About Soft Cheese Made From Raw Milk

03.24.05 (10:35 am) [edit]

Las Vegas Lawyers

FDA is advising that some soft cheeses made with raw milk present a health risk, especially to high risk groups, such as pregnant women, newborns, older adults, and people with weakened immune systems. Recently, cases of tuberculosis in New York City have been linked to consumption of queso fresco style cheeses, either imported from Mexico or consumed in Mexico.

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Selecting Appropriate Interchanges

03.23.05 (3:49 pm) [edit]

Las Vegas Car Accident Attorneys

In A Policy on Geometric Design of Highways and Streets, the American Association of State Highway and Transportation Officials (AASHTO) presents six warrants (i.e., selection criteria) for interchanges and grade separations, including reductions in bottlenecks, crashes, and traffic volumes. Selecting the most appropriate type of interchange depends on various factors such as the number of intersection approaches, expected traffic movements, expected volumes, design controls, rights-of-way, and topographies. Planners should perform engineering reviews prior to any construction to determine the appropriate interchange configuration for a given situation. Moreover, accommodations for bicyclists and pedestrians must be considered in order to provide access to all users, including people with disabilities.

For additional guidance on the design selection process, engineers can reference AASHTO's policies, Guidelines for Preliminary Selection of Optimum Interchange Type for Specific Location, by N.J. Garber and M.D. Fontaine; Single Point Urban Interchange Design Operations Analysis by C.J. Messer, J.A. Bonneson, S.D. Anderson, and W.F. McFareland; or Grade Separated Intersections: Intersection and Interchange Design by J.P. Leisch.

In Guidelines for Preliminary Selection of Optimum Interchange Type for Specific Location, Garber and Fontaine recommend using a diamond interchange for low-traffic volumes of less than 1,500 vehicles per hour (vph) and a single-point urban interchange for volumes between 1,500 and 5,500 vph. A single-point urban interchange yields higher delays when the crossroad and left-turn volumes do not balance. Additionally, Garber and Fontaine contend that a single-point interchange design is too expensive and intricate to construct where there are rights-of-way restrictions. Garber and Fontaine's results also indicate that when compared with diamond interchanges, single-point urban interchanges yield approximately 5-second delay savings per vehicle for up to a total flow of 4,500 vph. These delay savings do not apply to single-point interchanges with designs requiring a frontage road, where a diamond interchange (or a tight diamond interchange) often will be a more favorable design configuration.

This study compares conventional diamond interchanges with round-abouts at ramp terminals in terms of delay only.

Read more from the FHWA article Does Your Interchange Design Have You Going Around in Circle

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Traffic Simulation Models - Behavior Modeling

03.22.05 (7:49 am) [edit]

Las Vegas Car Accident Attorneys

Parameterized Gap-Acceptance Model

One of the key modeling elements of any microscopic simulation. Tunable parameters are required to assess sensitivity of the SSAM to the gap-acceptance procedure. All models reviewed included a gap-acceptance model with configurable parameters.

Parameterized Lane-Changing Model

One of the key modeling elements of any microscopic simulation. Tunable parameters are required to assess the sensitivity of the SSAM to lane-changing procedure. All models reviewed included a lane-changing model with configurable parameters.

Parameterized Car-Following Model

One of the key modeling elements of any microscopic simulation. Tunable parameters are required to assess the sensitivity of the SSAM to the car-following procedure. All models reviewed included a car-following model with configurable parameters (omitted).

Parameterized Turning Speed

The speed at which turns are made should be tunable by the user or variable based on turning radius, number of lanes, etc. It is conceivable that the turning-speed model could influence calculation of surrogate measures. SIMTRAFFIC claims a parameterized turning-speed model and VISSIM and Texas allows turning speed to be dependent on vehicle type and turning radius.

Reaction to Yellow

Modeling of a driver’s reaction to yellow is important to measure dilemma-zone performance. It could be important for calculation of surrogate measures if the reaction model is variable by driver type, vehicle type, etc. Most models reviewed have reaction "by driver type." Paramics lists its modeling capabilities "by driver." This implies a continuous scale of parameters, rather than a set of fixed parameters (one for each type). VISSIM has reaction models with specific driver-type parameter settings for both signal sequences with and without flashing signals (for both European and North American signalization approaches).

Variable Driver Reaction Time

Reflects the model’s ability to represent the delay experienced between the driver’s identification of a potential collision and the application of control measures (braking, acceleration, or lane change) to avoid collision. In the real world, drivers’ reaction times vary by experience, age, etc. HUTSIM is planning integration of nanoscopic modeling of driver reactions and Paramics models driver awareness.

Intersection Box Movements

For assessment of surrogate safety measures, it is important for the simulation to model movement of the vehicles in the intersection with significant fidelity. For example, for left turns, Texas models intersection movements as combinations of appropriately sized arcs from the center of the beginning lane to the center of the receiving lane.

Variable Acceleration (and Deceleration) Rate

Simulations should include modeling of different vehicle capabilities by vehicle type. Unrealistic DRs (and maximum DR distributions) may underestimate the true statistics of surrogate measures. This is included in all models that were reviewed.

Sight-Distance Limits

Models that limit the "look-ahead" distance of drivers when making decisions (or model the look-ahead distance by driver or driver type) can more accurately model the awareness of drivers in surrogate measure statistics. In addition, sight-distance limits can reflect the modeling of roadway obstructions, such as curves, crests, trees, buildings, etc. This may also apply to modeling of in-vehicle sight restrictions, such as those that occur when following a large truck. Most of the models reviewed lack sophisticated sight-distance limitation modeling. VISSIM has some modeling of both the number of vehicles to look ahead and a distance ahead to consider before making maneuvers (as do other models as listed in the table), but no occlusion effects are modeled. CORSIM has a sight-distance limit for vehicles at the stop bar to look ahead for vehicles conflicting with their movement in the intersection.

Rolling Yield

Accurate modeling of yield signs and locations will be crucial for accurate collection of surrogate measures. It is hypothesized that the SSAM will be used for safety analyses of yield operations versus stop or signalized operations. A "rolling" yield indicates that the yield operation can occur with a slowed vehicle that does not come to a complete stop before re-entering the traffic stream.

Vehicles Interact With Pedestrians

Pedestrian safety is of extreme importance to traffic engineers. Simulations that model vehicle interactions with pedestrians may have the ability to assess the pedestrian safety effects of various alternatives (82). VISSIM and Paramics explicitly model pedestrian movements in crosswalks during pedestrian timings.

Friendly Merging

Refers to the phenomenon where certain driver types slow or stop to allow vehicles to merge (more) safely, which occurs in the real world, as opposed to only modeling slowing or stopping in a reactive sense. Friendly merging indicates that the following vehicle can create a gap for a merging vehicle. CORSIM and VISSIM include such behavior and AIMSUN includes such behavior for ramp junctions.

Modeling of Multilane Merging Behavior

In many locations, it is typical for vehicles entering the mainline flow to cross the path of an oncoming vehicle traveling in the same direction as the intended direction of travel of the entering vehicle and start accelerating in the adjacent lane. In this way, the oncoming vehicle can continue at its current speed without having to break for the turning vehicle (the maneuver is considered courteous behavior). Simulation models that allow for such behaviors to occur will more accurately represent the conflict behavior of locales that experience high volumes of such behaviors with wide multilane arterials. VISSIM can model such behavior with preferred entrance lanes for particular driver types, but it is not dependent on the lane that the oncoming vehicle is in.

Modeling of Right-of-Way in Intersection

A significant issue for modeling conflict events is that some turning behaviors must produce braking events by the traffic that has the right-of-way (i.e., making a left turn in front of oncoming traffic) to be considered unsafe events. If a simulation model does not represent this behavior, the surrogates cannot be reasonably measured. For example, AIMSUN calculates the TTC at the beginning of a left-turn maneuver to determine if a gap can be accepted with reasonable braking by the right-of-way vehicle. Therefore, some gap-acceptance maneuvers will, by definition, produce conflict events.

Modeling/Recording of Maneuver Failures

Acceptance of a gap is one event that can cause conflict events. On the other hand, the "rejection of gap" events may also have a surrogate safety implication. Models that can record the rejection or "failure" of the gap-acceptance process could produce another surrogate measure of the distribution and number of rejected gaps. Models that can export gap-acceptance event details could also easily export gap-failure event details. For example, Texas can export a table of conflict "check" (inherently a rejection if not followed by an acceptance event) and acceptance events.

Parking Maneuvers

On-street parking (parallel and double parking) creates conflict situations, lane changes, etc. in the real world and has a significant safety impact. Simulations that model on-street parking maneuvers are preferred. CORSIM models parking as "randomly occurring on-street incidents of variable duration," rather than explicitly modeling actual vehicles stopping to park and then restarting their trip later. The mean duration of parking events must be less than 100 seconds, and there must be more than 14 events per hour.

Modeling of Turn Signaling

One significant aspect of rear-end conflict events is the use of turn signals by drivers. How turn signals (i.e., lack of signaling) affect the car-following and lane-changing logics is important to assessing the frequency and severity of rear-end conflict events. Turn signaling is notably a difficult modeling phenomenon. AIMSUN, for example, models the "emergency" of a vehicle changing lanes in advance of a turn to determine how aggressive the vehicle will be in cutting off right-of-way vehicles to make its turn, which could be considered a form of implicit modeling of turn signaling. VISSIM models turn signals for lane changes (i.e., turn signals are always used and some drivers will open gaps to allow merging), but does not model the presence or absence of a turn signal at a right or left turn at a junction. In addition, the presence of a turn signal on a vehicle in an adjacent lane affects driver behavior.

U-Turns

U-turns frequently cause conflict situations and some locations experience high enough volumes of U-turn traffic that their impact on safety should be addressed (e.g., including U-turns to businesses at the intersection corner or to access a freeway on-ramp). Simulations that include modeling of U-turns are preferred.

Origins and Destinations at the Intersection Corners

Many conflict situations are created by vehicles not turning at the intersection itself, but rather going to and coming from businesses at the intersection corners (e.g., convenience stores, gas stations, restaurants). Simulation models that can represent detailed business access situations will be preferred to those that cannot simulate such situations. For example, CORSIM would have difficulty modeling such situations because each driveway would have to be modeled as a separate node (intersection) and the minimum link length is 50 feet (ft) (15.15m) (some access driveways could be less than 50 ft (15.15m) from the traffic signal). VISSIM is the strongest model in this area, since each driveway would not have to be modeled as a node. The VISSIM structure is links and connectors with priority rules for right-of-way.

Read more from the FHWA article Surrogate Safety Measures From Traffic Simulation Models.

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Improving Bicycle and Pedestrian Safety - Future Activities

03.21.05 (9:20 am) [edit]

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Projecting Future Use of Proposed Pedestrian and Bicyclist Facilities -- A model or other predictive methodology will be developed for forecasting the use of various types of bicyclist and pedestrian facilities. This model will be based on expected changes in pedestrian and bicycle exposure due to the addition of sidewalks, walkways, bicycle lanes, trails, and other facilities.

Hazard Index for Assessing Pedestrian and Bicyclist Safety at Intersections -- A hazard index for assessing pedestrian and bicyclist safety at intersections will be developed which will allow traffic and safety engineers and highway planners to identify the combinations of features that pose the greatest hazards to non-motorists. The index will be useful in retrofitting hazardous locations and in the design of new intersections.

Technology Transfer of Developed Countermeasures -- This study will develop an overall framework and process for disseminating pedestrian and bicyclist information, programs, and materials to their intended users at the national, State, and local levels. Information on accident counter-measures will include those related to engineering, education, enforcement, and encouragement. Guides, manuals, videos, and other materials will be prepared, as appropriate.

Read more from the FHWA article High Priority Area: Improving Bicycle and Pedestrian Safety

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Improving Bicycle and Pedestrian Safety - Current Activities

03.21.05 (9:13 am) [edit]

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Pedestrian and Bicyclist Safety -- Administrative and Technical Support (DTFH61-92-00138) - All FHWA pedestrian and bicyclist research through 1997 will be conducted under this contract. The research activities under this contract make up the R & D plan outlined in this document. Each proposed research activity is described briefly below.

Development of Pedestrian and Bicyclist Injury Data Bases -- Data bases capturing information on the full range of crashes and injuries to bicyclists and pedestrians are being developed and analyzed. Incidence and characteristics of non-traffic or non-motor vehicle related events and extent of alcohol involvement in crashes and injuries will be determined.

Development of a Bicycle Compatibility Index -- Research is underway to develop a bicycle compatibility index that indicates how well a roadway accommodates both bicycles and motor vehicles. The index will incorporate variables such as curb lane width, vehicle speeds, and traffic volume, which bicyclists typically use to access the "bicycle friendliness" of a roadway. With this index, bicycle coordinators, planners, and engineers can determine what roadway improvements may be required to accommodate bicycles.

Impact of Pedestrians and Bicyclists on Highway Capacity -- Research is being undertaken to update the Highway Capacity Manual in terms of the effects of bicyclists and pedestrians on motorized traffic. The impact of pedestrians on left turn capacity at signalized intersections; of bicycles on right turning motor vehicles at signalized intersections; and of bicycles on the capacity of streets and highways will be determined. Criteria will also be developed for sidewalk requirements and for providing exclusive bike lanes on arterials.

Evaluation of Design Facilities for Bicyclists -- Various bicyclist facilities, including bicycle lanes, paved shoulders, and wide curb lanes are being analyzed for their safety and operational effects. Roadway, bikeway, traffic, and user variables will be considered in a comparative analysis to validate design recommendations for the various types of bicycle facilities.

Evaluation of Facilities for Enhanced Pedestrian Safety -- This study involves determining the effects of various types of currently-used pedestrian facilities on pedestrian safety and operations. The types of facilities being evaluated include sidewalks, crosswalks, speed humps, bulbouts and street narrowing, innovative pedestrian push-button devices, and infrared pedestrian detectors. Based on the results, criteria will be developed on which types of facilities are most effective under various traffic and roadway conditions.

Design of Planning Guidelines for Bicycling and Walking Facilities -- Guidelines and a training course have been developed for use in planning integrated networks of non-motorized transportation facilities for local and State level planners and engineers as mandated by ISTEA legislation. This includes consideration of roadway treatments, separate paths, traffic calming strategies, and transit interface. A model course related to pedestrians and bicyclists is also being developed for use by university engineering departments.

Development of a National Awareness Campaign -- This project aims to educate the public and highway safety professionals about the pedestrian crash problem, to make both pedestrians and motorists more safety conscious; and to increase demand for, and acceptance of pedestrian safety initiatives. To accomplish this, the project has created a public/private partnership, Partnership for a Walkable America, focused on pedestrian issues to generate a national pedestrian safety awareness activities and to develop safety awareness materials for use by state and community programs.

Synthesis of Bicycle and Pedestrian Planning at the State and MPO Levels -- State and MPO planning documents relating to bicycles and pedestrians are being reviewed for their responsiveness to Federal legislation and polices regarding bicycling and walking. The final project report will synthesize the state of the practice, best practices, the effectiveness of the planning process, and will recommend possible changes to existing legislation and policies.

Development and Test of Bicycle Safety Countermeasures -- This project picks up where work by Cross and Fisher (1977) and Blomberg, et al. (1982) left off. It determines whether bicycle/motor vehicle crash types have changed, whether other crash types need to be addressed, and accesses countermeasures developed since the early 1980's in light of changes in bicycling levels and the traffic environment. As indicated by these analyses, countermeasures will be recommended, selected, developed, and evaluated.

Read more from the FHWA article High Priority Area: Improving Bicycle and Pedestrian Safety

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Improving Bicycle and Pedestrian Safety - Bicycle Safety-Related Research Synthesis

03.21.05 (9:07 am) [edit]

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This synthesis reviews research into current and potential levels of bicycle use, identifies the scale and nature of crashes related to bicycle use; discusses engineering countermeasures to prevent crashes; and describes current practices related to bicycle facility selection and design. The report also introduces readers to traffic-calming techniques; discusses helmet use; and reviews education and enforcement programs. Conclusions on the current state of knowledge in this field are offered, and where possible, reference to current practices are included.

Read more from the FHWA article High Priority Area: Improving Bicycle and Pedestrian Safety

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Improving Bicycle and Pedestrian Safety - Recently Completed Activities

03.21.05 (9:00 am) [edit]

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The following studies have recently been completed:

Pedestrian and Bicycle Crash Types of the Early 1990's - (FHWA-RD-93-163). The goal of this study was to apply accident typing methodology to a broad-based sample of pedestrian and bicyclist motor vehicle crash reports.

These results should provide input into the development of appropriate interventions for reducing the frequency of crashes involving pedestrians and bicyclists. Among the major pedestrian crash types, the most common were intersection dash and midblock dart out. Common bicycle-motor vehicle crash types included bicyclist failing to yield and motorist turn/merge into bicyclist's path.Read more from the FHWA article High Priority Area: Improving Bicycle and Pedestrian Safety

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High Priority Area: Improving Bicycle and Pedestrian Safety

03.21.05 (8:56 am) [edit]

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Scope and Objectives

This program is being sponsored in cooperation with the National Highway Traffic Safety Administration (NHTSA). As part of a first step toward developing the Pedestrian and Bicyclist Research and Development (R&D) Program Plan, the objectives developed and used in evaluating proposed projects and defining the scope of the program plan were to:

Enhance our understanding of these problems and needs associated with walking and bicycling.
Enhance our understanding of how best to design and/or select facilities to accommodate pedestrians and bicyclists.
"Institutionalize" pedestrian and bicyclist considerations in the regular, ongoing policies, plans, standards, and programs of Federal, State, and local transportation agencies.
Assist highway design engineers in determining how best to accommodate pedestrians and bicyclists in new and retrofit highway projects.
Enable transportation planners to develop high-quality, long-range pedestrian and bicyclist plans and to assess proposed alternatives in terms of the potential for modal shift and air-quality impacts.
Package and disseminate information and countermeasures in such a way as to encourage widespread application.
Provide State and local transportation, planning, and highway safety professionals with information on, and access to, the tools they need to implement projects and programs for pedestrians and bicyclists.

Read more from the FHWA article High Priority Area: Improving Bicycle and Pedestrian Safety

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FDA PUBLIC MEETINGS

03.19.05 (11:17 am) [edit]

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March 15 -- FDA Vaccines and Related Biological Products Advisory Committee; under discussion: safety and immunogenicity of two tetanus diphtheria and pertussis vaccines (Bethesda, Md.)

http://www.fda.gov/oc/advisory/accalenda r/2005/cber12391d031505.html" title="http://www.fda.gov/oc/advisory/accalenda r/2005/cber12391d031505.html" target="_blank"http://www.fda.gov/oc/advisor...

March 17-18 -- FDA Blood Products Advisory Committee; under discussion: transmissible spongiform encephalopathies, West Nile virus, and FDA's Critical Path Initiative (Gaithersburg, Md.)

http://www.fda.gov/oc/advisory/accalenda r/2005/cber19516dd0317180 5.html" title="http://www.fda.gov/oc/advisory/accalenda r/2005/cber19516dd0317180 5.html" target="_blank"http://www.fda.gov/oc/advisor...

March 21-22 -- FDA/New Mexico University Food Labeling Public Workshop; intended to provide information about FDA food labeling regulations and other related subjects to regulated industry, especially small businesses and startups (Las Cruces, N.M.)

http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2450.htm" title="http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2450.htm" target="_blank"http://www.fda.gov/OHRMS/DOCK...

March 21 -- Public hearing on reporting adverse events to institutional review boards (Rockville, Md.)

http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2300.htm" title="http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2300.htm" target="_blank"http://www.fda.gov/OHRMS/DOCK...

March 23 -- FDA Nonprescription Drugs Advisory Committee; under discussion: processes used to demonstrate the effectiveness of antiseptic products in health care settings (Gaithersburg, Md.)

http://www.fda.gov/oc/advisory/accalenda r/2005/cder12541d032305.html" title="http://www.fda.gov/oc/advisory/accalenda r/2005/cder12541d032305.html" target="_blank"http://www.fda.gov/oc/advisor...

March 24 -- Joint meeting of the FDA Dermatologic and Ophthalmic Drugs Advisory Committee and the Nonprescription Drugs Advisory Committee; under discussion: evaluating the switch of topical corticosteroids from prescription to over-the-counter status (Gaithersburg, Md.)

http://www.fda.gov/oc/advisory/accalenda r/2005/cder12534d032405.html" title="http://www.fda.gov/oc/advisory/accalenda r/2005/cder12534d032405.html" target="_blank"http://www.fda.gov/oc/advisor...

April 5-6 -- Animal Feed Safety System: A Comprehensive Risk-Based Safety Program for the Manufacture and Distribution of Animal Feeds; a forum for comments on a safety program designed to minimize public health hazards posed by animal feed products (Omaha, Neb.)

http://www.fda.gov/cvm/index/animalfeed/ AFSSMtg/AFSSMtg042005.htm" title="http://www.fda.gov/cvm/index/animalfeed/ AFSSMtg/AFSSMtg042005.htm" target="_blank"http://www.fda.gov/cvm/index/...

April 5-6 -- FDA/University of Arkansas workshop on food labeling; intended to provide information about FDA food labeling regulations and related subjects to regulated industry, especially small businesses and startups (Fayetteville, Ark.)

http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2299.htm" title="http://www.fda.gov/OHRMS/DOCKETS/98fr/05 -2299.htm" target="_blank"http://www.fda.gov/OHRMS/DOCK...

For a list of FDA meetings, seminars, and other public events, go to

http://www.fda.gov/opacom/hpmeetings.html" title="http://www.fda.gov/opacom/hpmeetings.html" target="_blank"http://www.fda.gov/opacom/hpm...

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Safety Cues to Watch For in Work Zones

03.18.05 (1:04 pm) [edit]

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Orange Work Zone Signs -- Communicate to both drivers and pedestrians what is going on and how to travel safely through the work zone. Can indicate that a sidewalk is closed and that a detour must be taken.

Pavement Markings -- Painted or taped lines on the pavement delineate vehicle travel lanes and can also indicate pedestrian paths.

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Work Zone Safety Tips for Every Pedestrian to Remember

03.18.05 (1:02 pm) [edit]

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Construction vehicles often move suddenly and quickly. Effective work zone signs and pavement markings will guide the pedestrian away from danger areas, but everyone in a work zone should always be alert for moving construction vehicles and other unexpected hazards.

Watch where you're going! Construction work may be fascinating to watch, but remember that your first responsibility is to get yourself through the work zone as safely as you can. Don't be a "sidewalk superintendent" unless there's a safe vantage point, such as under a well-constructed covered sidewalk in the case of building construction.

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The Pedestrian's First Safety Rule In Work Zones

03.18.05 (12:59 pm) [edit]

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It's always safest to simply avoid the area. Crossing the street before getting to the work zone, or even going a block out of your way, can save you from getting muddy shoes -- or even a much worse fate!

If it's not practical to avoid the work zone, then the pedestrian must be attentive and careful. It's very important to obey ALL work zone signs, personnel, and pavement markings.

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Safe Path Through Work Zones

03.18.05 (12:57 pm) [edit]

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Most pedestrians walk familiar routes day in and day out -- between the subway station and the office, from the office to a favorite lunch spot, and so on. But this familiarity can cause problems for inattentive pedestrians when they find themselves with a construction work zone in their path. From 1987 through 1990 fully 17% of all work zone fatalities were pedestrians.

But we can avoid this needless tragedy by following some simple guidelines. It's important to know that work zone signs and markings are the best cues to safe travel for every pedestrian!

Work zones are potentially dangerous places because so much is happening. Construction vehicles and workers often move suddenly while performing their tasks -- it's up to the pedestrian to be alert and stay on the safe path through the work zone! This is why work zone traffic control devices are installed. These pavement markings and distinctive orange signs define the SAFE way to travel through the work area, both for drivers as well as pedestrians!

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Enforcing Traffic Laws

03.17.05 (8:38 am) [edit]

Vegas Lawyer

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These design factors are complicated by human behaviors, according to Dr. Alfred Farina, a research psychologist in charge of pedestrian and bicycle safety research for the USDOT National Highway Traffic Safety Administration (NHTSA).

High pedestrian crash figures are found in many of our large cities and design problems may abound there," he said. "But poor pedestrian and driver behaviors also contribute to the problem. Obviously both factors need to be addressed."

Zegeer and others in the Partnership agreed, saying that enforcement of traffic laws is just as important as improving engineering designs when it comes to making roads safer for pedestrians.

Frequently, for example, motorists making right-hand turns at intersections fail to yield the right-of-wav to crossing pedestrians.

"Many drivers are not aware that they are supposed to yield the right-of-way to pedestrians or they choose not to obey that law," Zegeer said. "So many times you'll see a pedestrian having to wait for the motorist to turn. Who's going to win if the pedestrian steps out into the street? Are they going to win or is the 2,000-pound car going to win?"

"Of course pedestrians can claim their share of the blame as well," he added. "They often choose to ignore pedestrian signals and walk during the 'Don't Walk"'.

Zegeer cited Seattle as a city that has done a particularly good job of enforcing traffic laws.

"Seattle gives thousands of tickets every year to pedestrians and motorists who violate pedestrian laws and partly as a result of that, pedestrian violations of the walk signal and motorist violations of right-of-way laws tend to be much lessee he said.

"If you go to Seattle and watch pedestrians, if it says 'Don't Walk', the pedestrian will wait. It doesn't matter that there's no traffic because pedestrians are conditioned that cops will give tickets whereas in many northern cities, pedestrians cross at will. Also, cars turning right in Seattle are conditioned to wait for pedestrians to cross before making their turn because they know they will be ticketed if they don't," he said.

Seattle's crackdown on pedestrian laws began in 1987, said John Moffat, director of the Washington Traffic Safety Commission and member of the National Association of Governors' Highway Safety Representatives, a Partner agency.

"To me, it's been a real cultural shift for Seattle," Moffat said. "And now, when I go to other locations and see the problems they have, I think we're making progress in Seattle."

According to Wilkinson, controlling speeding is another enforcement issue that would make streets safer for pedestrians.

What we have right now is a system that accepts speeding," he said. There's no effective enforcement and we routinely let cars come off the showroom floor that have the power to more than double the legal speed limit. Additionally, engineers are designing roads that have speeds that far exceed the land-use setting that they're in."

"Our public planning and transportation agencies have got to be assigned and held accountable for providing a friendly environment for people on footer Wilkinson said. When people walk out the front door of their home, school or place of work, they ought to have a choice about whether they want to walk, take a bicycle; take their car to wherever they want to go and the majority right now don't have that choice. The agencies that are in charge of developing a transportation service have put all their eggs in one basket.

Scanned agreed: "I believe that we can make significant strides in improving pedestrian safety without sacrificing mobility. The technology is there. The resources are there. All we've got to do is get people to ask for it."

Read more from the article Making America walkable: It's a challenge we all share

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Traffic Safety Facts 2003 - States

03.16.05 (8:44 pm) [edit]

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Fatal crash and fatality statistics for each of the 50 states, the District of Columbia, and Puerto Rico are presented in this chapter. Several tables display state fatality rates based on population, licensed drivers, and registered vehicles. The last four tables describe each state’s safety belt use laws, child passenger protection laws, motorcycle helmet use requirements, and impaired driving legislation. Below are some of the state statistics you will find in this chapter:

Traffic fatalities decreased slightly (by 0.8 percent) from 2002 to 2003 for the nation as a whole. Twenty-one states and the District of Columbia showed increases, ranging from less than 1 percent to as much as 24 percent.
The pedestrian fatality rate per 100,000 population was 1.63 for the nation. The District of Columbia had the highest rate (3.19) and Iowa had the lowest (0.61).
About 1.5 percent of all traffic crash fatalities in 2003 were pedalcyclists. North Dakota and the District of Columbia reported no pedalcyclists killed.
In 2003, all states, plus the District of Columbia and Puerto Rico, had safety belt use laws. All states, the District of Columbia, and Puerto Rico also had laws requiring children of certain ages to be restrained in child safety seats.
Motorcycle helmets were required for all riders in 20 states, the District of Columbia, and Puerto Rico in 2003. Twenty-seven states had helmet requirements with exceptions (age, rider type, roadway type), and three states did not require helmets at all.
In 2003, it was a criminal offense to operate a motor vehicle at a blood alcohol concentration (BAC) of 0.08 g/dl or above in 45 states, the District of Columbia, and Puerto Rico.

Read more from the NHTSA article Traffic Safety Facts 2003 FARS/GES Annual Report

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Traffic Safety Facts 2003 - People

03.16.05 (8:40 pm) [edit]

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This chapter presents statistics about the Drivers, Passengers, Pedestrians, and Pedalcyclists involved in police-reported motor vehicle crashes in 2003. The tables and figures are presented in nine groups: all killed or injured persons, crash-involved drivers, occupants (drivers and passengers), alcohol, restraints, motorcycle related, school bus related, pedestrians, and pedalcyclists. Below are some of the statistics you will find in this section:

A total of 42,643 people lost their lives in motor vehicle crashes in 2003. Another 2.9 million people were injured.

The majority of persons killed or injured in traffic crashes were drivers (64 percent), followed by passengers (30 percent), pedestrians (3 percent), motorcycle riders (2 percent), and pedalcyclists (2 percent).

Persons 16 to 20 years old had the highest fatality and injury rates per 100,000 population. Children 5 to 9 years old had the lowest fatality rates, and children under 5 years old had the lowest injury rates.

For every age group, the fatality rate per 100,000 population was lower for females than for males. The injury rate based on population was lower for females than for males for people 5 to 9 years old and over 74 years old.

Forty percent of the persons who were killed in traffic crashes in 2003 died in alcohol-related crashes. Ten percent of the injured persons received their injuries in alcohol-related crashes.

Read more from the NHTSA article Traffic Safety Facts 2003 FARS/GES Annual Report

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Traffic Safety Facts 2003 - Vehicles

03.16.05 (8:37 pm) [edit]

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Statistics about the vehicles involved in police-reported motor vehicle crashes are presented in this chapter, according to six major vehicle types: Passenger Cars, Light Trucks (including pickups, vans, and utility vehicles with a gross vehicle weight rating of 10,000 pounds or less), Large Trucks (including single-unit trucks and truck tractors with a gross vehicle weight rating of more than 10,000 pounds), Motorcycles (including motorcycles, mopeds, and motorscooters), Buses (including school buses and transit buses), and Other Vehicles (including all-terrain vehicles, farm and construction equipment, and motorhomes). The tables and figures are presented for all vehicle types first, then by individual vehicle type. Below are some of the vehicle statistics you will find in this section:

Nearly 95 percent of the 11 million vehicles involved in motor vehicle crashes in 2003 were passenger cars or light trucks.
Large trucks accounted for 8 percent of the vehicles in fatal crashes, but only 3 percent of the vehicles involved in injury and 5 percent of the vehicles involved in property-damage-only crashes. Of the 4,669 large trucks involved in fatal crashes, 75 percent were combination trucks.
The proportion of vehicles that rolled over in fatal crashes (20.0 percent) was 4 Helvetica as high as the proportion in injury crashes (4.9 percent) and 15 Helvetica as high as the proportion in property-damage-only crashes (1.3 percent).
Compared with other vehicle types, utility vehicles experienced the highest rollover rates: 35.7 percent in fatal crashes, 10.3 percent in injury crashes, and 2.8 percent in property-damage-only crashes.
Fires occurred in 0.1 percent of the vehicles involved in all traffic crashes in 2003. For fatal crashes, however, fires occurred in nearly 3 percent of the vehicles involved.
Regardless of crash severity, the majority of vehicles in single- and two-vehicle crashes were going straight prior to the crash. The next most common vehicle maneuver differed by crash severity: negotiating a curve for fatal crashes, turning left for injury crashes, and stopped in traffic lane for property-damage-only crashes.
Motorcycles in fatal crashes had the highest proportion of collisions with fixed objects (24.6 percent), and buses in fatal crashes had the lowest proportion (2.1 percent).

Read more from the NHTSA article Traffic Safety Facts 2003 FARS/GES Annual Report

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Traffic Safety Facts - Crashes

03.16.05 (8:35 pm) [edit]

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This chapter presents statistics about police-reported motor vehicle crashes according to the most severe injury in the crash: Fatal, Nonfatal Injury (Injury), and Property Damage. The tables and figures are presented in four groups: Time, Location, Circumstances, and Alcohol. Below are some of the crash statistics you will find in this section:

More than 6.3 million police-reported motor vehicle crashes occurred in the United States in 2003. Almost one-third of these crashes resulted in an injury, with less than 1 percent of total crashes (38,252) resulting in a death.
Midnight to 3 a.m. on Saturdays and Sundays proved to be the deadliest 3-hour periods throughout 2003, with 1,228 and 1,208 fatal crashes, respectively.
Fifty-seven percent of fatal crashes involved only one vehicle, compared to 30 percent of injury crashes and 31 percent of property-damage-only crashes.
More than half of fatal crashes occurred on roads with posted speed limits of 55 mph or more, while only 25 percent of property-damage-only crashes occurred on these roads.
Collision with another motor vehicle in transport was the most common first harmful event for fatal, injury, and property-damage-only crashes. Collisions with fixed objects and noncollisions accounted for only 19 percent of all crashes, but they accounted for 44 percent of fatal crashes.
Forty percent of fatal crashes involved alcohol. For fatal crashes occurring from midnight to 3 a.m., 77 percent involved alcohol.

Read more from the NHTSA article Traffic Safety Facts 2003 FARS/GES Annual Report

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Signalized Intersections - Bicyclists

03.15.05 (9:24 am) [edit]

Las Vegas Injury Attorney

Bicycle travel is an important component of any multimodal transportation system. Bicycle travel is healthy, cost effective, energy efficient, and environmentally friendly. Traditionally, the most popular form of bicycle travel is recreational cycling. Given the increases in traffic congestion over the past few decades, particularly in urban areas, the number of people that use bicycles to commute to work is on the rise.^{(citation omitted)}

Bicyclists have unique needs at signalized intersections. Bicyclists are particularly vulnerable because they share the roadway with motorists and follow the same rules of the road, yet they do not possess nearly the same attributes in size, speed, and ability to accelerate as their motor vehicle counterparts. Consequently, roadway characteristics such as grades, lane widths, intersection widths, and lighting conditions influence the safety and operations of bicyclists to a larger degree than they do for vehicles. External conditions such as inclement weather also significantly affect bicyclists' performance.

Providing safe, convenient, and well-designed facilities is essential to encourage bicycle use.^{(citation omitted)} To accomplish this, planning for bicycle use, whether existing or potential, should be integrated into the overall transportation planning process.

Providing a safe and attractive environment for bicyclists requires special attention to the types of bicycle users, their characteristics and needs, and factors that influence bicyclist safety.

Read the NHTSA article Signalized Intersections: Informational Guide

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Signalized Intersections - Red Light Running

03.15.05 (9:22 am) [edit]

Las Vegas Injury Attorney

One primary cause of collisions at signalized intersections is when a motorist enters an intersection when the red signal is displayed, and as a consequence collides with another motorist, pedestrian, or bicyclist who is legally within the intersection. It is estimated that approximately 750 fatalities and 150,000 injuries occur on a yearly basis due to red light running.

Red light running may occur due to poor engineering, distraction, inattention, or willful disregard. Those who deliberately violate red lights tend to be younger, male, less likely to use seat belts, have poorer driving records, and drive smaller and older vehicles.

Countermeasures proposed to address red light running are removal of unwarranted traffic signals, changing the signal timing, improving the visibility of the traffic signal, or enforcement.

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Signalized Intersections - Vehicle Dimensions

03.15.05 (9:17 am) [edit]

Las Vegas Injury Attorney

Motor vehicle needs at a signalized intersection are governed by the dimensions of the design vehicle, which is the largest vehicle reasonably expected to use the intersection. Commonly, WB-15 (WB-50) vehicles, or truck/trailer combinations with a wheelbase of 15 m (50 ft), are the largest vehicles along many arterials. However, many signalized intersections are located on State highways where the design vehicle is an interstate vehicle such as a WB-20 (WB-67), or a truck/trailer combination with a wheelbase of 20 m (67 ft).

Design vehicles need to be carefully considered wherever they are expected to make a turning movement through the intersection. Affected elements include corner radii, channelization islands, median noses, and stop bar locations. In accommodating the design vehicle, however, tradeoffs for other users need to be acknowledged, such as the increase in pedestrian crossing distance or the accommodation of cyclists around channelization islands.

Read the NHTSA article Signalized Intersections: Informational Guide

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Signalized Intersections - Motorists

03.15.05 (9:12 am) [edit]

Las Vegas Injury Attorney

Motorists account for by far the most number of trips taken on roads. There are more than 225 million licensed vehicles in the United States.⁽¹³⁾ Traffic engineers have traditionally sought to design and operate intersections with the typical driver in mind, trying to best accommodate their needs in terms of their ability to perceive, react, and safely navigate through an intersection. This being so, bicyclists and pedestrians are often at a disadvantage at many intersections.

Road users drivers , bicyclists, and pedestrians are not homogeneous in their characteristics, and traffic engineers must be conscious of the need to design for a range of human characteristics and responses. Specific subgroups of drivers may have an elevated risk of being involved in a collision (e.g., teenaged drivers, older drivers, and aggressive drivers).

Most drivers traveling through signalized intersections will be operating passenger vehicles. These may be cars, but in ever-increasing numbers they are minivans, pickups and sports utility vehicles. . . . These vehicles need to be properly accommodated at intersections. Vehicle acceleration from a stationary position

Read the NHTSA article Signalized Intersections: Informational Guide

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Signalized Intersections - Young and inexperienced drivers

03.15.05 (9:03 am) [edit]

Las Vegas Injury Attorney

Little research has been done on the performance and needs of young and inexperienced drivers at signalized intersections. Young drivers aged 16 to 24 have a higher risk (2.5 times) of being involved in a collision compared to other drivers. Young pedestrians (i.e., pedestrians under the age of 12) also have a higher risk of being in a collision. These users may:

Have difficulty in judging speed, distance, and reaction time.
Tend to concentrate on near objects and other vehicles.
Miss important information.
Have a poor perception of how hazardous a situation can become
Fix their eyes on an object for longer periods.
Have difficulty integrating information.
Be easily distracted by unrelated events (i.e. conversations between passengers and adjusting the stereo).
Underestimate their risk of being in a collision.
Make less effective driving and crossing decisions.

Read the NHTSA article Signalized Intersections: Informational Guide

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Signalized Intersections - Age

03.15.05 (8:56 am) [edit]

Las Vegas Injury Attorney

Age and experience have a significant effect on the ability of drivers, cyclists, and pedestrians to use an intersection. For example, young drivers have a quicker perception and reaction time yet often lack the judgment to perceive something as being hazardous, something only experience can teach a driver. In contrast, older drivers have the experience yet may lack the perception and reaction time.⁽¹²⁾

According to the FHWA Highway Design Handbook for Older Drivers and Pedestrians, half of fatal crashes involving drivers 80 or older took place at intersections.⁽¹²⁾ This document also points to a large body of evidence showing higher crash involvement among older drivers, particularly with crash types that require complex speed-distance judgment under time constraints, such as a left-turn against oncoming traffic.

As one ages, specific functions related to the driving task may deteriorate, such as vision, hearing, sensation, and cognitive and motor abilities. Peripheral vision and a decreased range of motion in an older person's neck may limit their ability to attend to a traffic signal while searching for a gap in traffic when making a left turn. Sorting out visual distractions at intersections can be difficult. Cognitive changes require that older drivers need more time to recognize hazards and respond. It would also appear that driving situations involving complex speed-distance judgments under time constraints as found at many signalized intersections are problematic for older drivers and pedestrians.

The following specific tasks were reported as being problematic for older road users:

Reading street signs.
Driving through an intersection.
Finding the beginning of a left-turn lane at an intersection.
Judging a gap in oncoming traffic to make a left turn or cross the street (both driving and on foot).
Following pavement markings.
Responding to traffic signals.

Read the NHTSA article Signalized Intersections: Informational Guide

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Signalized Intersections: Informational Guide

03.14.05 (12:54 pm) [edit]

Las Vegas Accident Lawyer

This report complements the American association of State Highway and Transportation Officials' (AASHTO) Strategic Highway Safety Plan to develop guidance on safety of nonsignalized and signalized intersections. The goal is to reduce the annual number of highway deaths. This guide is a comprehensive document that contains methods for evaluating the safety and operations of signalized intersections and tools to remedy deficiencies. The treatments in this guide range from low-cost measures such as improvements to signal timing and signage, to high-cost measures such as intersection reconstruction or grade separation. Topics covered include fundamental principles of user needs, geometric design, and traffic design and operation; safety and operational analysis techniques; and a wide variety of treatments to address existing or projected problems, including individual movements and approaches, pedestrian and bicycle treatments, and corridor techniques. It also includes coverage of alternative intersection forms that improve intersection performance through the use of indirect left turns and other treatments. Each treatment includes a discussion of safety, operational performance, multimodal issues, and physical and economic factors that the practitioner should consider. Although the guide has considerable focus on high-volume signalized intersections, many treatments also are applicable for lower volume intersections. The information contained in this guide is based on the latest research on available treatments and best practices in use by jurisdictions across the United States. Additional resources and references are highlighted for the student, practitioner, researcher, or decisionmaker who wishes to learn more about a particular subject.

Read the NHTSA article Signalized Intersections: Informational Guide

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Intersection Safety Web site

03.14.05 (12:52 pm) [edit]

Las Vegas Accident Lawyer

FHWA is initiating a new research focus area on intersection safety. Intersection and intersection-related crashes consistently make up a high proportion of total fatal crashes, up to 23 percent. More than 50 percent of the combined fatal and injury crashes occur at intersections. AASHTO's Strategic Highway Safety Plan identifies "improving the design and operation of highway intersections" as one of its 22 strategies reducing highway deaths and injuries.

The objectives are to facilitate implementation of shorter-term strategies and define and evaluate longer-term, higher-payoff strategies to improve intersection safety. FHWA will identify the most common and severe problems and compile information on the applications and design of innovative infrastructure configurations and treatments at both signalized and non-signalized intersections and at interchanges. This initial effort should reveal strategic operational and research opportunities to further intersection safety.

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Highway Effects on Vehicle Performance

03.14.05 (12:49 pm) [edit]

Las Vegas Accident Lawyer

This report presents an overview of the efforts to develop a convenient procedure to simulate operation of motor vehicles on highways of an arbitrary configuration and to estimate fuel consumption and exhaust emissions resulting from reasonable operations of those vehicles.

Highway pavements, grades, curves, and wind and traffic flow rates affect the fuel consumption and air contaminant emission rates for a given section of highway or a network of highways. A limited number, four vehicles, were tested on a large-roll dynamometer and under various road and traffic flow conditions. Evaluations of other analytical and experimental results were also made. Based on experiments and evaluations, clear relationships were developed relating specific loads and speeds to pollutant emissions and fuel consumption rates. These data were used to develop a user-friendly personal computer program called the Vehicle/ Highway Performance Predictor Algorithm. This model is intended to receive any reasonable mix of data for a selection of various vehicles that may approximate the traffic mix for given locations for past, current, and reasonable future years. The procedure can be used by highway planners and designers, environmental engineers, and traffic engineers, particularly those involved in Intelligent Transportation Systems, to evaluate local microspace air quality evaluations or larger area air pollution emission rates to determine impacts and conformity to the State Implementation Plans for the areas. This model is intended to use modal emissions and fuel usage rates that are based on various speeds and loads of vehicles in operation.

This report reviews the principles involved in determining the external loads on vehicles from longitudinal and lateral accelerations, aerodynamic drag, rolling resistance, and various grades. Examples of loads measured in the field and related dynamometer tests for selected vehicles for fuel consumption and air contaminant emissions are provided.

Detailed data have not been archived. However, informal interim reports containing added experimental information are available from the Federal Highway Administration Offices of Natural Environment, Infrastructure Research and Development, Traffic Operations Research and Development, and four Federal Highway Administration Resource Centers.

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Significance of Traffic Modeling and Simulation

03.14.05 (12:45 pm) [edit]

Las Vegas Accident Lawyer

The economic impact of traffic management grows each day. Infrastructure improvements are costly, hence any such project must be carefully evaluated for its impact on the traffic. Emphasis on traffic simulation tools has increased in the last five years to help evaluate new traffic-control strategies, as well as planned road constructions. Building high-quality traffic simulations has several challenges, including computational performance, the accuracy of models in representing the traffic flow, and the difficulty of integration with advanced traffic management and traffic information systems. In this paper, we report on our work on an agent-based approach to traffic simulation, and how it addresses these issues.

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Conclusion

03.13.05 (11:16 am) [edit]

Las Vegas Auto Acci dent Lawyer

Aggressive driving is not only a law enforcement issue - it is a complex problem requiring comprehensive solutions. The culmination of the Implementation Team's nearly 2-year effort has yielded a broad-based plan of action for legislators, law enforcement, the judicial system, and community leaders to use as a model framework for spreading the word in communities that aggressive driving is socially, legally, and morally unacceptable. Support to promote awareness of this growing problem and to find solutions to it will have to come from a broad spectrum of professionals and grassroots citizen groups working together. NHTSA will ensure that the National Aggressive Driving Action Guide receives wide distribution to a variety of audiences, each with a role to play in helping to mitigate the serious problem of aggressive driving on our roadways. The Action Guide will go to State and regional highway safety offices, national prosecutors' associations, judicial membership groups, law enforcement organizations, highway safety advocates, governor representatives, and others. It will also be available on NHTSA's website, www.nhtsa.dot.gov , where States can share "best practices" and adapt recommended solutions to meet their needs.

NHTSA hopes that distributing the model statute to the States will assist their discussions of needed legislative changes and enhancements to appropriate misdemeanor and felony statutes. Along with the Implementation Team, NHTSA encourages the States to strengthen their existing reckless driving laws or enact new statutes to provide stiffer penalties for aggressive or reckless driving, including criminal sanctions where death or serious injury occurs. State legislators should also consider means of funding technology to aid the aggressive driving effort (e.g., stationary red-light cameras, video cameras for police vehicles), including promoting corporate sponsorship of new equipment and systems. Along with the Implementation Team, NHTSA urges State and local law enforcement executives to make training of law enforcement officers, prosecutors, and judges a priority. For law enforcement must believe that prosecutors will prosecute offenders, and prosecutors must be assured that judges understand the seriousness of the problem. Officers will then be more likely to enforce existing traffic laws, prosecutors to prosecute violators, and judges to appropriately convict and sentence offenders.

The Implementation Team urges States and other government units to immediately implement its recommendations and to ambitiously seek solutions to the problem of aggressive driving. Action must begin now.

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Aggressive Driving - Community Leadership

03.13.05 (11:14 am) [edit]

Las Vegas Auto Acci dent Lawyer

Community support and partnerships are necessary to increase awareness of the risks of aggressive driving. Community outreach, whether through a "Safe Communities" program, a community policing effort, a church or school, or through organizations such as Kiwanis or Jaycees, can put a "human face" on the aggressive driving problem. Inviting victims to share their experiences as part of community outreach initiatives is a good way to change people's attitudes toward aggressive driving, for victims demonstrate the human consequences of traffic-related recklessness that causes injury and suffering. Soon-to-be drivers and commercial drivers are often overlooked constituencies in receiving the aggressive driving message. Developing partnerships within the community helps get the message out that aggressive driving is a safety threat to all citizens. Partnerships should include all levels of elected and other government officials as well as business leaders and community organizations. These alliances should be part of a comprehensive program to address the aggressive driving problem.

Community leaders, law enforcement personnel, business leaders, government officials, Boards of Education.

Include aggressive driving as part of established community programs. For example, "Safe Community" leaders can incorporate aggressive driving into their programs and law enforcement agencies involved in community policing can include aggressive driving and other safety topics in their outreach. Business leaders can post messages about the consequences of aggressive driving on bulletin boards, in employee newsletters, in storefront windows, and other highly visible locations. They can also partner with government officials to devise means of getting the message out, perhaps through organized community events.
Use professional and government alliances to influence decisions surrounding aggressive driving. Generally, government officials are thought to be community leaders. They can lend support in their official capacities, through their professional organizations, and as private citizens. Community leaders can influence executive decisions to make enforcement, prosecution, and adjudication of aggressive drivers a priority. Law enforcement agencies have an excellent opportunity to interact with the community in their community policing outreach efforts. Government organizations, businesses, and community groups can demonstrate their support for the enforcement and adjudication of traffic laws and send this message through words and actions to the citizens and to the criminal justice community.
Increase awareness of the aggressive driving problem through the actions of community leaders, law enforcement administrators, prosecutors, and judges. Not only can they educate their constituents about the aggressive driving problem, but they can influence their peers as well. Frequently, law enforcement officers, prosecutors, and judges are invited to make presentations at various civic group meetings. These presentations could focus on the risks of aggressive driving and what can be done to keep aggressive driving from occurring.

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Sentencing Strategies

03.13.05 (11:07 am) [edit]

Las Vegas Auto Acci dent Lawyer

Working hand in hand with Statutory Strategies and Charging Decisions, this section echoes several of the recommendations made in those topic areas, especially the importance of criminal sanctions for aggressive driving violations. The Implementation Team recommends providing judges and prosecutors with a range of sentencing options, including license suspension or revocation, probation, and payment of restitution. Civil penalties have proven to be ineffective deterrents and provide less flexibility and control to the sentencing authority. Aggressive driving defendants must receive due process, and legislation should accomplish sentencing objectives without being overly intrusive or costly to society.

Enact a broad range of criminal sanctions that will provide greater flexibility and control to the sentencing authority.
Strive to accomplish with aggressive driving sentencing as many of the traditionally accepted objectives of sentencing as possible, including deterrence (both individual and community), rehabilitation, education, punishment, restitution, and recouping of costs (both court and investigative).
Accord defendants "due process" at the sentencing stage as an integral part of any sentencing strategy.¹⁴
Provide for specific levels or degrees of severity in the penalty provisions of aggressive driving statutes, depending on the nature of the offenses and whether there were aggravating circumstances.
Consider the following options when sentencing aggressive driving offenders:
1. Supervision through an independent monitoring entity (e.g., probation department). Although this alternative is better than judge-supervised probation, probation costs less.
2. Driver license suspension and/or revocation, with a probation condition that the defendant not operate a motor vehicle during the period of suspension or revocation.
3. Driver license restriction, including restriction for essential driving purposes only, such as for driving to and from work.
4. Imposition of fines, both mandatory and discretionary, including the option of making such fines payable through community service–for individuals unable to afford the fine imposed.
5. Completion of court-approved driver improvement programs or courses.
6. Completion of anger management programs that emphasize behavior modification.
7. Vehicle impoundment for a specified time period.
8. Vehicle forfeiture in aggravated cases, such as those involving personal injury.
9. Imposition of incarceration penalties, including sentences that are deferred, withheld, or suspended, according to satisfactory completion of specified probation conditions.
10. Payment of restitution to victim(s) of an aggressive driving incident that resulted in personal injury or property damage.
11. Requirement that defendant write a letter of apology to any victim(s) or to law enforcement or to the public in general. This requirement can include sending the letters to local newspaper editors.
12. Participation in drug, alcohol, or substance abuse programs where such a problem was appropriately diagnosed through a professional evaluation, and the act of aggressive driving was committed while under the influence.
13. Requirement that defendants affix bumper stickers to their vehicles to alert law enforcement and the community at large of a prior aggressive driving conviction.
Include in criminal sanction statutes administrative license suspension or revocation. Statutory provisions should provide for the immediate seizure of an offender's license when an aggressive driving citation has been issued in connection with a crash in which someone was injured or the offender was impaired.
Make use of probationary status and strive to accomplish the two objectives delineated in the decision of People v. Mason 488 P. 2d 630, 632 (Cal. 1971). Probation should impose penalties, sanctions, and conditions related to the offense for which the defendant was convicted, and require or forbid conduct reasonably related to preventing the charged offense from recurring.
Strive to accomplish through legislation the greatest number of sentencing objectives with the least intrusion and cost to society. The branches of government concerned with aggressive driving should collaborate in support of effective sentencing strategies.¹⁵
Provide trials for aggressive driving offenders who fail to appear for trial after notice (in absentia trials).

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Charging Decisions

03.13.05 (11:04 am) [edit]

Las Vegas Auto Acci dent Lawyer

A major recommendation in this category is to make aggressive driving a crime, chargeable as either a misdemeanor or felony, depending on conditions. Again, the call is to elicit the support and assistance of all involved parties, including State legislators, law enforcement personnel, prosecutors, the judiciary, traffic safety advocates, and others. Citizen activist groups should make their concern for increased aggressive driving enforcement and prosecution known to legislators and local criminal justice authorities. Criminal justice advocates should work toward making reckless/aggressive driving a crime, and State legislatures should enable legislation properly establishing it as such. As in other areas, the Implementation Team recommends organizing a public relations campaign to raise the profile of aggressive driving violations and to elevate the issue to become a higher priority among law enforcement, prosecutors, and judges.

Criminalize aggressive driving behavior through reckless driving statutes. Civil infraction offenses have little deterrent effect and should not be used for aggressive driving offenses.
1. Develop a constitutionally sound model statute. Actively engage with States that are taking a proactive approach to aggressive driving. Use States with criminalized aggressive driving laws as models for States who have none.
2. Compile reckless driving statutes of all 50 States, to assist in drafting model legislation.
3. Use uniform traffic citations with uniform statewide statutory provisions.
4. Rename the offense as reckless/aggressive driving and/or aggravated reckless driving.
5. Seek the support and assistance of State legislators in enhancing statutes, and of highway traffic safety advocates, prosecutors, and law enforcement agencies, in supporting the legislation.
6. Educate State legislatures on the seriousness of the aggressive driving problem and help them understand that a civil infraction with ticket payout has little deterrent effect on the driving behavior of the general public.
7. Give the investigating officer a sufficiently broad number of charging options for use at his or her discretion.
Develop written guidelines and training for prosecutors and law enforcement to use in making charging decisions. An aggressive driving offense should not be reducible to a lesser charge.
1. Discourage pre-trial intervention and diversion programs and develop clear and succinct guidelines emphasizing that the seriousness of the offense requires intervention by a judge. "Payout" schemes, in addition to providing no deterrent effect, allow many serious driving offenders to escape judicial review and discretionary sanctions by the judge because of perfunctory handling.
2. Ensure that law enforcement, prosecutors, and courts administer the reckless/aggressive driving offense in a fair and just manner, and in a way that creates a deterrent effect.
Educate appropriate individuals in the criminal justice process as to proper charging decisions. Law enforcement should provide detailed information to all relevant entities within the criminal justice system. All offenses should be cited and prosecuted.
1. Stress to law enforcement personnel that accurate information is a vital part of the criminal justice process.
2. Recognize that the court requires detailed information to assign informed and appropriate sanctions.
Accomplish heightened awareness of the aggressive driving issue through professional education of law enforcement, prosecution, and judges.
1. Develop a model curriculum to be presented through State and national training academies to respective audiences.
2. Uniformly train the trainers who will present the curriculum to their respective audiences.
3. Develop public education processes that will deter aggressive driving behavior.
4. Amplify within the curriculum the importance of not trivializing administration of reckless/aggressive driving offenses.
Initiate a local public relations campaign to emphasize to the general population that traffic court is a forum of lawful authority that should not be viewed as a lesser court. Aggressive driving and impaired driving are serious violations.
Elevate reckless/aggressive driving to a high priority among law enforcement, prosecutors, and judges. Prosecuting attorney staffs should have a designated traffic law specialist, and experienced prosecutors should rotate through traffic court assignment. Additionally, experienced traffic court prosecutors should handle or closely supervise serious driving offenders to ensure that offenders do not avoid stern consequences for their behavior.

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Applied Technology

03.13.05 (11:01 am) [edit]

Las Vegas Auto Acci dent Lawyer

Increasing the use of applied technologies, particularly those related to improving traffic safety and enforcement, can give a big boost to prosecutors and law enforcement officers in the field by helping to identify and prosecute aggressive driving offenders. The Implementation Team encourages expanded use of in-car video and photo red-light cameras, speed measuring devices, and other automated enforcement technologies to improve apprehension and prosecution of aggressive drivers. In addition, system-wide technologies for automated electronic reporting and linking of data among disciplines will facilitate better communication among law enforcement, prosecutors, and judges, and ensure more efficient processing of aggressive driving cases. Other recommended technologies, such as message boards on the roadside, require the support of State transportation officials and State and local law enforcement. Nearly all recommendations in this category have related training and funding requirements.

Promote the wider use of in-car video, automated speed, and photo red-light enforcement cameras to record and document driving behaviors and personal driver behaviors. In-car video cameras provide additional evidence and enhance the ability to prosecute crimes.¹⁰ The use of cameras will reduce aggressive driving, promote public confidence, and improve officer safety.
1. Encourage adoption of legislation that would allow the use of this technology and the issuance of violation notices (with protections for innocent persons), with fines rather than just warnings.
2. Request supplemental funding by the Federal Government in the form of grants to States and localities to purchase these devices.
3. Determine the best practice for using this technology for enforcement activities as well as for evidence in court.¹¹
4. Establish education and training programs for law enforcement agencies so they can appreciate the benefits of the equipment and determine its program and management value to the agency.
5. Provide equipment usage and video guidelines and training to law enforcement agencies.
6. Devise practical solutions for maintaining the equipment provided to law enforcement agencies, so that it will not be abandoned if a problem arises.
7. Determine the costs for such equipment and investigate possible funding sources for it.
Investigate the feasibility of adopting laser speed-measuring equipment with the new option of measuring distance between vehicles, a technology used in Europe and Canada. Before adding such options, however, agencies must ensure that the added feature does not jeopardize the reliability of the speed-measuring equipment as normally used.
1. Determine which equipment is available for use in the United States. Discover from manufacturers whether the equipment can be of practical use on our roads and in our cities, giving particular consideration to the structure of our interstate and highway system and the volume of traffic.
2. Elicit from manufacturers any special requirements or prerequisites that must be fulfilled before the equipment can be used (e.g., Does it only work on roadways made of certain materials? Does it only work in high traffic or low traffic?, etc.)
3. Determine the cost of purchasing and using the equipment, including operator and maintenance costs.
4. Determine funding sources and whether funding should be the responsibility of Federal, State, or local government.
5. Investigate the reliability of the equipment, particularly whether it meets the Nation's safety and scientific standards, whether it must be periodically tested or examined, and whether studies have been done or can be done to determine its accuracy.
Promote the wider use of unstaffed radar speed display devices. Local authorities should decide if the device is to be used for deterrent or warning purposes, or as an enforcement tool.
1. Determine the reliability of such devices and their maintenance requirements.
2. Create a media press kit to help raise public awareness of the devices and their intended use.
3. Determine cost of the devices and methods for financing their use.
Explore the use of variable speed limit signs and consider strategies to encourage compliance, such as educating the public about their purpose and importance.
Establish data links (automated/electronic reporting) from traffic officers' reports and ticket-writing functions to prosecutors' offices, and otherwise facilitate better communications among professionals from different disciplines.
1. Establish guidelines that prosecutors and law enforcement agencies can use to achieve shared automated reporting.
2. Explore availability of software and technology for establishing a database between law enforcement agencies and prosecutors' offices.
3. Determine funding sources to support all costs associated with automated reporting (e.g., grants, violator's fees, etc.).
4. Establish criteria for cases to be subjected to automated reporting (e.g., whether only felonies, misdemeanors and felonies, serious traffic offenses, all investigations, etc.). This effort will help prevent clogging the system with reports outside the jurisdiction of prosecutors' offices.
5. Determine computer equipment needs for all elements of the system to ensure that technology is available to make the process work (e.g., within law enforcement agencies, prosecutors' offices, pre- and/or post-trial components, licensing divisions, etc.).
6. Establish guidelines to govern training and information exchanges between law enforcement agencies and prosecutors' offices, so they can take advantage of such technology.
7. Investigate whether electronic reporting can benefit law enforcement agencies by meeting several needs simultaneously. For example, can officers use electronic reporting to file required reports with their departments, prosecutors' offices, and State agencies?
Adopt crash reconstruction software.
1. Encourage crash reconstructionists, law enforcement agencies, and prosecutors to access the National Traffic Law Center's website () for information to help them with specific cases or questions. The National Traffic Law Center's clearinghouse should include case law, legislation, research studies, and trial documents.
2. Solicit assistance from nationally recognized experts in the field of crash reconstruction to create a database containing more substantive information on driving behaviors commonly associated with aggressive driving.
3. Advocate for proper training before such material is used to help ensure positive results. Auto Cad and Auto Sketch are two software programs used in conjunction with the Total Station. The National Association of Accident Reconstruction publishes a quarterly journal that provides training dates for using crash reconstruction software.
Increase the use of computer technology in patrol cars to give officers access to driver's license histories and to a database listing of previous vehicle stops.
1. Obtain legislative authority for sharing this information nationwide.
2. Obtain funding for this significant project, providing for establishment of a central database (such as National Crime Information Center) and/or the successful coordination of existing ones (on State and regional levels); staffing to maintain the database and handle increased workloads within participating agencies (law enforcement, judicial, and/or transportation); and procurement of technology and equipment (compatible nationwide) and any necessary training for system operators and users.
3. Conduct public awareness activities to demonstrate the validity and necessity of collecting and sharing this information for public safety purposes. Such efforts may both deter habitual traffic offenders and reduce concerns related to intrusive Government ("big brother") perceptions.
Use variable message signing to advise and communicate with the motoring public about traffic congestion, delays, crashes, and so on, providing detour and alternate route information. Message boards are an extremely important communications strategy, as traffic congestion and resulting delays are considered a primary cause of aggressive driving and road rage.¹² Prompt implementation of these boards and timely updates of travel information are essential to create public confidence in their accuracy.
1. Gain transportation officials' support for using these signs, including both permanently installed signs in areas where traffic congestion can be a problem, and temporary boards, which could be set up for major incidents (crashes, hazardous materials spills, etc.) or used for pre-planned events (construction projects, new traffic patterns, etc.).
2. Obtain funding for more signs and greater usage of these signs, particularly along high-use roads.
3. Increase staff to ensure messages are promptly displayed and updated.
4. Gain approval to use these signs to reinforce positive driving behavior when they are not otherwise needed.
Encourage communities to take advantage of computer-based distance learning and other alternatives, particularly in light of diminished school-based driver education programs.
1. Promote efforts aimed at strengthening driver education by establishing criteria for schools to include in driver education or health and safety classes.
2. Include computer-based distance learning as part of the curriculum in driver education and/or school health and safety classes, and as part of professional driving school curriculum certification programs.
3. Coordinate with State agencies to include computer-based distance learning in the written portion of their driver examination.
Promote Intelligent Transportation Systems (ITS) technology, particularly for its congestion relief benefits.

Explore all technological options for mitigating traffic congestion, given the serious driving dangers it poses.
Explore the effectiveness of promoting ITS in jurisdictions currently using ITS technology, and use these jurisdictions as models for a national program. Examine statistics in these jurisdictions to determine whether such ITS technologies helped to reduce traffic crashes and violations (see box for definition).

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Enforcement Strategies

03.13.05 (10:57 am) [edit]

Nevada Auto Acc ident Lawyer

Better enforcement of aggressive driving violations is central to heightening awareness of the problem and changing people's behavior on the roads. Aggressive driving and enforcement of related laws should be a priority for all those involved, including law enforcement, prosecutors, the judiciary, elected officials, governing authorities, transportation officials, traffic safety organizations, technology developers, automobile manufacturers, vehicle makers, motorists, motorists associations, and educators. Citizen "tip" lines, multi-jurisdictional enforcement efforts, and partnerships with disciplines outside of law enforcement are other smart enforcement strategies that will greatly aid the anti-aggressive driving movement. Recommendations in this section also call for greater use of new technologies being developed to aid the enforcement effort. (While integral to the enforcement effort, technology-related recommendations are covered more thoroughly in the next section, "Applied Technology.")

Improve recognition of the aggressive driving problem among all people - from the general public to the judiciary to automakers - by encouraging public awareness, support for enforcement efforts, increased funding, development of improved technology, innovative enforcement practices, pertinent training, establishment of applicable laws, increased penalties for violators, better equipment, and development of long-term strategies.
Explore innovative funding mechanisms for aggressive driving programs, equipment, and training. Funding should extend beyond law enforcement agencies to other government entities in the traffic safety arena. These grants should encourage multi-disciplinary approaches and provide for the eventual establishment of self-sustaining efforts.
Expand the use of law enforcement observation platforms (i.e., aircraft, in-car video, and other equipment) that aid in apprehending and prosecuting traffic violators who would otherwise be difficult to convict. Devise methods of bringing information about the various observation platforms to the public to increase its support.

Provide information about successful uses of the equipment to media outlets.
Compile statistics from jurisdictions that have successfully used these options to demonstrate their benefits.

Establish education and training programs to communicate the benefits of in-car video equipment to law enforcement agencies and to instruct law enforcement officers in using the equipment to its best advantage when presenting video evidence. Devise practical solutions and funding for maintaining the equipment and storing the evidence so that its use will continue.
Increase use of automated enforcement technologies, such as red-light cameras and photo speed enforcement, to extend law enforcement capabilities and improve traffic safety. Explore the use of variable speed limit signs and strategies to encourage compliance. Promote expanded use and sharing among law enforcement agencies of these and other technologies (e.g., photo radar, distance measuring devices, unstaffed radar speed measuring and display devices, cameras for grade-level crossings) to improve traffic safety (see "Applied Technology," #1-4).
Determine the feasibility of adopting laser speed-measuring equipment currently in use in Europe and Canada for measuring distance between vehicles. Determine the cost of implementing and using this equipment, including training and maintenance costs, and whether it meets the Nation's safety and scientific standards or would require additional studies. Investigate funding sources and determine responsibility, whether Federal, State, or local government (see "Applied Technology," #2).
Increase the use of and consider means of funding computer technology in patrol cars to give officers access to driver's license histories and to a database listing of previous vehicle stops (see "Applied Technology," #7).
Establish "tip" lines for citizens' use in reporting dangerous drivers, such as aggressive, unsafe, and impaired drivers, to a law enforcement agency (e.g., #77, 366-TIOS, *47, etc.).⁷

Include information on safe cellular telephone usage in the "tip" line marketing materials, to lesson distraction on the part of drivers reporting these dangers.⁸ Published criteria for "tip" lines should contain a clear definition of the violations and/or conditions for using them, and address the need for a common set of terms and behaviors that the public, law enforcement, media, courts, and others interested in traffic safety will easily understand and accept.
Encourage establishment of one standardized number for reporting dangerous drivers on roads and highways.
Establish consistent procedures within law enforcement agencies for accepting and responding to these types of calls. These procedures could include:
- Broadcasting a lookout to officers working in the area where the incident is taking place, or passing the information along to nearby jurisdictions through which the aggressive driver may be traveling.
- Assigning an officer to meet or talk with the reporting party and, depending upon the seriousness of the incident, conducting a follow-up investigation to identify the suspect and levy charges.
- Maintaining a record of the incident so that information is on file in case other people report the offender within a specified time period. Some agencies may want to have the information available should the reported offender be stopped in the future. Also, some agencies may maintain "hot sheets" on drivers who have repeatedly been reported for unsafe driving behaviors.
- Identifying vehicles reported as engaging in dangerous behavior to the registered owner, if not the driver.
- Allocating resources to handle these calls and subsequent agency response.

Establish and publicize additional numbers or other contact sources so the public can report past events, ask questions, or seek follow-up action. Because many 911 systems are overburdened, agencies should consider establishing a separate number (e.g., #77, 311). Citizens also may be asked to report unsafe driving incidents through means other than phone, such as a letter, e-mail, websites, forms, etc. These alternatives would help prevent overload of the primary number.

Elicit support from State and local officials for publicizing the number(s) that drivers can use to report violators to law enforcement personnel (consider signs along the roadway, State road maps, variable message boards, media market, informational brochures, driver training and retraining, etc.).
Clearly identify the violations and/or other circumstances under which motorists should call the number(s) - to prevent misuse or overloading of resources.

Participate in multi-jurisdictional enforcement efforts between agencies.⁹ Multi-agency, cooperative, and coordinated program efforts provide more efficient and effective enforcement, education, and awareness strategies. Raise awareness among the public by increasing media interest in aggressive driving and law enforcement efforts; sharing successful practices, policies, training, equipment, experiences, and data collection; and facilitating the sharing of regional markets for paid, earned, and donated media exposure.
Partner with disciplines outside of law enforcement. Seek the participation of experts in traffic engineering, transportation safety, injury prevention, mental health, public information, and data and trend analysis and evaluation.
Educate the public about situations that constitute and precipitate aggressive driving behavior and the differences between aggressive driving and road rage. This awareness approach may encourage voluntary changes in driving behaviors.

Encourage transportation officials, law enforcement, traffic safety groups, injury (and illness) prevention practitioners, and mental health providers to work together to validate the causes and effects of aggressive driving behaviors. Once the causes and effects of aggressive driving behavior are determined, agencies will be able to better direct enforcement and educational efforts at reducing related problems. This effort should include providing information to the public, transportation officials, the judiciary, traffic safety organizations, law enforcement, business leaders, and others on the following points:

The acts that constitute aggressive driving and road rage.

Consequences of these acts (civil, criminal, and administrative penalties; increased health problems; reduced quality of life; increased insurance rates; contribution to additional highway congestion because of crashes; reduced employee productivity; increased use of sick and injury leave, etc.).
How to avoid involvement in aggressive acts with others.
How to avoid becoming an aggressor.
Resources available (cellular numbers to report aggressive acts, stress management assistance, alternate forms of transportation, public and private efforts to improve traffic safety, etc.).

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Proposed Judicial Instruction

03.13.05 (10:54 am) [edit]

Nevada Auto Injury Lawyer

If you find (beyond a reasonable doubt) that at the time the defendant drove the automobile in a continuous driving episode he/she committed three or more violations of the following statutes (insert names of violations) either alone or in combination with one another, you may infer that the defendant operated the vehicle with a willful and wanton disregard for the safety of persons or property. You are never required to make this inference. It is for the jury to determine if the inference is to be drawn. You should consider all of the evidence in determining whether the defendant drove the motor vehicle with a willful and wanton disregard for the safety of persons or property.

Note: Some States have a strongly divided opinion as to whether the predicative facts for the inference must be proved beyond a reasonable doubt. Other States may have a clearer line of decision. Therefore, it will be incumbent on the prosecutor, if relying on the inference, to identify the offenses to be used. These suggested instructions should be followed by "definitional" instructions for the predicate offenses. "Issue" instructions may not be necessary. The terms "definitional" and "issue" are used advisedly.

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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Aggressive Driving - Statutory Strategies

03.13.05 (10:52 am) [edit]

Nevada Personal Injury Lawyer

Strengthen existing statutes to include stricter penalties. Repeat offenders should receive enhanced punishment, including increased points, loss of license, higher fines, and jail sentences or probation.
Establish comprehensive education programs that address aggressive driving and include them as part of legislative changes. At a minimum, include aggressive driving education in public and private driver education programs. States should also consider anger management education as a supplement to other sanctions when making legislative changes.

Develop statutes that match the severity of the offense to its punishment to send a clear message that aggressive driving is a serious offense.

Assess significant "points" on an offender's driving record for violations.
Include suspension or revocation of driving privileges as part of any proposed statute, for they are effective deterrents.

Address aggressive driving that results in death or serious injury as a felony. Add enhanced penalties to existing reckless driving laws and new statutes, defining "serious injury" according to State laws. Felony offenses require that one of the elements of the statute reference the required mental state of the driver (i.e., wanton or willful disregard for consequences) to meet constitutional muster.
Provide State and Federal assistance to law enforcement agencies to help defray costs and provide support for retraining in new reckless driving (or aggressive driving) statutes.

Provide enhanced training for identifying, recording, arresting, and prosecuting the aggressive driver.
Develop a workshop to encourage law enforcement to target moving hazardous violations, particularly those commonly associated with aggressive driving behavior, and to recruit trainers to deliver this workshop.
Encourage use of Federal highway safety funds administered by the States for aggressive driving countermeasure training.
Encourage statutes that permit in-court and out-of-court use of new technology in traffic-related cases.
Use technology to gather evidence of aggressive or reckless driving, showing a clear violation of the appropriate statute. Obtain legislative authority for sharing this information nationwide, and evaluate technological improvements.

Adopt the Model Statute developed by the Implementation Team to enact or improve States' reckless driving statutes, including aggressive driving under "Reckless Driving: Aggravated Reckless Driving."⁶ The model is as follows:

A person who operates any motor vehicle with a willful or wanton disregard for the safety of persons or property commits the offense of reckless driving. "Willful or wanton" means the deliberate, conscious indifference to the safety of persons or property. Proof of evil or malicious intent is not an element of reckless driving.
Upon the trial of any civil or criminal action or proceeding stemming from acts alleged to have been committed by any person operating a motor vehicle, proof that in the course of a continuous driving episode, such person committed three moving violations, either alone or in combination with one another, shall give rise to an inference that the vehicle was being operated with a willful and wanton disregard for the safety of persons or property. Such inference shall not be conclusive, but shall be considered along with all other evidence in determining whether a violation occurred (see sidebar below).
All persons convicted of reckless driving shall be guilty of a misdemeanor, except as provided under subsection (d), which follows.
All persons convicted of committing a violation of subsection (a) above shall be guilty of aggravated reckless driving if the violation results in injury or permanent disability or disfigurement of another person. Aggravated reckless driving is a felony.

Read the NHTSA article Aggressive Driving Action Guide: A Criminal Justice Approach

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FORMS OF HAZARDOUS ENERGY

03.12.05 (10:55 am) [edit]

Nevada Personal Injury Lawyer

Workers may be exposed to hazardous energy in several forms and combinations during installation, maintenance, service, or repair work. A comprehensive hazardous energy control program should address all forms of hazardous energy [NIOSH 1983]:

Kinetic (mechanical) energy in the moving parts of mechanical systems

Potential energy stored in pressure vessels, gas tanks, hydraulic or pneumatic systems, and springs (potential energy can be released as hazardous kinetic energy)
Electrical energy from generated electrical power, static sources, or electrical storage devices (such as batteries or capacitors)
Thermal energy (high or low temperature) resulting from mechanical work, radiation, chemical reaction, or electrical resistance

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Uncontrolled hazardous energy

03.12.05 (10:53 am) [edit]

Nevada Personal Injury Lawyer

Number of Workers Killed

No detailed national data are available on the number of workers killed each year by contact with uncontrolled hazardous energy. However, during the period 1982–1997, NIOSH investigated 1,281 fatal incidents as part of their FACE Program. Of these, 152 involved installation, maintenance, service, or repair tasks on or near machines, equipment, processes, or systems. Because the FACE program was active in only 20 States between 1982 and 1997, these fatalities represent only a portion of the U.S. workers who were killed by contact with uncontrolled hazardous energy.

Contributing Factors

Review of these 152 incidents suggests that three related factors contributed to these fatalities:

Failure to completely de-energize, isolate, block, and/or dissipate the energy source (82% of the incidents, or 124 of 152)

Failure to lockout and tagout energy control devices and isolation points after de-energization (11% of the incidents, or 17 of 152)
Failure to verify that the energy source was de-energized before beginning work (7% of the incidents, or 11 of 152)

In a study conducted by the United Auto Workers (UAW), 20% of the fatalities (83of 414) that occurred among their members between 1973 and 1995 were attributed to inadequate hazardous energy control procedures specifically, lockout/tagout procedures. The energy sources involved in these fatalities included kinetic, potential, electrical, and thermal energy [UAW 1997].

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Electrical Safety

03.12.05 (10:50 am) [edit]

Nevada Personal Injury Lawyer

Electrical current exposes workers to a serious, widespread occupational hazard; practically all members of the workforce are exposed to electrical energy during the performance of their daily duties, and electrocutions occur to workers in various job categories. Many workers are unaware of the potential electrical hazards present in their work environment, which makes them more vulnerable to the danger of electrocution.

Electrical injuries consist of four main types: electrocution (fatal), electric shock, burns, and falls caused as a result of contact with electrical energy.

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