Gerene Denning, of the University of Iowa Department of Emergency Services, presented this at CPSC's ATV Safety Summit Oct. 12, 2012. High Proportions of Roadway Deaths and Injuries on ATVs Suggest Poor Knowledge and Compliance with Road Use Laws. Objectives: To compare fatal and non-fatal ATV crashes on and off the road. Methods: Retrospective studies were performed using national fatality data (CPSC) and statewide injury data. Results: From 1985-2009, 62% of U.S. ATV deaths resulted from roadway crashes, and roadway deaths since 1998 have increased at a greater rate than off-road deaths. Fatal roadway crashes were more likely than off-road crashes to result in multiple deaths and to involve multiple riders, higher alcohol use, more collisions, and more head injuries. Similarly, non-fatal Iowa roadway crashes (2002-2009) involved more passengers, alcohol use, and collisions as compared to off-road crashes. Helmet use was significantly lower in roadway crashes relative to off-road; and more severe injuries overall, including head injuries, characterized roadway crashes. Both studies showed helmets reduced the likelihood of head injury. Conclusion: Despite road use laws, over half of U.S. ATV-related deaths and one-third of serious injuries in Iowa resulted from roadway crashes. We hypothesize that multiple risk factors exacerbate the inherent difficulty of safely operating ATVs on roads, and that speed and lack of protective equipment increase injury severity. Improving knowledge and enforcement of road use laws may be an effective way to reduce ATV-related deaths and injuries.
This presentation will discuss the difficult regulatory issues surrounding introducing self-driving cars onto our roadways. Many novel questions will be discussed, such as how to allocate liability for an autonomous vehicle, the self-driving cars’ impact on public transportation and infrastructure, and personal privacy concerns.
Dr. Charles Jennissen, of the University of Iowa Department of Emergency Medicine presented this at CPSC's ATV Safety Summit Oct. 11, 2012. The study objective was to determine adolescent exposure to ATVs and their riding behaviors. Methods: A survey was administered to ~3,100 students, mostly 11-15 years of age, as part of an in-classroom ATV safety program. Results: Participants were distributed between urban (38%), rural (24%), and isolated rural (38%) communities. 85% reported riding an ATV at least a few times a year and 31% reported riding at least once a week. For those exposed, 92% had ridden with more than one person, 81% had been on a public road, and over 60% reported never or almost never wearing a helmet. 54% engaged in all three unsafe behaviors; 2% engaged in none. 59% had been in at least one ATV crash. Students from isolated rural communities were more likely to have ridden an ATV in the last year relative to their peers, but the likelihood of a crash was not different by rurality. Increased crash likelihood was seen for males and for youth engaged in multiple risky behaviors. Conclusions: A high percentage of youths in Iowa have been exposed to ATVs, engage in unsafe behaviors, and have experienced a crash. Significant efforts are needed to reduce ATV-related deaths and injuries in this high-risk pediatric population.
Clements Worldwide Fleet Data Analysis for Improving Expense ManagementPatricia Loria
Fleet vehicles are the second largest expense for NGOs, with an estimated $1 billion spent globally each year. Clements Worldwide is a leading insurer of fleets for UN agencies, NGOs, and embassies. Over the past two years, Clements received almost 800 claims totaling over $2.4 million. Africa sees the most claims, likely due to infrastructure issues. While collisions account for over half of claims, political violence claims are also significant, especially in high-risk countries. Injuries and fatalities have slightly increased over the past two years and represent reputational and liability risks.
Marketing campaign strategy for Vision Zero Project, including project background, research insights, target audience and integrated marketing campaign.
Key factors related to traffic crashes by Malyar TalashMalyar Talash
This document discusses key factors related to traffic crashes. It identifies the six main safety factors as weather, light, the vehicle, the road, traffic, and the driver. The driver's condition and actions are described as the most critical factor influencing safety. Statistics are presented on hospitalization times by age following crashes. Senior drivers may have reduced abilities to recognize hazards and respond appropriately. Recommendations include driving at lower speeds, especially in poor conditions, to maintain control and allow time to brake.
Texting while driving poses significant risks, according to a document that provides statistics on distracted driving crashes. It notes that in 2011, at least 23% of auto collisions involved cell phones, and drivers ages 18-20 who were involved in crashes were often using their phones. Texting makes a crash over 20 times more likely. The document also discusses risks of drunk driving and aggressive or rage-filled behaviors on the road, providing tips to drive safely and avoid dangerous situations.
Faktor manusia merupakan penyebab utama kecelakaan lalu lintas dengan persentase 47,8%, diikuti faktor jalan dan lingkungan sebesar 34,8%, dan faktor kendaraan sebesar 14,8%. Semua pemangku kepentingan memiliki tanggung jawab untuk meningkatkan keselamatan lalu lintas melalui pendidikan, tindakan preventif dan represif, serta pemeliharaan infrastruktur dan kendaraan yang memenuhi standar keselamatan. Visi R
The document summarizes details of a fatal bus accident in Karachi, Pakistan in January 2015. 62 people died after a bus collided with an oil tanker and caught fire. An inquiry found negligence on the part of both drivers as well as government authorities responsible for road maintenance and enforcement of traffic laws. The report concluded the accident could have been avoided if relevant stakeholders and institutions had fulfilled their responsibilities.
This presentation will discuss the difficult regulatory issues surrounding introducing self-driving cars onto our roadways. Many novel questions will be discussed, such as how to allocate liability for an autonomous vehicle, the self-driving cars’ impact on public transportation and infrastructure, and personal privacy concerns.
Dr. Charles Jennissen, of the University of Iowa Department of Emergency Medicine presented this at CPSC's ATV Safety Summit Oct. 11, 2012. The study objective was to determine adolescent exposure to ATVs and their riding behaviors. Methods: A survey was administered to ~3,100 students, mostly 11-15 years of age, as part of an in-classroom ATV safety program. Results: Participants were distributed between urban (38%), rural (24%), and isolated rural (38%) communities. 85% reported riding an ATV at least a few times a year and 31% reported riding at least once a week. For those exposed, 92% had ridden with more than one person, 81% had been on a public road, and over 60% reported never or almost never wearing a helmet. 54% engaged in all three unsafe behaviors; 2% engaged in none. 59% had been in at least one ATV crash. Students from isolated rural communities were more likely to have ridden an ATV in the last year relative to their peers, but the likelihood of a crash was not different by rurality. Increased crash likelihood was seen for males and for youth engaged in multiple risky behaviors. Conclusions: A high percentage of youths in Iowa have been exposed to ATVs, engage in unsafe behaviors, and have experienced a crash. Significant efforts are needed to reduce ATV-related deaths and injuries in this high-risk pediatric population.
Clements Worldwide Fleet Data Analysis for Improving Expense ManagementPatricia Loria
Fleet vehicles are the second largest expense for NGOs, with an estimated $1 billion spent globally each year. Clements Worldwide is a leading insurer of fleets for UN agencies, NGOs, and embassies. Over the past two years, Clements received almost 800 claims totaling over $2.4 million. Africa sees the most claims, likely due to infrastructure issues. While collisions account for over half of claims, political violence claims are also significant, especially in high-risk countries. Injuries and fatalities have slightly increased over the past two years and represent reputational and liability risks.
Marketing campaign strategy for Vision Zero Project, including project background, research insights, target audience and integrated marketing campaign.
Key factors related to traffic crashes by Malyar TalashMalyar Talash
This document discusses key factors related to traffic crashes. It identifies the six main safety factors as weather, light, the vehicle, the road, traffic, and the driver. The driver's condition and actions are described as the most critical factor influencing safety. Statistics are presented on hospitalization times by age following crashes. Senior drivers may have reduced abilities to recognize hazards and respond appropriately. Recommendations include driving at lower speeds, especially in poor conditions, to maintain control and allow time to brake.
Texting while driving poses significant risks, according to a document that provides statistics on distracted driving crashes. It notes that in 2011, at least 23% of auto collisions involved cell phones, and drivers ages 18-20 who were involved in crashes were often using their phones. Texting makes a crash over 20 times more likely. The document also discusses risks of drunk driving and aggressive or rage-filled behaviors on the road, providing tips to drive safely and avoid dangerous situations.
Faktor manusia merupakan penyebab utama kecelakaan lalu lintas dengan persentase 47,8%, diikuti faktor jalan dan lingkungan sebesar 34,8%, dan faktor kendaraan sebesar 14,8%. Semua pemangku kepentingan memiliki tanggung jawab untuk meningkatkan keselamatan lalu lintas melalui pendidikan, tindakan preventif dan represif, serta pemeliharaan infrastruktur dan kendaraan yang memenuhi standar keselamatan. Visi R
The document summarizes details of a fatal bus accident in Karachi, Pakistan in January 2015. 62 people died after a bus collided with an oil tanker and caught fire. An inquiry found negligence on the part of both drivers as well as government authorities responsible for road maintenance and enforcement of traffic laws. The report concluded the accident could have been avoided if relevant stakeholders and institutions had fulfilled their responsibilities.
This study analyzed 345 patients with ATV-related injuries from 2002-2009 to better understand crash mechanisms and factors related to passengers. Rollovers (42%) and collisions (20%) were common mechanisms. Passengers increased risks of rollovers, especially backward rollovers on slopes, and falls/ejections to the rear. Rearward ejections were linked to more severe head injuries. Strict enforcement of no-passenger rules could help reduce crashes and injuries. Improved data collection and educational approaches targeting passenger dangers were recommended.
Dr. Charles Jennissen, of the University of Iowa Department of Emergency Medicine presented this at CPSC's ATV Safety Summit Oct. 11, 2012. The study objective was to better understand the relationship between speed and ATV crash-related head injuries. Methods: A retrospective chart review was performed of ATV-related injuries from 2002-2009 at a university hospital. Results: 345 cases were identified; 30% were children <16>s ATVs are likely contributing to more serious injuries, including more severe head injuries. Although helmets are protective, there may be ATV crash speeds or mechanisms of brain injury at higher speeds that reduce helmet effectiveness. All ATVs should have a code-protected, tamper-proof speed governor. This would particularly assist parents in protecting children and teens from the serious risks associated with high operating speeds.
The document provides statistics from the National Highway Traffic Safety Administration on truck and bus accidents between 2010-2013. It finds that while the number of fatal crashes has not shown a consistent pattern, 2012 saw about 1,000 more deaths than other years. Injury crashes have been increasing and most fatal accidents occur on weekdays during the day on major roadways, not highways. Professional drivers with speeding infractions are more likely to be in deadly crashes. Most accidents are not due to driver error alone, with driver decisions as the second leading cause. Unbelted drivers also increase injury risk.
MORTALITY FROM ROAD CRASHES IN 193 COUNTRIES: A COMPARISON WITH OTHER LEADI...Autoua
This document analyzes mortality rates from road crashes and other leading causes of death in 193 countries based on 2008 WHO data. The main findings are:
1) Globally, road crashes caused 18 deaths per 100,000 people, compared to 113 for cancer, 108 for heart disease, and 91 for stroke. Rates varied widely between countries.
2) Road crashes accounted for 2.1% of global deaths from all causes, ranging from 0.3% to 15.9% between countries. In the US it was 1.8%.
3) Road crashes corresponded to 15.9% of global cancer deaths, ranging from 1.7% to 153.9% between countries. In the
Breakout Session 9: Improving Safety through Enforcement
2015 Traffic Safety Conference
by Robert Wunderlich, Research Engineer, Texas A&M Transportation Institute; and
Troy Walden, Associate Research Scientist, Texas A&M Transportation Institute
This document examines the risks of driving different types of vehicles in the US over the past 40 years. Regression analyses found that while fatalities per mile have decreased overall, SUVs and pickups have remained constant, likely due to their increased popularity. SUVs and pickups pose greater risks of rollovers due to their higher centers of gravity. However, in multi-vehicle collisions, larger vehicles tend to protect occupants better due to their size and weight. The analyses show that while technology has made all vehicles safer over time, car occupants remain at lowest risk of fatality compared to SUVs and pickups.
Young drivers aged under 20 are overrepresented in serious motor vehicle accidents. They account for 15% of crashes resulting in death or injury despite representing only 5% of license holders. Young drivers are more at risk due to lack of experience, poor hazard perception, a desire to prove themselves, and a feeling of invincibility. They are also more likely to speed, drive while fatigued or intoxicated, and have crashes at night or with passengers. Both modifiable risk factors like speeding and non-modifiable factors like age and gender contribute to the high risk for young drivers.
This document discusses motor vehicle crashes as a major public health issue and outlines strategies to prevent crashes and reduce injuries and deaths. It notes that motor vehicle crashes are the leading cause of injury death in the US, killing over 33,000 people in 2009. The CDC has made preventing crashes through initiatives like increasing seat belt use one of its "Winnable Battles." The document reviews evidence that seat belts, child safety seats, primary enforcement laws, and reducing teen and impaired driving can significantly reduce crashes and save thousands of lives each year.
Speed is a major factor in traffic collisions and fatalities. According to data from California in 2010, 30.4% of fatal and injury collisions involved speeding as the primary factor. The risk of serious injury or death increases substantially with higher travel speeds. Young drivers aged 16-19 are most likely to speed, with violations over 3 times higher than drivers aged 30 or older. Reducing speed can significantly decrease the chances of receiving a ticket, getting into an accident, and the severity of injuries if an accident does occur.
- The document provides statistics on road accidents in India in 2016, with data collected from state police departments. Some key figures include 480,652 total accidents, 1,50,785 deaths, and 494,624 injuries. The majority of accidents, deaths, and injuries were reported in just 13 states. Drivers' faults such as speeding were the main contributing factor in the majority of accidents. Accident rates were highest among 18-34 year olds and two-wheeler riders had the most deaths. Strengthening enforcement of safety laws and prioritizing safety of vulnerable road users were recommended.
This document discusses a study conducted in Illinois to understand crashes occurring on highway curves and identify safety countermeasures. The study analyzed crash data from 2007-2011 and identified the top 70 curves in each district with the most severe crashes. Common crash factors identified were exceeding safe speed, failure to reduce speed, and weather conditions. Proposed low-cost countermeasures included installing rumble strips, widening shoulders, improving signage and pavement markings. Districts provided feedback on countermeasures implemented at high-risk curves, such as installing chevrons, widening shoulders, and resurfacing. The study aims to help reduce curve-related crashes and set goals to lower fatalities over time.
Road rage incidents are a growing problem that have led to hundreds of fatal crashes each year. A 2016 study found that over half of drivers engage in dangerous behaviors like tailgating, yelling, honking, and gesturing at other drivers. These behaviors are more common when drivers feel stressed or impatient due to traffic, delays, or actions of other motorists. Alabama has particularly high rates of road rage deaths and incidents according to federal statistics. The document provides tips for avoiding road rage situations and links to further information.
!! Mandatory Helmet Law Legislative Presentation 2016Brian Lange
The document discusses Washington State's mandatory motorcycle helmet law and questions its effectiveness. It summarizes several studies that found motorcycle accidents account for a minority of head injuries compared to automobiles. Helmet testing standards are outlined that show helmets can be destroyed from low-speed impacts. Data is presented finding higher death rates in states with helmet laws and that most motorcycle fatalities involve injuries other than to the head. The conclusions argue helmets may provide little protection and question why only motorcyclists face a mandate.
Road accidents are caused by a combination of factors related to road conditions, driver behavior, and vehicle characteristics. Poor road conditions such as roughness, rutting, cracking, and low skid resistance are contributing factors in a significant percentage of accidents. Maintaining adequate road quality through measures such as resurfacing and realignment can reduce accidents by 25-60%. Proper maintenance and repair of road defects can lower accident rates and safety costs. Monitoring road measurements like IRI and PSI that indicate roughness and conducting friction testing helps identify high-risk locations and control skid resistance.
This document discusses road traffic accidents (RTAs) including causes, statistics, and prevention strategies. It notes that RTAs are primarily caused by speeding, not wearing helmets or seatbelts, distracted driving, and fatigue. National highways account for 37% of accidents while junctions in urban areas account for 40%. The most common types of accidents are hitting pedestrians, rear-end collisions, and head-on collisions. Prevention strategies proposed include stricter enforcement of speed limits, higher penalties for violations, mandatory safety devices in vehicles, improved driver testing, and increased public safety awareness campaigns. Worldwide statistics estimate 1.2 million deaths from RTAs annually.
Road Conditions of India, Traffic in India, Driver Characteristics, Overloading, Cattle Menace, Triple Driving, Drunken Driving, Text and Drive, Road Fatalities, Primary Causes, Severity, International Comparison of Accident rates, Necessary use of Helmet for 2-wheeler and seat belts for cab drivers, Rash Driving, Prevention of Accidents - Measures, Highway communication and Amenities, Emergency Dial Care, Safety Measures, Slogans
Fatal Car Accidents: Collected Data [Data Snapshot]lawsuitlegal
How dangerous are U.S. roads?
See what the numbers reveal about the risks are on U.S. highways, roads and streets according to transportation data.
The statistics behind fatal motor vehicle accidents are pretty revealing. Data includes car accident casualties by state, the most common causes, and what trends the numbers reveal.
Traffic accident causality and serious injury statistics compiled from government data and sources cited for reference.
This data snapshot by Lawsuit Legal is intended for informational purposes only.
Alliance for Biking and Walking 2010 Benchmarking Report Media Facts Sheetbikingtoronto
9.6% of all trips in the US are made by bicycle or foot, though bicycling and walking account for a disproportionately high percentage of traffic fatalities. States spend on average just 1.2% of their federal transportation dollars on bicycling and walking infrastructure and programs. States and cities with higher levels of bicycling and walking tend to have lower rates of obesity and diseases related to physical inactivity.
A briefing for the Consumer Product Safety Commission by CPSC staff from the Directorate for Engineering Sciences, Division of Mechanical Combustion Engineering.
The document summarizes a seminar on consumer product safety compliance plans presented by various industry trade groups. It discusses the role of trade associations in educating members on legal requirements, advocating on their behalf with regulators, and facilitating discussions on leading practices. The trade groups emphasize that compliance plans are just one part of safety programs, which also include hazard analysis, risk assessment, and product testing. They recommend establishing clear corporate safety policies, training personnel worldwide, and going beyond minimum safety standards. Recalls are seen as an opportunity to improve safety rather than an indication of failure. Technology can help with tasks like document management, data analysis, and consumer communications.
More Related Content
Similar to ATV Safety Summit: State Legislation (Enforcement) - Knowledge and Compliance with Road Use Laws
This study analyzed 345 patients with ATV-related injuries from 2002-2009 to better understand crash mechanisms and factors related to passengers. Rollovers (42%) and collisions (20%) were common mechanisms. Passengers increased risks of rollovers, especially backward rollovers on slopes, and falls/ejections to the rear. Rearward ejections were linked to more severe head injuries. Strict enforcement of no-passenger rules could help reduce crashes and injuries. Improved data collection and educational approaches targeting passenger dangers were recommended.
Dr. Charles Jennissen, of the University of Iowa Department of Emergency Medicine presented this at CPSC's ATV Safety Summit Oct. 11, 2012. The study objective was to better understand the relationship between speed and ATV crash-related head injuries. Methods: A retrospective chart review was performed of ATV-related injuries from 2002-2009 at a university hospital. Results: 345 cases were identified; 30% were children <16>s ATVs are likely contributing to more serious injuries, including more severe head injuries. Although helmets are protective, there may be ATV crash speeds or mechanisms of brain injury at higher speeds that reduce helmet effectiveness. All ATVs should have a code-protected, tamper-proof speed governor. This would particularly assist parents in protecting children and teens from the serious risks associated with high operating speeds.
The document provides statistics from the National Highway Traffic Safety Administration on truck and bus accidents between 2010-2013. It finds that while the number of fatal crashes has not shown a consistent pattern, 2012 saw about 1,000 more deaths than other years. Injury crashes have been increasing and most fatal accidents occur on weekdays during the day on major roadways, not highways. Professional drivers with speeding infractions are more likely to be in deadly crashes. Most accidents are not due to driver error alone, with driver decisions as the second leading cause. Unbelted drivers also increase injury risk.
MORTALITY FROM ROAD CRASHES IN 193 COUNTRIES: A COMPARISON WITH OTHER LEADI...Autoua
This document analyzes mortality rates from road crashes and other leading causes of death in 193 countries based on 2008 WHO data. The main findings are:
1) Globally, road crashes caused 18 deaths per 100,000 people, compared to 113 for cancer, 108 for heart disease, and 91 for stroke. Rates varied widely between countries.
2) Road crashes accounted for 2.1% of global deaths from all causes, ranging from 0.3% to 15.9% between countries. In the US it was 1.8%.
3) Road crashes corresponded to 15.9% of global cancer deaths, ranging from 1.7% to 153.9% between countries. In the
Breakout Session 9: Improving Safety through Enforcement
2015 Traffic Safety Conference
by Robert Wunderlich, Research Engineer, Texas A&M Transportation Institute; and
Troy Walden, Associate Research Scientist, Texas A&M Transportation Institute
This document examines the risks of driving different types of vehicles in the US over the past 40 years. Regression analyses found that while fatalities per mile have decreased overall, SUVs and pickups have remained constant, likely due to their increased popularity. SUVs and pickups pose greater risks of rollovers due to their higher centers of gravity. However, in multi-vehicle collisions, larger vehicles tend to protect occupants better due to their size and weight. The analyses show that while technology has made all vehicles safer over time, car occupants remain at lowest risk of fatality compared to SUVs and pickups.
Young drivers aged under 20 are overrepresented in serious motor vehicle accidents. They account for 15% of crashes resulting in death or injury despite representing only 5% of license holders. Young drivers are more at risk due to lack of experience, poor hazard perception, a desire to prove themselves, and a feeling of invincibility. They are also more likely to speed, drive while fatigued or intoxicated, and have crashes at night or with passengers. Both modifiable risk factors like speeding and non-modifiable factors like age and gender contribute to the high risk for young drivers.
This document discusses motor vehicle crashes as a major public health issue and outlines strategies to prevent crashes and reduce injuries and deaths. It notes that motor vehicle crashes are the leading cause of injury death in the US, killing over 33,000 people in 2009. The CDC has made preventing crashes through initiatives like increasing seat belt use one of its "Winnable Battles." The document reviews evidence that seat belts, child safety seats, primary enforcement laws, and reducing teen and impaired driving can significantly reduce crashes and save thousands of lives each year.
Speed is a major factor in traffic collisions and fatalities. According to data from California in 2010, 30.4% of fatal and injury collisions involved speeding as the primary factor. The risk of serious injury or death increases substantially with higher travel speeds. Young drivers aged 16-19 are most likely to speed, with violations over 3 times higher than drivers aged 30 or older. Reducing speed can significantly decrease the chances of receiving a ticket, getting into an accident, and the severity of injuries if an accident does occur.
- The document provides statistics on road accidents in India in 2016, with data collected from state police departments. Some key figures include 480,652 total accidents, 1,50,785 deaths, and 494,624 injuries. The majority of accidents, deaths, and injuries were reported in just 13 states. Drivers' faults such as speeding were the main contributing factor in the majority of accidents. Accident rates were highest among 18-34 year olds and two-wheeler riders had the most deaths. Strengthening enforcement of safety laws and prioritizing safety of vulnerable road users were recommended.
This document discusses a study conducted in Illinois to understand crashes occurring on highway curves and identify safety countermeasures. The study analyzed crash data from 2007-2011 and identified the top 70 curves in each district with the most severe crashes. Common crash factors identified were exceeding safe speed, failure to reduce speed, and weather conditions. Proposed low-cost countermeasures included installing rumble strips, widening shoulders, improving signage and pavement markings. Districts provided feedback on countermeasures implemented at high-risk curves, such as installing chevrons, widening shoulders, and resurfacing. The study aims to help reduce curve-related crashes and set goals to lower fatalities over time.
Road rage incidents are a growing problem that have led to hundreds of fatal crashes each year. A 2016 study found that over half of drivers engage in dangerous behaviors like tailgating, yelling, honking, and gesturing at other drivers. These behaviors are more common when drivers feel stressed or impatient due to traffic, delays, or actions of other motorists. Alabama has particularly high rates of road rage deaths and incidents according to federal statistics. The document provides tips for avoiding road rage situations and links to further information.
!! Mandatory Helmet Law Legislative Presentation 2016Brian Lange
The document discusses Washington State's mandatory motorcycle helmet law and questions its effectiveness. It summarizes several studies that found motorcycle accidents account for a minority of head injuries compared to automobiles. Helmet testing standards are outlined that show helmets can be destroyed from low-speed impacts. Data is presented finding higher death rates in states with helmet laws and that most motorcycle fatalities involve injuries other than to the head. The conclusions argue helmets may provide little protection and question why only motorcyclists face a mandate.
Road accidents are caused by a combination of factors related to road conditions, driver behavior, and vehicle characteristics. Poor road conditions such as roughness, rutting, cracking, and low skid resistance are contributing factors in a significant percentage of accidents. Maintaining adequate road quality through measures such as resurfacing and realignment can reduce accidents by 25-60%. Proper maintenance and repair of road defects can lower accident rates and safety costs. Monitoring road measurements like IRI and PSI that indicate roughness and conducting friction testing helps identify high-risk locations and control skid resistance.
This document discusses road traffic accidents (RTAs) including causes, statistics, and prevention strategies. It notes that RTAs are primarily caused by speeding, not wearing helmets or seatbelts, distracted driving, and fatigue. National highways account for 37% of accidents while junctions in urban areas account for 40%. The most common types of accidents are hitting pedestrians, rear-end collisions, and head-on collisions. Prevention strategies proposed include stricter enforcement of speed limits, higher penalties for violations, mandatory safety devices in vehicles, improved driver testing, and increased public safety awareness campaigns. Worldwide statistics estimate 1.2 million deaths from RTAs annually.
Road Conditions of India, Traffic in India, Driver Characteristics, Overloading, Cattle Menace, Triple Driving, Drunken Driving, Text and Drive, Road Fatalities, Primary Causes, Severity, International Comparison of Accident rates, Necessary use of Helmet for 2-wheeler and seat belts for cab drivers, Rash Driving, Prevention of Accidents - Measures, Highway communication and Amenities, Emergency Dial Care, Safety Measures, Slogans
Fatal Car Accidents: Collected Data [Data Snapshot]lawsuitlegal
How dangerous are U.S. roads?
See what the numbers reveal about the risks are on U.S. highways, roads and streets according to transportation data.
The statistics behind fatal motor vehicle accidents are pretty revealing. Data includes car accident casualties by state, the most common causes, and what trends the numbers reveal.
Traffic accident causality and serious injury statistics compiled from government data and sources cited for reference.
This data snapshot by Lawsuit Legal is intended for informational purposes only.
Alliance for Biking and Walking 2010 Benchmarking Report Media Facts Sheetbikingtoronto
9.6% of all trips in the US are made by bicycle or foot, though bicycling and walking account for a disproportionately high percentage of traffic fatalities. States spend on average just 1.2% of their federal transportation dollars on bicycling and walking infrastructure and programs. States and cities with higher levels of bicycling and walking tend to have lower rates of obesity and diseases related to physical inactivity.
Similar to ATV Safety Summit: State Legislation (Enforcement) - Knowledge and Compliance with Road Use Laws (20)
A briefing for the Consumer Product Safety Commission by CPSC staff from the Directorate for Engineering Sciences, Division of Mechanical Combustion Engineering.
The document summarizes a seminar on consumer product safety compliance plans presented by various industry trade groups. It discusses the role of trade associations in educating members on legal requirements, advocating on their behalf with regulators, and facilitating discussions on leading practices. The trade groups emphasize that compliance plans are just one part of safety programs, which also include hazard analysis, risk assessment, and product testing. They recommend establishing clear corporate safety policies, training personnel worldwide, and going beyond minimum safety standards. Recalls are seen as an opportunity to improve safety rather than an indication of failure. Technology can help with tasks like document management, data analysis, and consumer communications.
The document describes Best Buy's product safety compliance program. It outlines the governance structure, which includes oversight from the Board of Directors down to operational teams. It details the product incident management process, including review of incidents and recalls. Best Buy has integrated systems to quickly block the sale and distribution of recalled products. It works with third-party partners and provides guidance on new product categories. Continuous improvement is emphasized through monitoring, training, and review of trends.
Este documento lista los diferentes sectores interesados en la seguridad de los productos de consumo y describe la información y perspectivas que cada uno puede aportar. Los sectores incluyen fabricantes, importadores, comercializadores, instituciones académicas, consumidores, organismos de normalización y certificación, y agencias gubernamentales. Cada sector puede proporcionar datos sobre accidentes, quejas de consumidores, pruebas de productos y cumplimiento de normas. La colaboración entre estos grupos es importante para garantizar la protección de
Regulatory cooperation should be relevant and responsive to real world challenges. This panel provides perspectives on new trends, products, and hazards and what can be done within the North America Cooperation framework. Points of focus: Cooperation and best practices, Policy Alignment, Consumer messaging.
Presenters: Agustin Adame, Consultant; Belinda May, ICPHSO President and Partner, Dentons US LLP; Carol Pollack-nelson, Ph.D. Independent Safety Consulting; Gene Rider, Eponent, Principal.
The document summarizes discussions from a panel on high energy lithium-ion batteries. It covers three main topics:
1. Charles Monahan of Panasonic discussed lithium-ion battery design and manufacturing, including cell components and thermal runaway risks.
2. Don Mays of Samsung presented on the Galaxy Note 7 recall, including an 8-point battery safety test and analyzing reported incidents.
3. Rick Brenner discussed challenges importers face in sourcing safe lithium-ion products, such as unlicensed generics and misleading compliance claims. He suggested stricter standards that mandate battery management system certification.
Hazards associated with high energy density batteries are common to all three jurisdictions. How can risk to consumers be reduced and what steps have already been taken by stakeholders in North America? Points of focus: 1. Industry's product safety processes pre- and post-market. 2. Understanding and eliminating failure modes. Challenges and how can stakeholders and regulators work together to improve safety?
Presenters: Charlie Monahan, Director, Regulatory Compliance, Panasonic; Don Mays, Chief Safety and Quality Officer, Samsung; Rick Brenner, President, Product Safety Advisors, LLC.
Este documento resume el panorama del comercio electrónico en México. Algunos puntos clave son: 1) México ocupa el puesto 17 a nivel mundial en atractivo para el desarrollo del comercio electrónico. 2) Actualmente hay 97.2 millones de suscripciones de servicios de Internet en México. 3) 3 de cada 4 usuarios de Internet en México realizaron una compra en línea en 2017. 4) El monto de las operaciones de comercio electrónico en México en 2016 fue de 17.63 billones de dólares
Stakeholders and regulators discuss the benefits and challenges posed by the rapid expansion of e-commerce. Discussion of industry processes and best practices. How can regulators help platforms help their sellers and consumers?
Presenters: Doug Hyland, Compliance Program Manager, zulily; Stuart Schmidt, Manager, Trade Compliance, UPS; Carlos Ponce Beltran, Deputy Attorney for Telecommunications, PROFECO.
The document discusses North American cooperation between the US Consumer Product Safety Commission, Health Canada, and Mexico's PROFECO on consumer product safety issues. It provides examples of joint projects between the agencies, including social media campaigns on various safety topics, presentations at industry events, webinars on safety requirements, and customs cooperation initiatives like joint exercises and information sharing. Inter-laboratory cooperation is also summarized, such as exercises comparing testing of lead, phthalates, and X-ray fluorescence technology, as well as staff exchanges and training. A total of 24 simultaneous/joint recalls across North America are mentioned since 2013 involving products like glass tumblers, TV stands, bicycles, speakers, wall adapters, ATVs,
The CPSC works closely with CBP to screen imported consumer products for safety violations. CPSC staff are located at major ports to work directly with CBP during the import process. Using a Risk Assessment Methodology and trade data from CBP, CPSC targets high-risk shipments for examination. CPSC and CBP conduct joint audits of importers to provide guidance on regulations and requirements. Through coordination and data sharing, CPSC aims to intercept violative products and protect consumers.
The document discusses what happens when a shipment is held for examination at a U.S. port of entry. Cargo may be targeted by the Consumer Product Safety Commission (CPSC) or other agencies. The CPSC works with Customs and Border Protection (CBP) at ports. If cargo is held, the responsible agency examines it at a Centralized Examination Site. Examinations can result in full release, sampling and conditional release, or sampling and detention of goods.
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ATV Safety Summit: State Legislation (Enforcement) - Knowledge and Compliance with Road Use Laws
1. High Proportions of Roadway Deaths
and Injuries on ATVs Suggest Poor
Knowledge and Compliance with
Road Use Laws
Gerene Denning, PhD
Charles Jennissen, MD
Karisa Harland, PhD
1
2. Background
22 states, including Iowa, have road use laws restricting use to work-
related purposes.
However, survey studies suggest that riding on the road is a
widespread practice, including among Iowa youth:
• 81% of Future Farmer’s of America (FFA) members (Burgus et al. 2009)
• 82% of 4 H Clubs of America members (Hafner et al 2010)
• 81% Iowa school students (11-16 yrs old) (Jennissen et al.)
In addition, West Virginia reported that 60% of statewide ATV-related
deaths were due to crashes on the roadway (Helmkamp et al. 2008).
Why and how are ATVs more dangerous on the road?
2
3. Not all tires are created equal.
Under-inflated,
knobby ATV tires
are designed to
handle UNEVEN,
ROUGH off-road
surfaces.
They can GRAB
the road surface
Well inflated and throw a rider
automobile tires with off, or cause the
good tread are ATV to ROLL
designed to GRIP and OVER,
RELEASE the ROAD particularly while
surface to help turning.
maintain control of the
vehicle.
Automobile Tires ATV Tires
3
4. Many factors contribute to loss of
control on the road.
High center of Need wider
gravity. turning radius
CM
than road is
designed for.
Entering roadway Knobby tires
from ditch has can grab when
visibility problems. accelerating.
4
5. Objective of Our Studies
To compare roadway and off-road deaths and injuries to
determine whether there were differences in:
Demographics
Riding practices and risk factors
Injury outcomes, including head injuries
5
6. Data Sources Used
Consumer Product Safety
Commission (CPSC) National
Fatality Database
Iowa Statewide ATV Injury
Surveillance Database
6
8. Fatal crashes have increased at a greater
rate on the roadway vs. off.
Roadway vs. Off-Road Deaths Per Year
• Dramatic increase 600
followed expiration Roadway
Off-Road
of the 10-Year 500
Consent Decree. 48 + 2.8
More Roadway
400
• Fatal roadway Deaths/yr
crashes increased 300
at more than twice 10-Year Consent Decree
the rate of off-road 200
crashes. 20 + 1.8
More Off-road
100
Deaths/yr
• From 1985-2009,
62% of all fatal ATV 0
crashes were on
the roadway! Year
CPSC Fatality Database
8
9. Teens and young adults are over-represented
in roadway deaths.
% of Roadway vs. Off-Road Deaths by Age
35 Roadway > Off-Road
Roadway
30
Off-Road
25
Off-road > Roadway
20
15 Off-road > Roadway
10
5
0
Age Range
CPSC Fatality Database
9
10. ATV-related injuries also
disproportionately affect the young.
70% 67%
Approximately 3 out of 10 injuries
in our database were among
30% 33% victims less than 16 years of age.
64%
58%
42%
36%
Twice that number (6 out of 10)
involved victims 25 years of age
and younger.
Iowa Injury Surveillance Database 10
11. Fatal roadway crashes were more likely to
involve multiple deaths than off-road crashes.
Single vs. Multiple Fatalities per Crash
N= 3,658 Crashes (1985-2009)
Fatalities Roadway Off-Road
Single 97% 99%
Multiple 3% 1%
Roadway vs. Off-Road Why were
roadway crashes
aOR 3.15 3X more likely to
95% CI 1.95-5.09 involve multiple
deaths?
P value <0.0001
CPSC Fatality Database
11
13. More than 1 out of 10 non-fatal Iowa crash
victims were passengers.
16% 15%
84% 85%
Iowa Injury Surveillance Database
Over 50% of passenger victims were female and
over 60% were children under the age of 16.
13
14. Fatal and non-fatal roadway crashes were more
likely than off-road crashes to involve collisions.
CPSC Fatality Database Over 10 times
Fatality Mechanism Roadway Off-Road Relative risk
ATV-Vehicle Collision 29% 6% Odds Ratio 10.4
ATV-Other Collision 37% 22% 95% CI 8.9-12.2
Rollover 34% 72% P value <0.001
Iowa Injury Surveillance Database Almost 5 times
Injury Mechanism Roadway Off-Road Relative risk
ATV-Vehicle Collision 35% 5% Odds Ratio 4.7
ATV-Other Collision 27% 20% 95% CI 3.51-6.34
Rollover 38% 74% P value <0.001
ATVs on the roadway are a serious traffic safety hazard!
14
15. Fatal and non-fatal roadway crashes were more
likely than off-road crashes to involve alcohol.
CPSC Fatality Database Almost twice
Involved Alcohol Roadway Off-Road Relative risk
Yes 45% 30% Odds Ratio 1.96
No 55% 70% 95% CI 1.74-2.21
P value <0.001
Iowa Injury Surveillance Database Almost twice
Involved Alcohol Roadway Off-Road Relative risk
Yes 13% 8% Odds Ratio 1.91
No 87% 92% 95% CI 1.09-3.36
P value <0.001
Better enforcement of laws prohibiting alcohol use are needed!
15
16. Vehicles in fatal crashes are getting bigger
and more powerful.
CPSC Fatality Database
100
775-900 cc
90
80 625-750 cc
70
475-600 cc
60
50 375-450 cc
40
225-350 cc
30
20 100-200 cc
10
<90 cc
0
1985-1990 1991-1998 1999-2003 2004-2009
Years
Do higher rates of roadway fatalities reflect the growing popularity
of large vehicles capable of achieving highway speeds?
16
17. Roadway vs. Off-Road Outcomes
Head injuries are among the leading
causes of death and disability from ATV
crashes.
17
18. Fatal and non-fatal roadway crashes were
associated with more head injuries.
CPSC Fatality Database Iowa State Trauma Registry
90%
66%
74%
50% 50%
34%
17%
9% 5% 5%
Crashes Glasgow Coma Scale
Fatal Roadway vs. Off-road Non-fatal Roadway vs. Off-road
crashes were 2X more likely to crashes were 3X more likely to
involve a head injury. involve a head injury.
18
19. Helmets reduced the likelihood of head injuries.
Fatal Non-fatal
Roadway Off-Road Roadway Off-Road
Helmet use 16% 24% 14% 23%
P value p<0.0001 p<0.01
Helmets reduced the likelihood of head injury:
•77% for Iowa non-fatal crashes.
•46% for national fatal crashes.
All states need ATV helmet laws that are
effectively enforced!
19
20. CPSC Fatality Database
62% of fatal ATV crashes occurred on the roadway.
ATV-related roadway fatalities were more likely than off-
road fatalities to involve:
• Teens and young adults
• Multiple deaths
• Multiple riders
• Collisions with another vehicle
• Alcohol
• Head injuries
ATV-related roadway fatalities were less likely than off-
road fatalities to involve:
• Helmet use among riders.
Helmets reduced the risk of head injury. 20
21. Iowa ATV Injury Surveillance Database
ATV-related roadway injuries were more likely than off-
road injuries to involve:
• Teens and young adults
• Collisions with another vehicle
• Alcohol
• Head injuries
• Severe trauma (ISS >15)
ATV-related roadway injuries were less likely than off-
road injuries to involve:
• Helmet use among riders
Helmets reduced the risk of head injury.
21
22. Conclusions
ATV riders in states with road use laws are not
complying with the law.
Compliance with laws requires:
• Knowledge of the laws.
• Enforcement of the laws.
• Removal of economic barriers with compliance.
ATV riders in states with the following laws also appear
to have poor compliance.
• No passenger laws.
• Alcohol prohibition.
• Helmet laws.
22
23. To reduce ATV-related deaths and
injuries…
All states need
evidence-based ATV
laws that are effectively
enforced.
23
24. Deaths And Injuries From ATV Crashes
Are Preventable!
To prevent deaths and injuries and their accompanying
financial costs, we need:
• EDUCATION and Public Awareness
• ENGINEERING Safer Vehicles
• ENFORCEMENT of Evidence-Based Public Health and
Safety Laws
It takes all stakeholders working together.
24
25. THANK YOU
When we have the power to save lives and health,
we have the responsibility to do so.
25
Editor's Notes
One of the major differences between ATVs and vehicles designed to be driven on the road is the tires. ATVs are more prone to loss of control relative to other vehicles even on flat, dry road surfaces. The risk of losing control is even higher on wet or icy surfaces.