Motor Vechicle Crash Fatalities for Week Ending, April 3, 2009

Motor Vehicle Crash Fatalities

Motor Vechicle Crash Fatalities for Week Ending, April 10, 2009

Motor Vehicle Crash Fatalities

Motor Vechicle Crash Fatalities for Week Ending, April 24, 2009

Motor Vehicle Crash Fatalities

Study Regarding Implementation of a Uniform Statewide System to Allow for Electronic Transactions for the Registration and Titling of Motor Vehicles

LEGISLATIVE STUDY – The 83rd General Assembly of the Iowa Legislature, in Senate File 2273, directed the Iowa Department of Transportation (DOT) to conduct a study of how to implement a uniform statewide system to allow for electronic transactions for the registration and titling of motor vehicles. PARTICIPANTS IN STUDY – As directed by Senate File 2273, the DOT formed a working group to conduct the study that included representatives from the Consumer Protection Division of the Office of the Attorney General, the Department of Public Safety, the Department of Revenue, the Iowa State County Treasurer’s Association, the Iowa Automobile Dealers Association, and the Iowa Independent Automobile Dealers Association. CONDUCT OF THE STUDY – The working group met eight times between June 17, 2010, and October 1, 2010. The group discussed the costs and benefits of electronic titling from the perspectives of new and used motor vehicle dealers, county treasurers, the DOT, lending institutions, consumers and consumer protection, and law enforcement. Security concerns, legislative implications, and implementation timelines were also considered. In the course of the meetings the group: 1. Reviewed the specific goals of S.F. 2273, and viewed a demonstration of Iowa’s current vehicle registration and titling system so participants that were not users of the system could gain an understanding of its current functionality and capabilities. 2. Reviewed the results of a survey of county treasurers conducted by the DOT to determine the extent to which county treasurers had processing backlogs and the extent to which county treasurers limited the number of dealer registration and titling transactions that they would process in a single day and while the dealer waited. Only eight reported placing a limit on the number of dealer transactions that would be processed while the dealer waited (with the number ranging from one to four), and only 11 reported a backlog in processing registration and titling transactions as of June 11, 2010, with most backlogs being reported in the range of one to three days. 3. Conducted conference calls with representatives of the American Association of Motor Vehicle Administrators (AAMVA) and representatives of three states -- Kansas, which has an electronic lien and titling (ELT) program, and Wisconsin and Florida, each of which have both an ELT program and an electronic registration and titling (ERT) program – to assess current and best practices for electronic transactions. In addition, the DOT (through AAMVA) submitted a survey to all U.S. jurisdictions to determine how, if at all, other states implemented electronic transactions for the registration and titling of motor vehicles. Twenty-eight states responded to the survey; of the 28 states that responded, only 13 allowed liens to be added or released electronically, and only five indicated allowing applications for registration and titling to be submitted electronically. DOT staff also heard a presentation from South Dakota on its ERT system at an AAMVA regional meeting. ELT information that emerged suggests a multi-vendor approach, in which vendors that meet state specifications for participation are authorized to interface with the state’s system to serve as a portal between lenders and the state system, will facilitate electronic lien releases and additions by offering lenders more choices and the opportunity to use the same vendor in multiple states. The ERT information that emerged indicates a multi-interface approach that offers an interface with existing dealer management software (DMS) systems and through a separate internet site will facilitate ERT by offering access that meets a variety of business needs and models. In both instances, information that emerged indicates that, in the long-term, adoption rates are positively affected by making participation above a certain minimum threshold mandatory. 4. To assess and compare functions or services that might be offered by or through a vendor, the group heard presentations from vendors that offer products or services that facilitate some aspect of ELT or ERT. 5. To assess the concerns, needs and interest of Iowa motor vehicle dealers, the group surveyed dealers to assess registration and titling difficulties experienced by dealers, the types of DMS systems (if any) used by dealers, and the dealers’ interest and preference in using an electronic interface to submit applications for registration and titling. Overall, 40% of the dealers that responded indicated interest and 57% indicated no interest, but interest was pronounced among new car dealers (75% were interested) and dealers with a high number of monthly transactions (85% of dealers averaging more than 50 sales per month were interested). The majority of dealers responding to the dealer survey ranked delays in processing and problems with daily limits on transaction as ―minor difficulty or ―no difficulty. RECOMMENDATIONS -- At the conclusion of the meetings, the working group discussed possible approaches for implementation of electronic transactions in Iowa and reached a consensus that a phased implementation of electronic titling that addressed first electronic lien and title transactions (ELT) and electronic fund transfers (EFT), and then electronic applications for registration and titling (ERT) is recommended. The recommendation of a phased implementation is based upon recognition that aspects of ELT and EFT are foundational to ERT, and that ELT and EFT solutions are more readily and easily attained than the ERT solution, which will take longer and be somewhat more difficult to develop and will require federal approval of an electronic odometer statement to fully implement. ELT – A multi-vendor approach is proposed for ELT. No direct costs to the state, counties, consumers, or dealers are anticipated under this approach. The vendor charges participating lenders user or transaction fees for the service, and it appears the lenders typically absorb those costs due to the savings offered by ELT. Existing staff can complete the programming necessary to interface the state system with vendors’ systems. The estimated time to implement ELT is six to nine months. Mandatory participation is not recommended initially, but should be considered after ELT has been implemented and a suitable number of vendors have enrolled to provide a fair assessment of participation rates and opportunities. EFT – A previous attempt to implement ELT and EFT was terminated due to concern that it would negatively impact county revenues by reducing interest income earned on state funds collected by the county and held until the monthly transfer to the state. To avoid that problem in this implementation, the EFT solution should remain revenue neutral to the counties, by allowing fees submitted by EFT to be immediately directed to the proper county account. Because ARTS was designed and has the capacity to accommodate EFT, a vendor is not needed to implement EFT. The estimated time to implement EFT is six to nine months. It is expected that EFT development will overlap ELT development. ERT – ERT itself must be developed in phases. It will not be possible to quickly implement a fully functioning, paperless ERT system, because federal law requires that transfer of title be accompanied by a written odometer statement unless approval for an alternate electronic statement is granted by the National Highway Traffic Safety Administration (NHTSA). It is expected that it will take as much as a year or more to obtain NHTSA approval, and that NHTSA approval will require design of a system that requires the seller to electronically confirm the seller’s identity, make the required disclosure to the buyer, and then transfer the disclosure to the buyer, who must also electronically confirm the buyer’s identity and electronically review and accept the disclosure to complete and submit the transaction. Given the time that it will take to develop and gain approval for this solution, initial ERT implementation will focus on completing and submitting applications and issuing registration applied for cards electronically, with the understanding that this process will still require submission of paper documents until an electronic odometer solution is developed. Because continued submission of paper documents undermines the efficiencies sought, ―full‖ ERT – that is, all documents necessary for registration and titling should be capable of approval and/or acceptance by all parties, and should be capable of submission without transmittal or delivery of duplicate paper documents .– should remain the ultimate goal. ERT is not recommended as a means to eliminate review and approval of registration and titling transactions by the county treasurers, or to place registration and titling approval in the hands of the dealers, as county treasurers perform an important role in deterring fraud and promoting accuracy by determining the genuineness and regularity of each application. Authorizing dealers to act as registration agents that approve registration and title applications, issue registration receipts, and maintain and deliver permanent metal license plates is not recommended. Although distribution of permanent plates by dealers is not recommended, it is recommended that dealers participating in ERT generate and print registration applied for cards electronically. Unlike the manually-issued cards currently in use, cards issued in this fashion may be queried by law enforcement and are less susceptible to misuse by customers and dealers. The estimated time to implement the electronic application and registration applied for cards is 12 to 18 months, to begin after ELT and EFT have been implemented. It is recommended that focus during this time be on facilitating transfers through motor vehicle dealers, with initial deployment focused on higher-volume dealers that use DMS systems. In the long term an internet option for access to ERT must also be developed and maintained to allow participation for lower-volume dealers that do not use a DMS system. This option will also lay the ground work for an ERT option for sales between private individuals. Mandatory participation in Iowa is not recommended initially. As with ELT, it is recommended that mandatory participation be considered after at least an initial phase of ERT has been implemented and a suitable number of dealers have enrolled to provide a fair assessment of participation rates and opportunities. The use of vendors to facilitate ERT is not initially proposed because 1) DOT IT support staff is capable of developing a system that will interact with DMS systems and will still have to develop a dealer and public interface regardless of whether a vendor acts as intermediary between the DMS systems, and 2) there is concern that the cost of the vendor-based system, which is funded by transaction-based payments from the dealer to the vendor, will be passed to the consumer in the form of additional documentation or conveyance fees. However, the DOT recommends flexibility on this point, as development and pilot of the system may indicate that a multi-vendor approach similar to that recommended for ELT may increase the adoption rate by larger dealers and may ultimately decrease the user management to be exercised by DOT staff. If vendors are used in the process, additional legislation or administrative rules may be needed to control the fees that may be passed to the consumer. No direct cost to the DOT or county treasurers is expected, as the DOT expects that it may complete necessary programming with existing staff. Use of vendors to facilitate ERT transactions by dealers using DMS systems would result in transaction fees that may ultimately be passed to consumers. LEGISLATION – As a result of the changes implemented in 2004 under Senate File 2070, the only changes to Iowa statutes proposed are to section 321.69 of the Iowa Code, ―Damage disclosure statement,and section 321.71, ―Odometer requirements.‖ In each instance, authority to execute these statements by electronic means would be clarified by authorizing language similar to that used in section 321.20, subsections ―2‖ and ―3,‖ which allows for electronic applications and directs the department to ―adopt rules on the method for providing signatures for applications made by electronic means.‖ In these sections, the authorizing language might read as follows: Notwithstanding contrary provisions of this section, the department may develop and implement a program to allow for any statement required by this section to be made electronically. The department shall adopt rules on the method for providing signatures for statements made by electronic means. Some changes to DOT administrative rules will be useful but only to enable changes to work processes that would be desirable in the long term. Examples of long term work processes that would be enabled by rule changes include allowing for signatures created through electronic means and electronic odometer certifications. The DOT rules, as currently written, do not hinder the ability to proceed with ELT, EFT, and ERT.

Solar Powered Highway Delineator System, HR-367, 1993

Currently, many drivers experience some difficulty in viewing the road ahead of them during times of reduced visibility, such as rain, snow, fog, or the darkness of night- Recent studies done by the National Safety Council provide a detailed contrast between fatal accidents occurring during the day and night. Revealed was that the motor vehicle night death rate (4.41 deaths per 100 million miles driven) was sharply higher than the corresponding death rate during daylight hours (1.21). By providing a delineating system powered by the natural resource of solar power, a constant source of visibility may be maintained throughout the evening. Along with providing enough light to trace the outline of the road, other major goals defined in producing this delineator system are as follows: 1. A strong and durable design that would protect the internal components and survive extreme weather conditions. 2. A low maintenance system where components need few repairs or replacements. 3. A design which makes all components accessible in the event that maintenance is needed, but also prevents vandalism. 4. A design that provides greater visibility to drivers and will not harm a vehicle or its passengers in the event of a collision. This solar powered highway delineator consists of an adjustable solar array, a light fixture, and a standard delineator pole. The solar array houses and protects the solar panels, and can be easily adjusted to obtain a maximum amount of sunlight. The light fixture primarily houses the battery, the circuit and the light assembly. Both components allow for easy accessibility and reduce vandalism using internal connections for bolts and wires. The delineator mounting pole is designed to extensively deform in the event of a collision, therefore reducing any harm caused to the vehicle and/or the passengers. The cost of a single prototype to be produced is approximately $70.00 excluding labor costs. However, these material and labor costs will be greatly reduced if a large number of delineators are produced. It is recommended that the Iowa Department of Transportation take full advantage of the research and development put into this delineator design. The principles used in creating this delineator can be used to provide an outline for drivers to follow, or on a larger scale, provide actual roadway lighting in areas where it was never before possible or economically feasible. In either event, the number of fatal accidents will be decreased due to the improved driver visibility in the evening.

Criteria for the Evaluation and Disposition of Low-Traffic-Count Secondary Roads, HR-139, 1969

The State of Iowa has too many roads. Although ranking thirty-fourth in population, twenty-fifth in area, and twentieth in motor vehicle registration, it ranks seventh in the nation in miles of rural roads. In 1920 when Iowa's rural population was 1,528,000, there were 97,440 miles of secondary roads. In 1960 with rural population down 56 percent to 662,000, there were 91,000 miles of secondary roads--a 7 percent decrease. The question has been asked: "Who are these 'service roads' serving?" This excess mileage tends to dissipate road funds at a critical time of increasing public demand for better and safer roads.

The Effect of the No-Passing Zone Sign on "Passing" Accidents, 1963

The No Passing Zone sign (Wl0-4) was designed in 1958 for the purpose of informing the driver contemplating a passing maneuver of hazardous sight conditions ahead. This warning sign, of pennent shape design, was placed on the left side of the road so as to be more conspicuous to the intended driver. During the two year period 1959-1960, the Wl0-4 signs were erected throughout the Iowa Primary Road System.

Review of Automated Vehicle Technology: Policy and Implementation Implications; Version 1.0; RB28-015, 2016

This report provides recommendations for the state of Iowa over the next five years in regards to automated vehicle policy development. These administrative, planning, legal, and community strategy recommendations for government agencies include: • Encouraging automation by preparing government agencies, infrastructure, leveraging procurement, and advocating for safety mandates • Adjusting long range planning processes by identifying and incorporating a wide range of new automation scenarios • Beginning to analyze and, as necessary, clarify existing law as it apples to automated driving • Auditing existing law • Enforcing existing laws • Ensuring vehicle owners and operators bear the true cost of driving • Embracing flexibility by giving agencies the statutory authority to achieve regulatory goals through different means, allowing them to make small-scale exemptions to statutory regimes and clarifying their enforcement discretion • Thinking locally and preparing publicly • Sharing the steps being taken to promote (as well as to anticipate and regulate) automated driving • Instituting public education about automated vehicle technologies.

Factors affecting hospital admission and recovery stay duration of in-patient motor victims in Spain

Hospital expenses are a major cost driver of healthcare systems in Europe, with motor injuries being the leading mechanism of hospitalizations. This paper investigates the injury characteristics which explain the hospitalization of victims of traffic accidents that took place in Spain. Using a motor insurance database with 16.081 observations a generalized Tobit regression model is applied to analyse the factors that influence both the likelihood of being admitted to hospital after a motor collision and the length of hospital stay in the event of admission. The consistency of Tobit estimates relies on the normality of perturbation terms. Here a semi-parametric regression model was fitted to test the consistency of estimates, concluding that a normal distribution of errors cannot be rejected. Among other results, it was found that older men with fractures and injuries located in the head and lower torso are more likely to be hospitalized after the collision, and that they also have a longer expected length of hospital recovery stay.

Modelling the disability severity score in motor insurance claims: an application to the Spanish case

Bodily injury claims have the greatest impact on the claim costs of motor insurance companies. The disability severity of motor claims is assessed in numerous European countries by means of score systems. In this paper a zero inflated generalized Poisson regression model is implemented to estimate the disability severity score of victims in-volved in motor accidents on Spanish roads. We show that the injury severity estimates may be automatically converted into financial terms by insurers at any point of the claim handling process. As such, the methodology described may be used by motor insurers operating in the Spanish market to monitor the size of bodily injury claims. By using insurance data, various applications are presented in which the score estimate of disability severity is of value to insurers, either for computing the claim compensation or for claim reserve purposes.

Determinants of the decision to appeal against motor bodily injury settlements awarded by Spanish trial courts

Automobile bodily injury disputes represent one of the main causes of litigation faced by Spanish Courts. In this paper a multinomial model is implemented to analyse which factors determine the decision to appeal against the verdicts of trial courts. Use of a dataset of motor insurance claims revealed differences between the determinants of a claimant’s decision to appeal and those of insurers. Among other results it is shown that discrepancies regarding the permanent disability sustained affect the insurer’s decision to appeal. In contrast, the claimant pays more attention to differences in the stated temporary disability. Conclusions are drawn regarding which factors could reduce the percentage of appealed cases.

Acidentes de trânsito fatais e sua associação com indicadores sociais e adolescência

Introdução - Os acidentes de trânsito são um grave problema de saúde pública universal, em países desenvolvidos e subdesenvolvidos, estando entre as primeiras causas de morte em quase todos os países do mundo (DEL CIAMPO & RICCO, 1996). No Brasil, assu-mem grande relevância, especialmente pela alta morbidade e mortalidade, predominância em populações jovens e/ou economicamente ativas, maior perda de anos de vida produtiva e ele-vado custo direto e indireto para a sociedade. Objetivo - Os objetivos deste trabalho foram descrever a magnitude da mortali-dade por acidentes de trânsito, avaliar sua correlação com indicadores sociais e proporção de jovens na população e testar a sua associação com adolescência, sexo masculino e consumo de álcool. Material e Métodos - Foi realizado, inicialmente, um estudo ecológico envolven-do todas as capitais das unidades da federação e Distrito Federal (exceto o município do Rio de Janeiro), com coleta de dados sobre acidentes de trânsito com vítimas no Departamento Nacional de Trânsito. Foram descritos os índices de acidentes de trânsito com vítimas p/ 1.000 veículos (IAT-V) e de feridos p/ 1.000 veículos (IF-V) referentes aos anos de 1995, 1997 e 1998 e o índice de mortos p/ 10.000 veículos (IM-V) referente ao período de 1995 a 1998. Em seguida, avaliou-se a existência de correlação entre o IM-V e taxa de mortalidade infantil (TMI), índice municipal de desenvolvimento humano (IDH-M), índice de condições de vida (ICV), proporção de condutores adolescentes envolvidos em acidentes de trânsito com vítimas (PCJ-ATV) e proporção de residentes jovens (PRJ) nas diferentes capitais. Em um segundo momento, realizou-se um estudo de caso controle, onde foram estudados 863 condu-tores envolvidos em acidentes de trânsito com vítimas atendidos no Departamento Médico Legal de Porto Alegre, no período de 1998 a 1999. Os condutores foram divididos em dois grupos: condutores envolvidos em acidentes de trânsito com vítima fatal (casos) e com vítima não fatal (controles). Os grupos foram comparados com relação a adolescência, sexo mascu-lino e consumo de álcool, através da razão de chances e seu intervalo de confiança, com signi-ficância determinada pelo teste de qui-quadrado. Resultados - No estudo ecológico, observou-se, no Brasil, uma tendência decres-cente quanto aos indicadores de eventos relacionados ao trânsito no período de 1995 a 1998. Nas capitais das unidades da federação e Distrito Federal, apesar da ampla variação apresenta-da, a maioria manteve a mesma tendência decrescente observada para o país como um todo. Na análise das correlações entre o IM-V e os indicadores sociais, observou-se forte correlação positiva com a TMI (r = 0,57; P = 0,002), ou seja, quanto maior a TMI, maior a mortalidade no trânsito, além de correlação negativa com o IDH-M (r = - 0,41; P = 0,038) e com o ICV (r = - 0,58; P = 0,02). Quando se avaliaram o IDH-M e o ICV separados em suas dimensões, a dimensão renda de ambos indicadores foi a única que não demonstrou correlação com o IM- -V. As demais dimensões do IDH-M e ICV demonstraram correlação negativa, sendo que a dimensão infância (r = - 0,62; P = 0,001) apresentou a maior correlação. A análise da asso-ciação entre o IM-V e a PCJ-ATV não demonstrou correlação, mas, quando avaliada a asso-ciação com a PRJ nas capitais, houve forte correlação positiva (r = 0,59; P = 0,002). No estudo de caso controle, quando avaliada a relação entre condutores envolvidos em acidentes com vítima fatal e adolescência, sexo masculino e consumo de álcool, não foi observada asso-ciação importante em nenhum dos fatores em estudo. Conclusões - Apesar de os indicadores de eventos relacionados ao trânsito (IAT- -V, IF-V e IM-V) terem apresentado uma tendência decrescente durante o período de estudo, acidentes de trânsito continuam sendo um grave problema de saúde pública. O estudo ecológico evidenciou a existência de relação entre o IM-V e os indicadores sociais (TMI, IDH-M e ICV), sendo que a dimensão renda não demonstrou correlação e a dimensão infância apresen-tou a correlação negativa de maior valor. Quanto à PCJ-ATV, não foi encontrada associação relevante entre este indicador e o IM-V. Entretanto, observou-se forte associação entre a PRJ e o IM-V. O estudo de caso controle não evidenciou associação entre adolescência e os de-mais fatores estudados e maior risco para acidente de trânsito fatal.

Caracterização do acidente de trânsito e gravidade do trauma: um estudo em vítimas de um hospital de emergência de Natal

Descriptive exploratory study, with quantitative approach and prospective data performed on the Monsenhor Walfredo Gurgel Hospital Complex (MWGH), in Natal/RN, aiming to classify the type of motor vehicle involved in the accident, the public roadway s user quality and the more frequent injuries; to evaluate the severity of trauma in traffic accident victims; characterized the severity of the injuries and the trauma, and the type of motor vehicle involved. The population comprises 605 traffic accident victims, with data collected between October and December 2007. We used as a support for the evaluation of severity of injuries and trauma the Glasgow Coma Scale (GCSl), the Condensed Abbreviated Injury Scale (CAIS) and the Injury Severity Score (ISS). The results show that 82.8% of the victims were male; 78.4% were aged 18 to 38; the victims originating from the State s Countryside prevailed (43.1%); 24.3% of the population had completed middle-level instruction; 23.1% worked on commerce and auxiliary activities; most (79.4%) was catholic; 48.8% were married/consensual union; 76.2% earned up to two monthly minimum wages; Sunday was the day with the most accidents (25.1%); 47.4% were attended to in under an hour after the event; the motorcycle on its own was responsible for 53.2% of the accidents; 42.3% were attended to by the SAMU; 61.8% were victims of crashes; over half (53.4%) used individual protection equipment (IPE); 49.4% were helmets and 4.0% the seatbelt; 61.3% were motorcycle drivers; 43.3% of the accidents took place in the afternoon shift; from 395 drivers, 55.2% were licensed, and 50.7% among those had been licensed for 1 to 5 years; 90.7% of the victims had GCS1 between 13 and 15 points at the time of evaluation; the body area most affected was the external surface (35.9%); 38.8% of the injuries were light or moderate (AIS=1 and AIS=2); 83.2% had light trauma (ISS between 1 and 15 points). In face of the results, we can conclude that there is a risk for the elevation of injury severity and trauma resulting from traffic accidents, when these events are related to certain variables such as gender, age, weekday, the interval between the accident and the first care, ingestion of drugs, type of accident, the public roadway s user quality, the use of IPE, day shift, body regions and the type of motor vehicle involved in the accident

Mortalidade por causas externas no Município de São José do Rio Preto, no período de 1996-1998

Introduction: An epidemiological study of the mortality rates by injuries in São José do Rio Preto, State of São Paulo, Brazil, has been carried out. The period considered is 1996-1998. Objectives: To show injuries mortality rates in São José do Rio Preto-SP in 1996-98. Methods: The study was based on official data from the Mortality Information Service of the Brazilian Ministry of Health, and in a survey based on data from medical forensic examiners (IML). Software Epinfo6.0 and Tabwin was utilized for data analises. Results: The results were compared to values obtained in the literature for the other cities of São Paulo and Brazil. In the case of São José do Rio Preto, was observed a decrease in the number of deaths associated with external causes in the period, but particularly in deaths due to traffic accidents with motor vehicles an increase in cases of pedestrians killed by hit-and-run drivers, that is much larger than the corresponding values for Brazil and for the State of São Paulo. The study showed increase in rates of homicides, mainly in the 15 to 39 years age group. Conclusion: This result suggests that is important to start programs to reduce the number of deaths by injuries, as well as the necessity of monitoring locally all these data.

Geografia da mortalidade no trânsito no Brasil

In road safety studies that involve accidents comparisons in distinct geographical spaces or in different periods of time in the same geographical space, the index which lists the number of traffic fatalities with the distance traveled by road transport vehicles is considered more appropriate than the rates related to the population or the fleet. In this paper, the results of an original research are presented, in which the values of the rate of traffic deaths per billion kilometers traveled (IMBQ) by the motor vehicle fleet in Brazil and in each state of the country were estimated. The evaluation was performed based on the official number of fatalities provided by the Ministry of Health and on the amount of fuel sold informed by the National Agency of Petroleum, Natural Gas and Biofuels. In 2009, Brazil presented an index of 52.84 fatalities per billion kilometers, which reveals an extremely alarming situation considering that this value is from 7 to 12 times higher than the one for more developed countries. An important correlation between the death index in the states and the Gross Domestic Product (GDP) per capita was observed; in general, the less economically developed is the state, it means, lowest GDP, higher is the IMBQ.