I walk along a busy street where the speed limit is only 35 miles per hour. Apparently, that low speed didn’t stop someone from having a car accident. The “Speed Limit 35” is bent over backwards, and there is a piece of a car lying on top of it. The driver must have been going much faster than 35 to have enough impact to knock the sign down and break off part of the car. It’s possible the driver was hit from behind and pushed into the sign.
Whatever happened, I hope the driver and anyone else involved remained unscathed physically.
I will have to admit I have been involved in a few fender benders. There was the time I assumed the car ahead of me would go when the light turned green and was surprised to rear-end her when I put my foot on the gas, and she did not move. Then there was the time a 20-something driving her dad’s car turned left right in front of me when I had a green light. She knocked me into another car, virtually totaling my car. Fortunately, I was not hurt. Another time I was driving a rental SUV without a rear camera and backed into a BMW sports car that was below my line of vision. The driver did not accept my insurance company’s settlement offer and sued me for $100,000! I had to give a deposition, but the plaintiff finally settled after almost a year. Car accidents are serious business. Let’s learn more about them.
According to Wikipedia, a traffic collision — also called a motor vehicle collision, car accident or car crash — occurs when a vehicle collides with another vehicle, pedestrian, animal, road debris or other stationary obstruction, such as a tree, pole or building. Traffic collisions often result in injury, disability, death and property damage, as well as financial costs to both society and the individuals involved. Road transport is the most dangerous situation people deal with on a daily basis, but casualty figures from such incidents attract less media attention than other, less frequent types of tragedy.
Many factors contribute to the risk of collisions, including vehicle design, speed of operation, road design, weather, road environment, driving skills, impairment due to alcohol or drugs and behavior, notably aggressive driving, distracted driving, speeding and street racing.
In 2013, 54 million people worldwide sustained injuries from traffic collisions. This resulted in 1.4 million deaths in 2013, up from 1.1 million deaths in 1990. About 68,000 of these occurred in children less than five years old. Almost all high-income countries have decreasing death rates, while the majority of low-income countries have increasing death rates due to traffic collisions. Middle-income countries have the highest rate with 20 deaths per 100,000 inhabitants, accounting for 80% of all road fatalities with 52% of all vehicles. While the death rate in Africa is the highest (24.1 per 100,000 inhabitants), the lowest rate is to be found in Europe (10.3 per 100,000 inhabitants).
Terminology Traffic collisions can be classified by general types. Types of collision include:
head-on collision,
road departure,
rear-end collision,
side collision and
rollover.
Many different terms are commonly used to describe vehicle collisions. The World Health Organization uses the term road traffic injury, while the U.S. Census Bureau uses the term motor vehicle accidents and Transport Canada uses the term "motor vehicle traffic collision." Other common terms include auto accident, car accident, car crash, car smash, car wreck, motor vehicle collision, road accident, road traffic accident, road traffic collision and road traffic incident, as well as more unofficial terms including smash-up, pile-up and fender bender.
Some organizations have begun to avoid the term "accident," instead preferring terms such as "collision," "crash" or "incident." This is because the term "accident" implies that there is no one to blame, whereas most traffic collisions are the result of driving under the influence, excessive speed, distractions such as mobile phones or other risky behavior.
Historically, in the United States, the use of terms other than "accidents" had been criticized for holding back safety improvements, based on the idea that a culture of blame may discourage the involved parties from fully disclosing the facts, and thus frustrate attempts to address the real root causes.
History
The world's first recorded road traffic death involving a motor vehicle occurred on August 31, 1869. Irish naturalist, astronomer, microscopist, author and artist Mary Ward died when she fell out of her cousins' steam car and was run over by it.
The British road engineer J. J. Leeming compared the statistics for fatality rates in Great Britain for transport-related incidents both before and after the introduction of the motor vehicle, for journeys, including those once by water that now are undertaken by motor vehicle. For the period 1863–1870 there were 470 fatalities per million of population (76 on railways, 143 on roads, 251 on water); for the period 1891–1900 the corresponding figures were: 348 (63, 107, 178); for the period 1931–1938: 403 (22, 311, 70) and for the year 1963: 325 (10, 278, 37). Leeming concluded that the data showed that "travel accidents may even have been more frequent a century ago than they are now, at least for men."
In 1969, a British road engineer compared the circumstances around road deaths as reported in various American states before the widespread introduction of 55 mph speed limits and drunk-driving laws.
They took into account 30 factors which it was thought might affect the death rate. Among these were included the annual consumption of wine, spirits and malt beverages — taken individually, amount spent on road maintenance, minimum temperature, certain legal measures such as the amount spent on police, number of police per 100,000 inhabitants, follow-up program on dangerous drivers, quality of driver testing, etc. The 30 factors were finally reduced to six by eliminating those found to have small or negligible effect. The final six were:
· (a) Percentage of the total state highway mileage that is rural.
· (b) Percent increase in motor vehicle registration.
· (c) Extent of motor vehicle inspection.
· (d) Percentage of state-administered highway that is surfaced.
· (e) Average yearly minimum temperature.
· (f) Income per capita.
These are placed in descending order of importance. These six accounted for 70% of the variations in the rate.
The world's first autonomous car incident resulting in the death of a pedestrian occurred on March 18, 2018 in Arizona. The pedestrian was walking her bicycle outside of the crosswalk and died in the hospital after she was struck by a self-driving car being tested by Uber.
Physical effects A number of physical injuries can commonly result from the blunt force trauma caused by a collision, ranging from bruising and contusions to catastrophic physical injury e.g., paralysis or death. Psychological effects Following collisions, long-lasting psychological trauma may occur. These issues may make those who have been in a crash afraid to drive again. In some cases, the psychological trauma may affect individuals' lives and can cause difficulty with going to work, attending school or performing family responsibilities.
Human factors Human factors in vehicle collisions include anything related to drivers and other road users that may contribute to a collision. Examples include driver behavior, visual and auditory acuity, decision-making ability and reaction speed. A 1985 report based on British and American crash data found driver error, intoxication and other human factors contribute wholly or partly to about 93% of crashes.
Drivers distracted by mobile devices had nearly four times greater risk of crashing their cars than those who were not. Research from the Virginia Tech Transportation Institute has found that drivers who are texting while driving are 23 times more likely to be involved in a crash as non-texting drivers. Dialing a phone is the most dangerous distraction, increasing a drivers’ chance of crashing by 12 times, followed by reading or writing, which increased the risk by 10 times. A Royal Automobile Club survey of British drivers found 78% of drivers thought they were highly skilled at driving, and most thought they were better than other drivers, a result suggesting overconfidence in their abilities. Nearly all drivers who had been in a crash did not believe themselves to be at fault. One survey of drivers reported that they thought the key elements of good driving were:
· Controlling a car, including a good awareness of the car's size and capabilities.
· Reading and reacting to road conditions, weather, road signs and the environment.
· Alertness, reading and anticipating the behavior of other drivers.
Although proficiency in these skills is taught and tested as part of the driving exam, a "good" driver can still be at a high risk of crashing because:
the feeling of being confident in more and more challenging situations is experienced as evidence of driving ability, and that 'proven' ability reinforces the feelings of confidence. Confidence feeds itself and grows unchecked until something happens — a near-miss or an accident.
A survey by French multinational insurance company Axa S.A. concluded Irish drivers are very safety-conscious relative to other European drivers. However, this does not translate to significantly lower crash rates in Ireland.
Accompanying changes to road designs have been wide-scale adoptions of rules of the road alongside law enforcement policies that included drunk-driving laws, setting of speed limits and speed enforcement systems such as speed cameras. Some countries' driving tests have been expanded to test new drivers’ behavior during emergencies and their hazard perception.
There are demographic differences in crash rates. For example, although young people tend to have good reaction times, disproportionately more young male drivers feature in collisions, with researchers observing that many exhibit behaviors and attitudes that can place them in more hazardous situations than other road users. This is reflected by actuaries when they set insurance rates for different age groups, partly based on their age, sex and choice of vehicle. Older drivers with slower reactions might be expected to be involved in more collisions, but this has not been the case as they tend to drive less and, apparently, more cautiously. Attempts to impose traffic policies can be complicated by local circumstances and driver behavior. In 1969 Leeming warned that there is a balance to be struck when "improving" the safety of a road.
Conversely, a location that does not look dangerous may have a high crash frequency. This is, in part, because if drivers perceive a location as hazardous, they take more care. Collisions may be more likely to happen when hazardous road or traffic conditions are not obvious at a glance or where the conditions are too complicated for the limited human machine to perceive and react in the time and distance available. High incidence of crashes is not indicative of high injury risk. Crashes are common in areas of high vehicle congestion, but fatal crashes occur disproportionately on rural roads at night when traffic is relatively light.
This phenomenon has been observed in risk compensation research, where the predicted reductions in collision rates have not occurred after legislative or technical changes. One study observed that the introduction of improved brakes resulted in more aggressive driving, and another argued that compulsory seat belt laws have not been accompanied by a clearly attributed fall in overall fatalities. Most claims of risk compensation offsetting the effects of vehicle regulation and belt use laws have been discredited by research using more refined data.
In the 1990s, Hans Monderman's studies of driver behavior led him to the realization that signs and regulations had an adverse effect on a driver's ability to interact safely with other road users. Monderman developed shared space principles, rooted in the principles of the woonerven of the 1970s. He concluded that the removal of highway clutter — while allowing drivers and other road users to mingle with equal priority — could help drivers recognize environmental clues. They relied on their cognitive skills alone, reducing traffic speeds radically and resulting in lower levels of road casualties and lower levels of congestion.
Some crashes are intended; staged crashes, for example, involve at least one party who hopes to crash a vehicle in order to submit lucrative claims to an insurance company. In the United States during the 1990s, criminals recruited Latin American immigrants to deliberately crash cars, usually by cutting in front of another car and slamming on the brakes. It was an illegal and risky job, and they were typically paid only $100. Jose Luis Lopez Perez — a staged crash driver — died after one such maneuver, leading to an investigation that uncovered the increasing frequency of this type of crash.
Motor vehicle speed The U.S. Department of Transportation's Federal Highway Administration reviewed research on traffic speed in 1998. The summary says:
· The evidence shows the risk of having a crash is increased both for vehicles traveling slower than the average speed, and for those traveling above the average speed.
· The risk of being injured increases exponentially with speeds much faster than the median speed.
· The severity/lethality of a crash depends on the vehicle speed change at impact.
· There is limited evidence suggesting lower speed limits result in lower speeds on a system- wide basis.
· Most crashes related to speed involve speed too fast for the conditions.
· More research is needed to determine the effectiveness of traffic calming.
The Road and Traffic Authority of the Australian state of New South Wales asserts speeding or traveling too fast for the prevailing conditions or above the posted speed limit is a factor in about 40% of road deaths. RTA also says speeding increases the risk of a crash and its severity. On another web page, RTA qualifies its claims by referring to one specific piece of research from 1997 and writes "research has shown that the risk of a crash causing death or injury increases rapidly, even with small increases above an appropriately set speed limit."
The contributory factor report in the official British road casualty statistics show that for 2006 "exceeding speed limit" was a contributory factor in 5% of all casualty crashes (14% of all fatal crashes) and "traveling too fast for conditions" was a contributory factor in 11% of all casualty crashes (18% of all fatal crashes).
In France, in 2018, the speed limit was reduced from 90 km/h to 80 km/h on a large part of the local outside built-up area road network with the sole aim of reducing the number of road fatalities.
Alcohol According to the government of Canada, coroner reports from 2008 suggested almost 40% of fatally injured drivers consumed some quantity of alcohol before the collision.
Sleep deprivation or fatigue Various factors such as fatigue or sleep deprivation might increase the risk, or numbers of hours driving might increase the risk of an accident.
Combinations of factors Several conditions can combine to create a much worse situation, for example:
· Combining low doses of alcohol and cannabis has a more severe effect on driving performance than either cannabis or alcohol in isolation.
· Taking recommended doses of several drugs together, which individually do not cause impairment, may combine to bring on drowsiness or other impairment. This could be more pronounced in an elderly person whose renal function is less efficient than a younger person's.
Thus, there are situations when a person may be impaired — but still legally allowed to drive — and becomes a potential hazard to themselves and other road users. Pedestrians or cyclists are affected in the same way and can similarly jeopardize themselves or others when on the road.
Road design A 1985 U.S. study showed that about 34% of serious crashes had contributing factors related to the roadway or its environment. Most of these crashes also involved a human factor. The road or environmental factor was either noted as making a significant contribution to the circumstances of the crash or did not allow room to recover. In these circumstances, it is frequently the driver who is blamed rather than the road; those reporting the collisions have a tendency to overlook the human factors involved, such as the subtleties of design and maintenance that a driver could fail to observe or inadequately compensate for. Research has shown that careful design and maintenance — with well-designed intersections, road surfaces, visibility and traffic control devices — can result in significant improvements in collision rates. Individual roads also have widely differing performance in the event of an impact. In Europe, there are now European Road Assessment Programme tests that indicate how "self-explaining" and forgiving a particular road and its roadside would be in the event of a major incident. In the UK, research has shown that investment in a safe road infrastructure program could yield a 1/3 reduction in road deaths, saving as much as £6 billion per year. A consortium of 13 major road safety stakeholders have formed the Campaign for Safe Road Design, which is calling on the UK government to make safe road design a national transport priority.
Seat belts Research has shown that, across all collision types, it is less likely that seat belts were worn in collisions involving death or serious injury, rather than light injury; wearing a seat belt reduces the risk of death by about 45%. Seat belt use is controversial, with notable critics such as Professor John Adams suggesting that their use may lead to a net increase in road casualties due to a phenomenon known as risk compensation. However, actual observation of driver behaviors before and after seat belt laws does not support the risk compensation hypothesis. Several important driving behaviors were observed on the road before and after the belt use law was enforced in Newfoundland, and in Nova Scotia during the same period without a law. Belt use increased from 16% to 77% in Newfoundland and remained virtually unchanged in Nova Scotia. Four driver behaviors — speed, stopping at intersections when the control light was amber, turning left in front of oncoming traffic and gaps in following distance — were measured at various sites before and after the law. Changes in these behaviors in Newfoundland were similar to those in Nova Scotia, except that drivers in Newfoundland drove slower on expressways after the law, contrary to the risk compensation theory.
Maintenance A well-designed and well-maintained vehicle, with good brakes, tires and well-adjusted suspension will be more controllable in an emergency and thus be better equipped to avoid collisions. Some mandatory vehicle inspection schemes include tests for some aspects of roadworthiness, such as the UK's MOT test or German TÜV conformance inspection. The design of vehicles has also evolved to improve protection after collision, both for vehicle occupants and for those outside of the vehicle. Much of this work was led by automotive industry competition and technological innovation, leading to measures such as Saab's safety cage and reinforced roof pillars of 1946, Ford's 1956 Lifeguard safety package and Saab and Volvo's introduction of standard fit seat belts in 1959. Other initiatives were accelerated as a reaction to consumer pressure, after publications such as Ralph Nader's 1965 book “Unsafe at Any Speed” accused motor manufacturers of indifference towards safety. In the early 1970s, British Leyland started an intensive program of vehicle safety research, producing a number of prototype experimental safety vehicles demonstrating various innovations for occupant and pedestrian protection such as air bags, anti-lock brakes, impact-absorbing side-panels, front and rear head restraints, run-flat tires, smooth and deformable front-ends, impact-absorbing bumpers and retractable headlamps. Design has also been influenced by government legislation, such as the European New Car Assessment Programme impact test. Common features designed to improve safety include thicker pillars, safety glass, interiors with no sharp edges, stronger bodies, other active or passive safety features and smooth exteriors to reduce the consequences of an impact with pedestrians. The UK Department for Transport publishes road casualty statistics for each type of collision and vehicle through its “Road Casualties Great Britain” report. These statistics show a 10 to one ratio of in-vehicle fatalities between types of car. In most cars, occupants have a 2–8% chance of death in a two-car collision.
Center of gravity Some crash types tend to have more serious consequences. Rollovers have become more common in recent years, perhaps due to increased popularity of taller SUVs, people carriers and minivans, which have a higher center of gravity than standard passenger cars. Rollovers can be fatal, especially if the occupants are ejected because they were not wearing seat belts; 83% of ejections during rollovers were fatal when the driver did not wear a seat belt, compared to 25% when they did. After a new design of Mercedes Benz notoriously failed a “moose test” — sudden swerving to avoid an obstacle, some manufacturers enhanced suspension using stability control linked to an anti-lock braking system to reduce the likelihood of rollover. After retrofitting these systems to its models in 1999–2000, Mercedes saw its models involved in fewer crashes. Now, about 40% of new U.S. vehicles — mainly the SUVs, vans and pickup trucks that are more susceptible to rollover — are being produced with a lower center of gravity and enhanced suspension with stability control linked to its anti-lock braking system to reduce the risk of rollover and meet U.S. federal requirements that mandate anti-rollover technology by September 2011.
Sociological factors Studies in the United States have shown that poor people have a greater risk of dying in a car crash than people who are well-off. Car deaths are also higher in poorer states. Similar studies in France and Israel have shown the same results. This may be due to working-class people having less access to secure equipment in cars, having older cars which are less protected against crash and needing to cover more distance to go to work each day. Other possibly hazardous factors that may alter a driver's soundness on the road includes:
· Irritability.
· Following specifically distinct rules too bureaucratically, inflexibly or rigidly when unique circumstances might suggest otherwise.
· Sudden swerving into somebody's blind spot without first clearly making oneself visible through the wing mirror.
· Unfamiliarity with one's dashboard features, center console or other interior handling devices after a recent car purchase.
· Lack of visibility due to windshield design, dense fog or sun glare.
· People-watching.
· Traffic safety culture, a variety of aspects of safety culture could impact the number of crashes.
United Nations Owing to the global and massive scale of the issue, with predictions that by 2020 road traffic deaths and injuries will exceed HIV/AIDS as a burden of death and disability, the United Nations and its subsidiary bodies have passed resolutions and held conferences on the issue. The first United Nations General Assembly resolution and debate was in 2003. The World Day of Remembrance for Road Traffic Victims was declared in 2005. In 2009 the first high level ministerial conference on road safety was held in Moscow. The World Health Organization — a specialized agency of the United Nations Organization — in its “Global Status Report on Road Safety 2009,” estimates that over 90% of the world's fatalities on the roads occur in low-income and middle-income countries, which have only 48% of the world's registered vehicles and predicts road traffic injuries will rise to become the fifth leading cause of death by 2030. The United Nations' Sustainable Development Goal 3, target 3.6 is directed at reducing road injuries and deaths. February 2020 saw a global ministerial conference which brought the Stockholm Declaration, setting a target to reduce global traffic deaths and injuries by 50% within 10 years. The decade of 2021-2030 was declared the second decade of road safety.
Economic costs The global economic cost of motor vehicle crashes was estimated at $518 billion per year in 2003, and $100 billion in developing countries. The Center for Disease Control and Prevention estimated the U.S. cost in 2000 at $230 billion. A 2010 U.S. report estimated costs of $277 billion, which included lost productivity, medical costs, legal and court costs, emergency service costs, insurance administration costs, congestion costs, property damage and workplace losses. "The value of societal harm from motor vehicle crashes — which includes both economic impacts and valuation for lost quality-of-life — was $870.8 billion in 2010. Sixty-eight percent of this value represents lost quality-of-life, while 32% are economic impacts." Traffic collisions affect the national economy as the cost of road injuries are estimated to account for 1% to 2% of the gross national product of every country each year. A recent study from Nepal showed that the total economic costs of road injuries were approximately $122.88 million, equivalent to 1.52% of the total Nepal GNP for 2017, indicating the growing national financial burden associated with preventable road injuries and deaths.
United States Motor vehicle crashes are the leading cause of death in the workplace in the United States, accounting for 35% of all workplace fatalities. In the United States, individuals involved in motor vehicle collisions may be held financially liable for the consequences of a collision, including property damage and injuries to passengers and drivers. Where another driver's vehicle is damaged as the result of an accident, some states allow the owner of the vehicle to recover both the cost of repair for the diminished value of the vehicle from the at-fault driver. Because the financial liability that results from causing an accident is so high, most U.S. states require drivers to carry liability insurance to cover these potential costs. In the event of serious injuries or fatalities, it is possible for injured persons to seek compensation in excess of the at-fault driver's insurance coverage. In some cases, involving a defect in the design or manufacture of motor vehicles — such as where defective design results in SUV rollovers or sudden unintended acceleration, accidents caused by defective tires or where injuries are caused or worsened as a result of defective airbags — it is possible that the manufacturer will face a class action lawsuit.
Cars have come to represent a part of the American Dream of ownership, coupled with the freedom of the road. The violence of a car wreck provides a counterpoint to that promise and is the subject of artwork by a number of artists, such as John Salt and Li Yan. Though English, John Salt was drawn to American landscapes of wrecked vehicles like “Desert Wreck,” airbrushed oil on linen, 1972. Similarly, Jan Anders Nelson works with the wreck in its resting state in junkyards or forests, or as elements in his paintings and drawings. “American Landscape” is one example of Nelson's focus on the violence of the wreck with cars and trucks piled into a heap, left to the forces of nature and time. This recurring theme of violence is echoed in the work of Li Yan. His painting “Accident No 6” looks at the energy released during a crash.
Andy Warhol used newspaper pictures of car wrecks with dead occupants in many of his “Disaster” series of silkscreened canvases. John Chamberlain used components of wrecked cars — such as bumpers and crumpled sheet metal fenders — in his welded sculptures.
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