CT Pilot Program Testing Fully Autonomous Vehicles Begins Accepting Municipal Applications

Driverless cars may be coming to a Connecticut town near you. The state Office of Policy and Management, pursuant to Public Act 17-69, has begun accepting applications from municipalities to participate in a Fully Autonomous Vehicle Testing Pilot Program (FAVTPP). The state agency can select up to four municipalities to participate in the pilot program.

The purpose of the pilot program, according to OPM, is to encourage and allow for the testing of fully autonomous vehicles (FAV) on local highways in Connecticut. The goal for the pilot program is to allow a variety of FAV testing to occur in four municipalities throughout the state, bringing Connecticut to the forefront of the innovative and burgeoning autonomous vehicle industry.

Thus far, state and local officials indicate that two municipal application have been filed, from Stamford and Windsor Locks, three additional communities have expressed interest (Bridgeport, Manchester, and New Haven) and at least one additional application is anticipated.  A handful of other communities have expressed some degree of interest, but are uncertain if they will be applying to participate in the pilot program.  OPM expects to begin its review process of the filed applications shortly.

In order to apply, interested municipalities must complete and submit the formal application now on the agency’s website, along with a copy of the City/Town Council’s resolution approving the application.The law stipulates that OPM consult with the Department of Motor Vehicles (DMV), Department of Transportation (DOT), Department of Emergency Services and Public Protection (DESPP) and the Connecticut Insurance Department (CID).

Connecticut municipalities provide a wide range of challenges and opportunities for testing the limits of FAV technologies and services, according to the program description. Examples cited include operation in communities with varying climate and weather conditions, urban and rural geographies, access or lack thereof to adequate transportation and/or workforce opportunities, new and aging infrastructure, varying levels of traffic volumes and congestion and users of multiple modes of transportation including car, pedestrian, bicycle, bus, rail, freight, etc.

Prior to completing an application, interested municipalities are encouraged to search for and partner with interested autonomous vehicle testers.  The application must include “Specific Location(s) and Route Where FAV Testing is Expected to Occur.”  Municipalities are asked to attach a map “with the anticipated location(s) and route highlighted” and to “identify all public roads, all private roads, and any important entities or buildings (i.e. critical infrastructure, schools, hospitals, fire stations, etc.) within/near the testing area.”

OPM also is asking the applying municipalities to describe what it hopes to achieve by participating in the pilot program, why specific locations were selected, and “the municipality’s ability to safely oversee fully autonomous vehicle testing.”

The program requirements include that while operating a FAV, the autonomous vehicle operator shall at all times:

1. Obey all traffic laws, provisions of the general statutes and ordinances of the applicable municipality concerning the operation of motor vehicles.
2. Be seated in the driver's seat of the FAV.
3. Be monitoring the operation of the FAV.
4. Be capable of taking immediate manual control of the FAV.

In addition, municipalities are required to conduct a public outreach campaign to notify local officials, first responders, the general public and local media outlets about their participation in the FAVTPP prior to testing.  At a minimum, as part of the public outreach campaign, the municipality must outline an education program for police and residents regarding FAVs and the municipality’s participation in the FAVTPP; and share the finalized specifications on where and when such FAV(s) will be tested within the municipality as part of the FAVTPP.

The posting of electronic or printed signs at various testing area entry and exit points may be required by the municipality to inform the public and emergency responders when and where testing of FAVs is taking place. The signage must be approved by the municipality’s Traffic Authority, and that with respect to State highways and bridges and State railroad rights-of-way, the planned signage must be approved by the state DOT.

The state law outlines a framework of the minimum requirements to be included in agreements between municipalities and autonomous vehicle testers approved for participating in the Fully Autonomous Vehicle Testing Pilot Program (FAVTPP). The Connecticut law, according to the National Conference of State Legislatures (NCSL), specifies the requirements for testing, including having an operator seated in the driver’s seat and providing proof of insurance of at least $5 million. It also establishes a task force to study fully autonomous vehicles. The study must include an evaluation of NHTSA’s standards regarding state responsibility for regulating FAVs, an evaluation of laws, legislation and regulations in other states, recommendations on how Connecticut should legislate and regulate AVs, and an evaluation of the pilot program.

In the event that a FAV experiences a crash during the FAVTPP in which a death, physical injury or property damage occurs the autonomous vehicle tester and applicable municipality must comply with specific notification and investigation procedures outlined by OPM.  A recent testing death in Arizona continues to receive scrutiny.

According to NCSL, 29 states including Connecticut have enacted legislation related to autonomous vehicles, and the Governors of seven additional states have issued executive orders on the subject.

High School A Risky Time for CT Students, Survey Finds

The Youth Risk Behavior Surveillance System was designed to focus the nation on behaviors among youth related to the leading causes of mortality and morbidity among both youth and adults and to assess how these risk behaviors change over time. In Connecticut, the times they are a changin’.  Data released this week by the state Department of Public Health highlights changes over the past decade, and disparities among current students depending upon their grades in school.

The Youth Risk Behavior Surveillance System measures behaviors that fall into six categories:

• Behaviors that contribute to unintentional injuries and violence;
• Sexual behaviors that contribute to unintended pregnancy and sexually transmitted diseases, including HIV infection;
• Alcohol and other drug use;
• Tobacco use;
• Unhealthy dietary behaviors; and
• Inadequate physical activity.

The 2017 Youth Risk Behavior Survey (YRBS) includes randomly chosen classrooms within selected schools, and is anonymous and confidential.  It was completed by 2,425 students in 38 public, charter, and vocational high schools in Connecticut during the spring of 2017. The school response rate was 76%, the student response rate was 81%, and the overall response rate was 61%. The results are representative of all students in grades 9-12, according to the state Health Department.

The survey found that during the past decade, the percentage of students who rarely or never wore a seat belt has declined by one-third, as has the percentage who drove a car at least once in the previous month after they had been drinking.  That drop was between 2013 and 2017.

The percentage of students who “felt sad or hopeless” almost every day for a two week period “so that they stopped doing some usual activities” during the previous year climbed from 228% in 2007 to 26.9% in 2017 – more than one-quarter of students.  The survey found that in 2017, 13.5% of students seriously considered attempting suicide and 8.1% attempted suicide during the past year.

More than one-third of students (34.6%) of students did not eat breakfast every day in the week preceding the survey, and 14.1% did not eat breakfast on any of those days.  The percentage of students who got 8 or more hours of sleep on an average school night dropped from 26% in 2007 to 20% in 2017,

The survey also found that 25.8% of students with mostly A’s and 48.6% of those with the lowest grades (D or F) have used marijuana at least once in their lifetime.  More than one-quarter of students, across all academic grades (A-F) responded that they drank alcohol at least once in the month prior to the survey.

The survey found that 38 percent of students whose grades were mostly A’s texted or e-mailed while driving a car on at least one occasion in the 30 days prior to the survey.  The percentage was slightly less among students with lower grades:  31% of students with mostly B’s, 30% of students with mostly C’s and 23% of students with mostly D’s and F’s.

When it came to the percentage of students who rode with a driver who had been drinking alcohol (one or more times during the 30 days prior to the survey), students with better grades did so less often, ranging from 12% of students with mostly A’s to 26% of students with mostly D’s and F’s.

The survey also found that 1 out of 5 students (20.1%) whose grades were mostly D’s and F’s did not go to school because they felt unsafe at school or on their way to or from school, on at least one day during the 30 days prior to the survey.  Among those with mostly A’s, that percentage was just under 4 percent.

Among those with the lowest grades, 38.9% were in a physical fight at least once during the previous 12 months, and 19.7% were threatened or injured with a weapon on school property, such as a gun, knife, or club, at least once during the past year.  Among those with mostly A’s, the percentages were 10.2% and 3.6%.

https://youtu.be/d63xyYs9s94

Where is Childhood Least Threatened? CT Ranks 5th Among States

The child poverty rate in Connecticut’s rural areas, 7.8 percent, is the lowest in the nation.  It is considerably higher in urban areas, 13.1 percent, which ranks 12^th among the states.  Overall, in an assessment of where childhood is most and least threatened, Connecticut ranks 5^th, according to Save the Children, the Fairfield-based organization that annually assesses the threats to childhood in the U.S. and internationally.  The state ranked sixth a year ago. The ranking does not capture the full extent of deprivations or hardships affecting children. Instead, it focuses on some key rights, or “guarantees” of childhood: life, healthy growth and development, education and protection from harm. If a child experiences all of these, his/her childhood is considered to be “intact.”

The ranking tracks a series of events that, should any one of them occur, mark the end of an intact childhood. These events are called “childhood enders” and include: child dies, child is malnourished, child drops out of school, child is a victim of violence, child has a child.

States were ranked according to performance across this set of enders, revealing where childhood is most and least threatened.  Connecticut’s average ranking across all categories was 8.2.

Connecticut had the 15^th lowest percentage of students dropping out of high school, ninth lowest infant mortality rate and 11^th lowest malnutrition levels.

The report indicates that “Save the Children hopes this report will stimulate discussion and action to ensure that every last child fully experiences childhood.”  The data reviewed includes the infant mortality rate, food insecurity rate, high school graduation rate, child homicide and suicide rate, and teen birth rate.

The report notes that “While children are only 20 percent of the population, they are 100 percent of America’s future.” Save the Children’s ranking reveals children in New Jersey, Massachusetts, Vermont and New Hampshire are far more likely to experience safe, secure and healthy childhoods than children in Louisiana, Mississippi, Oklahoma and New Mexico.

Connecticut is the only state in the nation where fewer than 1 in 10 rural children live in poverty. It is followed by New Hampshire, Massachusetts, North Dakota and Wyoming, all of which have rural child poverty rates below 12 percent.

Rural child poverty rates exceed urban poverty rates in 40 of 47 states with available data. Only Connecticut, Indiana, Massachusetts, Nevada, North Dakota, Ohio and Wisconsin have more urban child poverty than rural child poverty. However, in most of these states, the urban and rural child poverty rates are similar. The difference is less than two percentage points, with the exception of Connecticut and Massachusetts.

Foodshare Ups Commitment to Healthier Young People, Communities

Foodshare has signed a three-year commitment with the Partnership for a Healthier America (PHA),  a national nonpartisan nonprofit led by some of the most respected health and childhood obesity experts in the country, along with health advocates such as former First Lady Michelle Obama and U.S. Senators Bill Frist and Cory Booker. Earlier this month, Foodshare was recognized as a new healthy Food Assistant Partner at the 2018 PHA Summit in Washington, DC. The program “elevates and accelerates the work of food banks and large-scale food pantries committed to addressing hunger and malnutrition,” according to PHA.   

At the organization’s annual Summit in 2018, “we were thrilled to welcome Foodshare as one of several new partners in this program.”  More than 15 million U.S. children live in “food insecure” households, according to PHA.

Dr. Katie Martin, the nonprofit’s Chief Strategy Officer, represented Foodshare at the Summit.  In a recent article that she co-authored, Martin pointed out “food pantries have significant potential to promote better nutrition for the communities they serve,” adding that “recent national data show that 63 percent of households who visit food pantries acquire food through the charitable food system on a regular basis to help with their monthly food budget.”

As part of the commitment, Foodshare has agreed to:

• Use a nutrition stoplight system to rank the nutritional quality of food in our inventory;
• Increase the amount of nutritious food and beverage distributed through our network;
• Increase the demand for healthy food and multiply its impact with promotional materials.

“This is an exciting opportunity for all of us at Foodshare. More produce and healthier options: that’s the future of food banking,” said Jason Jakubowski, President and CEO of Foodshare.

Foodshare is the regional food bank serving Connecticut’s Hartford and Tolland counties, where 121,000 people struggle with hunger. As a PHA partner, Foodshare will increase supply and foster demand for healthier options in several ways, such as evaluating the nutritional quality of at least 50 percent of the food in its inventory, increasing the amount of nutritious food and beverages it distributes, and incentivizing the organizations it works with to select more nutritious foods.

Foodshare joins ten other partner food banks from across the country, as well as Feeding America, in this national partnership. Created in 2010 with the goal of ending the national epidemic of childhood obesity within a generation, PHA’s strategy rests on transforming the marketplace, so that the healthy choice becomes the easy choice for American families.

Communities, Innovators Recognized for Excellence in Main Street Awards

A hybrid business incubator that provides unique opportunities for collaboration between schools and business to increase college and career readiness while expanding downtown Wallingford business, and a Connecticut Trust for Historic Preservation website that is a point of entry for those seeking to spur redevelopment of Connecticut’s historic mill buildings are just two of this year’s Awards of Excellence winners recognized by the Connecticut Main Street Center (CMSC) at annual ceremonies held this year in Danbury. In total, seven initiatives receive the prestigious awards, including organizations and initiatives from Danbury, Hartford, New London, Wallingford, and Windsor, as well as the CT Trust for Historic Preservation and the State of Connecticut.

Winning entries also included collective efforts in bringing more people to Hartford through creative placemaking; a block-by-block initiative to create a positive perception of downtown New London by working with store owners to install LED lights inside storefront windows; a young professionals’ initiative to highlight the diverse culture in downtown Danbury through weekly food truck events; a multi-year deliberate and incremental effort to redevelop Windsor Center with residential and office use around transit; and the State of Connecticut’s coordinated approach to improve the economy and quality of life through investments in development around transit.

Individual awards were also presented to Andrea Pereira, Executive Director of Local Initiatives Support Corporation (LISC), and R. David Genovese, CEO of Baywater Properties in Darien.

CMSC’s mission is “to be the catalyst that ignites Connecticut’s Main Streets as the cornerstone of thriving communities.” CMSC is dedicated to community and economic development within the context of historic preservation, and is “committed to bringing Connecticut’s commercial districts back to life socially and economically.”

The Jack Shannahan Award for Public Service for 2018 goes to Andrea Pereira, a former Board Chair of Connecticut Main Street Center, who has been a partner in CMSC’s Come Home to Downtown program, providing financing through the Come Home to Downtown Loan Fund. Pereira, Executive Director of Local Initiatives Support Corporation (LISC), earned the recognition for her leadership in “guiding strategic investments aimed at creating tangible, sustainable improvements in our communities.”

She has led LISC for over 20 years, having previously served as the Director of Urban Revitalization & Investment at the State of CT Department of Economic & Community Development. She is an accomplished community development professional with expertise in community development finance, organizational development, nonprofit management, grant-making, public policy, and program development. LISC Connecticut provides financial and technical resources to over 60 local housing and community development organizations each year. LISC also offers predevelopment, acquisition, bridge and/or construction financing for affordable housing and other community development projects.

The 2018 CT Main Street Founder’s Award, presented by Eversource, is presented to R. David Genovese of Baywater Properties in Darien, founded in 2001. Genovese and his team have “committed themselves to transformational projects in Darien, remaining thoughtful, creative, flexible, innovative, and respectful of the community.”  For more than a decade, he has led numerous key developments in downtown Darien that “breathed new life into the area, revitalizing buildings and reinvigorating its residents.”

Genovese has led a multi-disciplinary team of architects, civil engineers, landscape architects, retail consultants and legal advisors in creating Your Downtown Darien. Otherwise known as the Corbin Development, Baywater assembled this portfolio of properties over the course of nearly 15 years, to be redeveloped to create a mixed-use center incorporating retail, offices, and luxury residences.

“This year’s winners represent a culture of inclusivity in ensuring that Main Street belongs to everyone,” said CMSC Associate Director Kimberley Parsons-Whitaker. “From enlivening our public spaces with ethnic cuisine and multi-cultural entertainment, to redeveloping formerly abandoned mills and blighted areas around bus and train stations with residential and commercial options for people of all background and incomes, our 2018 award recipients are leading their communities and our state in improving the quality of life and our economy.”  The 2018 Awards of Excellence went to:

▪  Great Placemaking in Hartford; including Know Good Market, Riverfront Recapture, One World Market at CTfastrak Station in Parkville, Hartford BID Bicycle Roadside Assistance Program, Pratt Street Patio, and Winterfest)  – Recipients: Breakfast Lunch & Dinner, Riverfront Recapture, International Hartford, Hartford BID, and iQuilt Partnership.

▪  Light Up New London – Recipient: New London Main Street. Partners: Dominion Foundation, National Main Street Center.

▪  Downtown Chow-Down, Danbury – Recipients: CityCenter Danbury, City of Danbury. Partners: Get Downtown Danbury, Greater Danbury Chapter of CT Young Professionals.

▪  HUBCAP Wallingford – Recipients: Wallingford Center, Inc., Town of Wallingford Board of Education, Wallingford Economic Development Commission.

▪ Mills: Making Places of Connecticut – Recipient: CT Trust for Historic Preservation. Partner: Connecticut State Historic Preservation Office.

▪ Coordinated Approach to Responsible Growth and Transit Oriented Development – Recipient: State of Connecticut.

▪ Setting the Stage for TOD in Windsor Center – Recipient: Town of Windsor. Partners: CIL Development, Lexington Partners, LLC.

The Town of Windsor was recognized for the redevelopment of the portion of Windsor Center lying just east of the railroad tracks in town, which previously contained a mix of obsolete industrial and municipal uses which no longer contributed to the vitality of the Center.  The turn-around, with an eye towards transit-oriented development, included development of Windsor Station, a 130-unit market-rate rental project on a 6.5 acre site adjoining the passenger rail station.

The $23 million development project included demolition of two former industrial buildings, environmental remediation and construction of two, four-story elevator buildings with parking and site amenities. The project includes 32 studio, 65 one-bedroom and 33 two-bedroom units and is targeted to an underserved rental market of young professionals 20 to 35 years of age and baby boomers.  Construction was completed a year ago, and 90 percent occupancy was achieved within five months.

Exhibit at Wadsworth Atheneum Shows Hartford Roots

Life and art come full circle this month at the Wadsworth Atheneum in Hartford, with the opening of an historic exhibition with an unmistakable hometown connection.  Frederic Edwin Church was a prominent American landscape painter in the 1800’s, born in Hartford, and a central figure in the Hudson River School of American landscape painters. His family wealth came from Church's father, Joseph Church, a silversmith and watchmaker in Hartford.  Joseph subsequently also became an official and a director of The Aetna Life Insurance Company. Joseph, in turn, was the son of Samuel Church, who founded the first paper mill in Lee, Massachusetts in the Berkshires, which allowed Frederic to pursue his interest in art from a very early age, according to the website that features his work.

At eighteen years of age, Church became the pupil of Thomas Cole in Catskill, New York after Daniel Wadsworth, a family neighbor and founder of the Wadsworth Atheneum, introduced the two. Now, the Wadsworth Atheneum Museum of Art will present “Frederic Church: A Painter’s Pilgrimage,” bringing together approximately 50 of the celebrated Hudson River School painter’s compositions of sacred terrain in the Middle East and the Mediterranean.

“This is a rare opportunity for our audience to explore a side of Church’s working process and fierce entrepreneurship beyond the usual experience of landscape paintings,” says Robert H. Schutz, Jr., Associate Curator of American Paintings and Sculpture Erin Monroe. “Church’s story started in Hartford, so it is particularly fitting for the Atheneum to feature this exploration of his pilgrimage as a way to reconnect the artist with his personal and professional origins.” The exhibition opens to the public at noon on June 2 and is on view through Aug. 26.

A leading painter of 19th-century America, Frederic Church was the most popular and financially successful painter in the United States during his lifetime. As a young artist Church’s first formal training was facilitated by Atheneum founder Daniel Wadsworth, who arranged for Church’s apprenticeship with painter Thomas Cole, the father of the Hudson River School. While committed to the natural sciences, Frederic Edwin Church (1826–1900) was "always concerned with including a spiritual dimension in his works".

Organized by Kenneth J. Myers, curator of American art at the Detroit Institute of Arts, “Frederic Church: A Painter’s Pilgrimage” explores the enduring appeal of pilgrimage through a lesser-known body of work resulting from the artist’s journey to powerful sites of spiritual and historical significance in the late 1860s.

As he further established his career, Church traveled to remote places to sketch majestic scenes unfamiliar to his American audience, turning them into dramatic, large-scale paintings. These travels provided Church with ideas and material to produce major paintings for his wealthy patrons, including prominent American industrialists and financiers such as Hartford’s Timothy Mather Allyn, J. Pierpont Morgan and firearms manufacturer Elizabeth Hart Jarvis Colt.

From 1868–1869, Church, his wife and their young son visited the lands of modern-day Syria, Lebanon, Israel, Palestine, Jordan and southeastern Turkey, with Church taking expeditions to Athens, Damascus, Petra, Baalbek and Jerusalem. Church made countless small-scale pencil drawings and oil sketches on these trips, noting observations including colors, light, time of day and even weather patterns. Upon returning to his New York studio Church created large-scale compositions.

“These historic views are especially compelling and relevant now,” says Monroe. “It is a chance to foster conversation around the destruction and urgent need for preservation of cultural heritage sites in the 21st century.”

An illustrated catalogue accompanies the exhibition.  Tours of “Frederic Church: A Painter’s Pilgrimage” are offered Saturdays and Sundays at 2:30 p.m. from June 9–Aug. 26. Free lectures include “Sacred Geographies: Frederic Church, the Holy Land, & the Hudson Valley” with Yale University professor Jennifer Raab, June 12 at 6 p.m. “Art After Dark: Rock the Kasbah” on June 7 at 5 p.m. will feature live music, exhibition tours and an outdoor bazaar; tickets are $5-10.

Focus on Preventing Driving Deaths During Deadliest Period

The period between Memorial Day and Labor Day is the time when motorists are more likely to be injured or killed in fatal crashes involving a teen driver.  It is described as the “100 deadliest days,” by the AAA Foundation for Traffic Safety. More than 1,000 people were killed in crashes involving teen drivers in 2016, according to the organization, a 14 percent increase compared to the rest of the year and a figure that equates to 10 people per day.

The two AAA Clubs in Connecticut -- AAA Northeast and AAA Greater Hartford -- gathered with Federal and State traffic safety advocates in Hartford to draw attention to the data in the hopes of reducing the numbers in the coming three month period.

"The number of fatal crashes involving teen drivers during the summer is an important traffic safety concern for AAA," says Fran Mayko, AAA Northeast spokeswoman.  “Research shows young drivers are at greater risk during this time, and have higher crash rates compared to older, more experienced drivers because of two factors: speeding and nighttime driving."

Over the last five years in Connecticut, there have been 44 fatal crashes involving teen drivers, including 12 last summer during the 100 "Deadliest Days" period. At least half of the crashes occurred after 9 pm, according to data obtained through UConn's CT Crash Data Repository, officials pointed out.

Although none of the victims in those 12 crashes was a teen driver, the driver's passengers or someone in another vehicle were either injured or killed. "Statistics shows these crashes affect everyone on the road, not just teen drivers or their parents," says Mayko. "Education, coupled with proper driver training and parental involvement, will help teen drivers become better, safer drivers on our roadways."

Based on 2016 National Highway Traffic Safety Administration data, the AAA Foundation research highlighted the following:

• 36% of all motor teen driver vehicle fatalities occurred between 9:00 pm and 5:00 am;
• There was a 22% increase in the average number of nighttime crashes per day involving teen drivers between May and September compared to the rest of the year;
• 29% of all motor vehicle deaths involving a teen driver were speed-related;
• 1 in 10 nighttime crash fatalities and 1 in 10 speed-related fatalities involved a teen driver.

Overall, Connecticut traffic deaths have been inching up for most of the past few years on average, mirroring a national trend.  Traffic deaths were down in 2017 to 284, according to the UConn Crash Data Depository, after  reaching an historic high of 311 in 2016, after a steady increase in the previous few years (278 in 2015, 248 recorded in 2014).  Nationally, traffic fatalities are the highest they’ve been since 2008.

AAA urges parents to discuss the higher risks teens face during the summer and to familiarize themselves with Connecticut's Graduated Drivers Licensing (GDL) laws and become actively involved in the learn-to-drive process involving their inexperienced teen.  To prepare for the summer drive season, AAA also encourages parents to:

• Discuss early and often the dangers of risky driving situations with their teens;
• Teach by example and minimize their own risky behavior when behind the wheel;
• Make and enforce a parent-teen driving agreement that sets driving limits based on the state’s GDL.
• Visit TeenDriving.AAA.com that offers tools such as interactive widgets, highlighting teen driving risks and state licensing information. An online AAA StartSmart program also offers parental resources on how to become effective in-car coaches and ways to manage their teen’s overall driving privileges.

The AAA Foundation for Traffic Safety is a not-for-profit, publicly funded research and educational organization, whose mission is to prevent traffic deaths and injuries by conducting research into their causes. It also educates the public about strategies to prevent crashes and reduce injuries when they do occur.

https://youtu.be/QmCJKvyXhEQ

After 100 Year Absence, National Association of the Deaf to Meet in Hartford This Summer

For the first time in a century, the biennial conference of the National Association of the Deaf returns to Hartford this summer. The conference was first held in the United States since 1880, and has been held every two years for the past 50 years.  The 1917 conference was the only appearance in Hartford.

The 2018 edition, July 3-7, 2018, will feature multiple education tracks, seminars and workshops, including specific training sessions in racial justice and “the real way to be normal a round deafblind people.” The conference will begin with “an inspiring Opening Ceremony” honoring 200 years of “deaf education and contributions made in our community,” conference organizers indicate.

NAD President Melissa S. Draganac-Hawk said “The location and timing of the conference has a special significance, the 200th Anniversary of the founding of American School for the Deaf in Hartford.  This momentous event also served as the basis for the conference theme.  The serialized signs memorialize the main effects of the partnership between Thomas Gallaudet and Laurent Clerc in laying the groundwork for Deaf Education in America.”

Sessions include Best Practices for Communication Accessibility at Professional Sports Venues, Navigating the Gray Areas of Hearing-Deaf Dynamics, Achieving Legal Recognition of Sign Languages, and Entrepreneurship for All, among nearly 50 choices available to conference attendees. Workshop papers presented at the conference will include career and professional development topics as well as personal development, among the tracks offered. For instance, typical workshops include those on workplace interpersonal dynamics, career advancement, leadership and communication abilities, networking skills, and more.

The 54^th NAD Conference will be held at the Connecticut Convention Center.  The NAD will partner with three other organizations during this conference — the National Deaf Education Conference (NDEC) will be hosting their conference and will handle and take charge of the Education track; Deaf In Government will handle and take charge of Government Employment Training (GET); and the Registry of Interpreters (RID) Region I will handle and take charge of the Interpreting track. The remaining education tracks are the responsibility of the NAD.

Delegates to the  Biennial Conference are members of State Associations and Affiliated Non Profit Organizations (NPOs) who are attending from throughout the country, and participating in the organization’s Council of Representatives.  Biennial NAD Conferences are specifically tailored for deaf, deaf-blind, late-deaf, hard of hearing and hearing consumers, educators, professionals, and business owners and managers.

The conference will also feature an exhibit hall that will be open to the public.  Organizers predict that more than 2,000 people are expected to come and browse through the products and services that will be featured.

The NAD was established in 1880 by deaf leaders who believed in the right of the American deaf community to use sign language, to congregate on issues important to them, and to have its interests represented at the national level. The NAD today ensures that the needs and concerns of the nation’s deaf and hard of hearing community are well represented on the federal level through collaborative and cross disability efforts with consumer based and professional organizations.

In recent years, Atlanta was the 2014 host and Phoenix was the location in 2016.  Two years from now, the conference will be conducted in Chicago. The NAD mission is “to preserve the civil, human, and linguistic rights of deaf and hard of hearing people.”

Another Federal Agency Says School Buses Should Have Lap/Shoulder Belts; Most States, Including CT, Don't

The National Transportation Safety Board (NTSB) this week recommended to states that all new large school buses be equipped with both lap and shoulder seatbelts, the first time such a recommendation has been issued for the vehicles by the agency. The board also recommended requiring collision-avoidance systems and automatic emergency brakes on new school buses, but the follow-through on the recommendations falls to states and local jurisdictions.  The NTSB recommendation is not a federal requirement, and comes three years after a similar call by the National Highway Traffic Safety Administration (NHTSA). Connecticut, as most states, does not require lap and shoulder seat belts in school buses.

The NTSB recommendations, made to the 42 states, the District of Columbia, and Puerto Rico, all of which lack requirements for lap/shoulder belts on large school buses, were accompanied by a recommendation to the states of Florida, Louisiana, New Jersey, and New York to amend their statutes to upgrade their seat belts requirements from lap-only belts to lap and shoulder belts.

Connecticut’s legislature has previously debated a lap-and-shoulder belt requirement on school buses, but has failed to pass such a requirement, including, most recently, last year. Legislation that would have imposed a requirement in Connecticut, effective in 2022, failed to gain approval from the Transportation Committee after a public hearing.

Last summer, Nevada joined California, Florida, Louisiana, New Jersey, New York and Texas in enacting laws requiring seat belts. The law in Louisiana requires school buses be equipped with seat belts, but this is subject to appropriation for the purchase of such buses and the state legislature has not provided funding to trigger the requirement. Similar language in Texas’ law was removed in 2017, according to the National Conference of State Legislatures.

NTSB Chair Robert Sumwalt said at the close of Tuesday’s NTSB meeting this week, which included a review of two 2016 school bus crashes that killed 12 and injured 37, “The recommendations that we issued and reiterated today, if acted on, will help ensure that new school buses are manufactured with tried and true occupant protection such as lap-shoulder belts, as well as collision avoidance technology such as automatic emergency braking.”  The meeting was held just days after a school bus accident in New Jersey that killed a young student and teacher.

The recommendation comes three years after a similar stance from the then-Administrator of NHTSA, Mark Rosekind:  "The position of the National Highway Traffic Safety Administration is that seat belts save lives," Rosekind said in November 2015. "That is true whether in a passenger car or in a big yellow bus. And saving lives is what we are about. So NHTSA's policy is that every child on every school bus should have a three-point seat belt."

“The main hold up continues to be funding,” State Rep. Fred Camillo of Old Greenwich, who introduced Connecticut legislation to accomplish that objective, told CT by the Numbers last year.  Passage has been elusive here, and elsewhere, despite the change in position by NHTSA more than two years ago.  The federal agency previously viewed school buses as safe without seat belts, because of their construction.

That changed in 2015.  Since then, as Connecticut’s Office of Legislative Research noted in a 2016 report to the legislature, “NHTSA has been exploring ways to make seat belts on schools buses a reality.” NHTSA points out that seat belts have been required on passenger cars since 1968; and 49 States and the District of Columbia have enacted laws requiring the use of seat belts in passenger cars and light trucks.

The Connecticut Association of Public School Superintendents testified against the measure last year, calling for approval to be “postponed” until a series of questions – ranging from the use of bus monitors to the cost of seat belt maintenance to district liability from unused seat belts – could be answered.

The Connecticut Association of Boards of Education (CABE) – representing local elected school boards across the state – also voiced their opposition at a January 30, 2017 public hearing.  CABE officials expressed concern about “years of busses” that would “need to be replaced or retrofitted.”  They also noted that lap belts “would not work best for 5-year-olds and 18-year-olds alike.”  In addition, questions were raised about students who might “unclick the belt” and the liability of bus drivers if they did.

Camillo initially proposed the bill in 2011 after a Rocky Hill student was killed in a school bus crash.  Last year in Connecticut, in March, after a school bus accident in Canterbury sent five students to the hospital, public discussion on the pending proposal was renewed, but the legislature ultimately did not take action.  “This accident today is just another reminder that we really need to do something regarding this issue. We don’t want to wait for another tragedy to occur,” Camillo told the Norwich Bulletin.  Later that month, five people were injured after a crash involving a school bus in North Haven.

At NTSB, Robert L. Sumwalt was sworn in as chairman last August, after being nominated by President Trump and confirmed by the U.S. Senate. He began his tenure at the NTSB in August 2006 when President Bush appointed him to the Board and designated him as Vice Chairman. In November 2011, President Obama reappointed him to an additional five-year term as Board Member.

The NTSB this week also called for “facial recognition data to catch driver license fraud at every opportunity, with data shared across states. It demands that certified medical examiners effectively play their role in denying medically unfit drivers a medical certificate.”  Added Sumwalt:  “Action on the safety recommendations issued and reiterated today will constitute a crackdown, but only from the point of view of drivers who put the safety of our children and other road users at risk. Such a crackdown is long overdue.”

Senior Deaths from Falls Climbs Nationally, in Connecticut, During Past Decade

Fatal falls among senior citizens are on the rise in Connecticut and across the United States, according to a new government report. The overall rate of older adult deaths from falls increased 31 percent from 2007 to 2016, according to the Centers for Disease Control and Prevention (CDC). In 2016, a total of 29,668 Americans ages 65 and older died as a result of a fall - that is 61.6 out of every 100,000 senior citizens that year. A decade earlier, in 2007, there were 47 fall-related deaths for every 100,000 senior citizens.  Connecticut’s rate was the 17^th lowest in the nation among the 50 states and District of Columbia.  The only New England state with a lower rate was Massachusetts. 

In Connecticut, the number of deaths of persons age 65 or older attributable to falls increased from 243 in 2007 to 357 in 2016. The death rates from falls ranged from 24.4 per 100,000 in Alabama to 142.7 per 100,000 in Wisconsin.  Connecticut’s rate was 56.9 per 100,000 in 2016, an increase from 44.9 per 100,000 in 2007.

Falls are the leading cause of injury-related deaths among people who are at least 65 years old, according to the report. Deaths from unintentional injuries are the seventh-leading cause of death among older adults, and falls account for the largest percentage of those deaths, the CDC said. The CDC has previously noted that less than half tell their doctor that they have fallen, and that falling once doubles your chances of falling again.

The rate of deaths from falls increased in the United States by an average of 3.0% per year during 2007–2016, and the rate increased in 30 states and the District of Columbia (DC) during that period.

The largest AAPC in mortality rates from falls (11.0% per year) occurred in Maine, followed by Oklahoma (10.9%) and West Virginia (7.8%). A significant increase in the rate from 2007 to 2016 occurred in 30 states, including Connecticut. There was no significant change in fall mortality rates in 11 states.

Once every 19 minutes, a senior citizen in America dies as a result of injuries sustained during a fall.  The older Americans became, the greater their risk of dying from a fall. In 2016, there were 15.6 fatal falls for every 100,000 Americans between the ages of 65 and 74. Among adults ages 75 to 84, there were 61.4 such deaths per 100,000 people. And for those ages 85 and up, there were 247.9 fatal falls per 100,000 people.

The data was included in the CDC’s Morbidity and Mortality Weekly Report, published last week. To reduce older adult falls, CDC created the Stopping Elderly Accidents, Deaths, and Injuries (STEADI) initiative to help clinicians make fall prevention part of their clinical practice. The CDC notes that more than 10,000 people in the U.S. turn 65 every day.

“As a result, the country will experience a growth in falls and fall injuries, resulting in a cost increase if preventive actions are not taken now,” the agency has pointed out.