Good News, Bad News as Connecticut Seeks Economic Rebound

The assessment of the Connecticut Economic Resource Center (CERC) is good news, bad news for Connecticut’s economic recovery.  In a presentation to The Alliance for Nonprofit Growth and Opportunity, CERC Vice President of Research Alissa DeJonge and Research Analyst Carmel Ford reached two central conclusions:

•  Connecticut has structural problems that continue to make its economy recover more difficult.  Structural problems include workforce and industry compositions that are not particular strengths in the overall U.S. ecnomy.
•  Connecticut has advantages in some areas such as healthcare employment, and we may see improvements in the state’s housing market as forecolousres start to diminish and inventory supply inequities become smaller.

Among the key stats that contributed to the overall analysis from CERC:

1. Connecticut ranked 5^th lowest among the states in per capita energy consumption in 2010.  However, Connecticut ranked 3^rd highest in total energy prices and had the highest energy expenditure among all New England states.
2.    Connecticut’s youth unemployment rate was 17.1 percent in July 2013, compared with the national rate of 16.2 percent.
3.   The unemployment rate in New London county hasn’t decreased significantly since 2010, and in Tolland County since 2011.  Overall, the states unemployment rate by county has been decreasing steadily in the state’s other six counties.
4.   Median prices of single family homes in Connecticut increased 2.7% to $429,000, according to most recent data, and the inventory of single homes went down by 12.9% compared with a year ago.
5. Newly issued housing permits in July 2013 incased slightly to 420 from 375 in July 2012.
6. Connecticut remains the richest state with a per capita income of $58,908.

The CERC officials also pointed out that some of Connecticut’s leading industry categories, such as insurance and finance, are not performing well nationally, thus slowing the opportunities for the state’s economy to advance.

Based in Rocky Hill, CERC is a public-private partnership that provides economic development services consistent with state strategies, leveraging Connecticut’s unique advantages as a premier business location.  CERC was recognized earlier this month  for excellence in economic development marketing by key industry group, the Northeastern Economic Development Association (NEDA).  The award was presented at the recent NEDA annual conference in Portland, Maine among more than 130 economic development professionals from across the Northeast.

Motorcycle Accidents in CT and US Prompt Calls for Re-look at Helmet Laws

On August 2, Route 30 in Vernon was closed for a time following a serious motorcycle accident.  Emergency officials told WFSB-TV that the motorcycle and a dump truck collided.  Three days later, police confirmed to WTNH-TV that Lifestar responded to a motorcycle accident on Route 202 in Litchfield, closing that road.  Police described the injuries as being serious.

Yesterday, a Middletown motorcyclist was hospitalized after a traffic accident.  Middletown Police said “The motorcycle struck the struck the Pathfinder, the rider was ejected and he and the bike came to rest underneath a tow truck parked on the side of the road.”  In the latest incident, the injuries were said to be non-life threatening, the Middletown Press reported.

From the beginning of June through mid-July, however, motorcycles have been involved in three deaths in the Fairfield County according to the Greenwich Time — two in New Milford and one in Danbury – as well as several injuries. The paper reported that “the recent fatalities have thrown long-standing debates over Connecticut’s partial motorcycle helmet laws into a new light, prompting questions as to the efficacy of helmets and the future of statewide regulations requiring their use.”

In one incident – where the rider survived – the Time reported that “the bike burst into flames shortly after it collided with oncoming traffic, and its rider was thrown nearly 10 feet into the street.”

In Texas this week, the Fort Worth Star-Telegram reported that “While other traffic deaths have been on the decline, motorcycle fatalities have been rising in Texas, according to the Texas Department of Transportation. Although down slightly last year to 460 people killed compared with 488 in 2011, annual motorcycle deaths in the state have increased 56 percent since 2004.

In Minnesota, July 2013 was especially deadly, “with 18 motorcyclists killed. That total has pushed the number of motorcyclists killed so far this year to 39, compared to 24 riders killed by this time in 2012,” in that state, according to reports published in the Minneapolis Star-Tribune.

Nationally there were about 4,550 deaths in 2012, doubling the amount in the mid-1990s, according to USA Today.  A report by consumerreports.org in June indicated that “in 2010, 98 percent of motorcyclists riding in states with helmet laws were wearing them. In states without the laws, helmet use was just 48 percent.”

A 2011 Yale School of Medicine report analyzing state crash data between 2001 and 2007 found that two-thirds of the 358 riders killed in motorcycle accidents had not been wearing helmets. In an editorial last month, the Greenwich Time noted that “the National Highway Traffic Safety Administration estimated that in 2008, helmets saved the lives of 1,829 motorcyclists, and that 822 who died that year would have survived if helmets had been worn.”

The Insurance Institute for Highway Safety reports that:

• Laws requiring all motorcyclists to wear a helmet are in place in 19 states (including New York, New Jersey and Massachusetts) and the District of Columbia
• Laws requiring only some motorcyclists to wear a helmet are in place in 28 states (including Connecticut, which requires helmets be worn by individuals 17 and under)
• There is no motorcycle helmet use law in 3 states (Illinois, Iowa, and New Hampshire)

National Highway Traffic Safety Administration research shows riders who wear helmets are three times less likely to suffer brain trauma than those without them. According to a 2012 study released by the Centers for Disease Prevention and Control, motorcyclists accounted for 12 percent of motor vehicle fatalities in 2010, despite making up less than 1 percent of vehicle miles traveled, the Greenwich Time reported.

Motorcycle helmets have not been uniformly required in decades.  In 1967, to increase motorcycle helmet use, the federal government required the states to enact helmet use laws in order to qualify for certain federal safety programs and highway construction funds. The federal incentive worked. By the early 1970s, almost all the states had universal motorcycle helmet laws.

Michigan was the first state to repeal its law in 1968, beginning a pattern of repeal, reenactment, and amendment of motorcycle helmet laws. In 1976, states successfully lobbied Congress to stop the Department of Transportation from assessing financial penalties on states without helmet laws. The Connecticut General Assembly overturned the universal helmet requirement here later that year. The state passed its partial helmet law in 1989, applying only to individuals age 17 and younger.

In April 2013, Insurers and medical groups urged Michigan Gov. Rick Snyder and the Legislature to reinstate Michigan's motorcycle helmet requirement , citing a University of Michigan study showing it would have prevented 26 deaths and 49 injuries last year.

The higher risk of serious injury or death that comes with optional helmets may also translate into economic losses. NHTSA data reportedly suggests that projected reductions in fatalities stemming from universal helmet laws could translate into savings in service costs and household productivity of up to $1,200,000 per avoided fatality.

The Connecticut Motorcycle Riders Association (CMRA) , formed in 1980, opposes helmet requirements, as it has for more than three decades.  In the organizations view, it is a matter of freedom of choice – whether or not to wear a helmet is a decision to be made by bikers, not government. It was that view that prevailed when the legislature changed the state’s mandatory helmet law in 1977.  In 1980, motorcyclists rallied in unprecedented numbers in Connecticut when a state legislator was involved in a motor vehicle accident in which a motorcyclist was killed.

Since then, the issue has been raised unsuccessfully at the state Legislature in bills or amendments 11 times. The CMRA website said, regarding the 2013 session, that “we are able to say that we have not had to fight any helmet laws this year,” and indicated that “we have repeatedly defeated attempts to reinstate the mandatory helmet law for adult motorcycle riders.”  The issue has not been considered since 2005, according to the Time.  The CMRA website also includes this tagline:  “Let Those Who Ride Still Decide.”  The organization has supported the creation of a self-funded rider education program and pushed for the adoption of a more comprehensive motorcycle license test throughout the state, the website points out.

Half of Eligible Teenagers Delay Drivers License, Study Finds

In an unexpected sign of the times, about half of the teenagers in the U.S. who are old enough to obtain a drivers license are waiting to do so, according to a new survey.  The most common reasons cited for delayed licensure were not having a car, being able to get around without driving, and costs associated with driving.

The study, by the AAA Foundation for Traffic Safety, found that less than half (44 percent) of teens obtain a driver’s license within 12 months of the minimum age for licensing and just over half (54 percent) are licensed before their 18th birthday. These findings mark a significant drop from two decades ago when data showed more than two-thirds of teens were licensed by the time they turned 18, according to AAA.

The report found “Large social and economic disparities in licensing rates and in the timing of licensure.” Low-income, African-American and Hispanic teens are the least likely to obtain a driver’s license before age 18.

Only 25 percent of teens living in households with incomes less than $20,000 obtained their license before they turned 18, while 79 percent of teens were licensed by their 18th birthday in households with incomes of $100,000 or more.

 The findings for licensure by age 18 also differed significantly by race and ethnicity, with 67 percent for non-Hispanic white teens, 37 percent for non-Hispanic black teens, and 29 percent for Hispanic teens.

Some had suggested that teens were waiting simply to avoid graduated driver’s licensing (GDL), missing both the limitations and benefits of the laws, which vary across states, aimed at improving new driver training and safety, and causing some concern.  The survey, however, did not find this to be a prominent reason in delayed licensing.  A number of other reasons for delaying licensure were cited, including:

• 44 %– Did not have a car
• 39 % – Could get around without driving
• 36 %– Gas was too expensive
• 36 % – Driving was too expensive
• 35 % – Just didn’t get around to it

Many states impose the GDL restrictions only for new drivers younger than 18.  The AAA report indicated that “Given the  large proportion of new drivers who are 18 years old or older, further research is needed to investigate their levels of safety or risk, to evaluate the potential impacts of extending GDL systems to new drivers aged 18 and older, and to explore other ways to address the needs of older novice drivers.”

In Connecticut, anyone 18 years of age or older must hold an adult learner’s permit for 3 months before obtaining a driver's license.  The state Department of Motor Vehicles website outlines the procedures in Connecticut, which have been revised as recently as January 2013 based on new laws approved by the state legislature.

The proportion of teens who were licensed varied strongly by geographic region, the AAA study found: licensing rates were much higher in the Midwest (82%) than in the Northeast (64%), South (68%), or West (71%).

The study did not discern major variations by gender among teens.  Although males were slightly more likely than females to obtain a license within six months of their state’s minimum age (33% vs. 28%), females were actually slightly more likely than males to obtain a license within 1-2 months of their state’s minimum age.

The researchers surveyed a nationally-representative sample of 1,039 respondents ages 18-20. The full research report and results are available on the AAA Foundation for Traffic Safety website.

First McCarthy and Comey, Now Schwartz and Handelsman: Four CT Nominees for Obama Administration

All roads have been leading to Connecticut lately as President Obama has sought top talent for his administration.  Among key Presidential appointments announced by the White House last week was Linda Spoonster Schwartz, as nominee for Assistant Secretary of Veterans Affairs for Policy and Planning, in the Department of Veterans Affairs.  Schwartz is the fourth Connecticut resident and second who previously led a Connecticut agency, to be nominated recently by President Obama.

Linda Schwartz, a disabled veteran, has led the Connecticut Department of Veterans Affairs through Republican and Democratic administrations since 2003.  She concurrently serves as an Associate Clinical Professor of Nursing at the Yale School of Nursing, where she has been on Faculty since 1999 and was appointed Associate Research Scientist and Scholar.  From 1980 to 1993, she taught at several University and College Schools of Nursing and held leadership roles in Nursing organizations in Connecticut. Her nomination was sent to the Senate for confirmation on Aug. 1.

The White House also announced last week that President Obama intends to nominate Jo Handelsman of Yale University as Associate Director for Science, Office of Science and Technology Policy.

 Dr. Jo Handelsman is the Howard Hughes Medical Institute Professor and Frederick Phineas Rose Professor in the Department of Molecular, Cellular and Developmental Biology at Yale University, a position she has held since 2010.  Previously, she served on the University of Wisconsin-Madison faculty as a Professor in Plant Pathology from 1985 to 2009 and Professor and Chair of the Department of Bacteriology from 2007 to 2009.

“The extraordinary dedication these individuals bring to their new roles will greatly serve the American people.  I am grateful they have agreed to serve in this Administration and I look forward to working with them in the months and years to come,” President Obama said in the formal announcement.

On July 17, the Senate confirmed the nomination of Gina McCarthy as Administrator of the Environmental Protection Agency.  McCarthy, whose nomination was held up for a time amidst political wrangling in Congress, has served as Connecticut’s Commissioner of Environmental Protection  prior to heading to Washington to join the EPA as assistant administrator earlier in the administration. McCarthy, is a 25-year veteran of state and local government in New England where she worked for Republicans including former Massachusetts Governor Mitt Romney and Connecticut Governor M. Jodi Rell.

The Boston Globe reported that the newly confirmed McCarthy told an audience at Harvard Law School that cutting carbon pollution will “feed the economic agenda of this country” and vowed to work with industry leaders on shaping policies aimed at curbing global warming.

In June, the President nominated James B. Comey, Jr., of Westport, to be Director of the Federal Bureau of Investigation for a term of ten years.  Comey was confirmed as the seventh director of the FBI on July 29 by a vote of 93-1 in the Senate.  He served in the Justice Department official in the Bush administration.

“To know Jim Comey is also to know his fierce independence and his deep integrity,” Obama said in making the nomination. “He’s that rarity in Washington sometimes: He doesn’t care about politics, he only cares about getting the job done. At key moments, when it’s mattered most, he joined Bob in standing up for what he believed was right.”

Before serving as deputy attorney general, Comey was the U.S. Attorney for the Southern District of New York, where he helped bring down the Gambino crime family, and served as the managing assistant U.S. attorney in charge of the Richmond Division of the U.S. Attorney’s office for the Eastern District of Virginia, according to news reports.

Handelsman is currently President of the American Society for Microbiology.  In 2011, Dr. Handelsman received the Presidential Award for Excellence in Science Mentoring.  From 2002 to 2010, Dr. Handelsman was the Director of the Wisconsin Program for Scientific Teaching.  In 2004, Dr. Handelsman co-founded the National Academies Summer Institute on Undergraduate Education in Biology.  She received a B.S. from Cornell University and a Ph.D. from the University of Wisconsin-Madison.

If confirmed by the U.S. Senate, Handelsman will help advise President Barack Obama on the impact of science on both international and domestic affairs.  “This is an enormous opportunity that I felt I just could not pass up,” she told the Yale  News.

“In addition to being a superb biologist, Jo Handelsman is nationally recognized as an exceptional mentor of young scientists and an effective champion for increasing diversity in the scientific work force,” Steven Girvin, deputy provost for science & technology at Yale told the News. “Her energetic devotion to improving science education is of critical importance to the nation.”

U.S. Sen. Richard Blumenthal released a statement calling Schwartz "a champion of veterans and a national star."  From 1979 to 1980, Schwartz was a caseworker in the Office of the Field Director of the American Red Cross at Rhein-Main Air Base in Germany.  Dr. Schwartz served in the United States Air Force (USAF) Nurse Corps from 1968 to 1986, both on Active Duty and as a Reservist.  She retired as a Flight Nurse Instructor, with the rank of Major after sustaining injuries in a USAF Air Craft accident.

In 2001, she served on the Board of Directors of the American Nurses Association and was elected to the American Academy of Nursing.  From 1996 to 2000, she served as a Member and Chair of the VA Advisory Committee on Women Veterans.  She received a B.S. from the University of Maryland, an MSN from Yale University School of Nursing, and a Dr.P.H from the Yale University School of Medicine.

Hour-Long Commutes to Work Rank CT 36th in USA; Bridgeport 5th in Extra Travel Time on Fridays

Connecticut is a relatively small state.  Only Rhode Island and Delaware are smaller.  Yet, the percentage of workers in Connecticut who commute for 60 minutes or longer - one way -  to go to work each day is 7.7 percent.  That ranks the state 36th in the nation in percentage of workers commuting an hour or longer each trip to get to work.

Perhaps surprisingly, Connecticut is not among the states with the lowest percentage of workers needing to make an hour-long commutes to get to work each day.  In fact, more than a dozen states have a smaller percentage of long-commute drivers than Connecticut.  The lowest percentages of long commutes are in South Dakota (3.6% of workers), Iowa (3.7%) , Kansas (3.3%)  and Nebraska (2.9%). The study compared 2011 data.

The states with a larger percentage of their workforce making hour-long commutes includes California (10.1%), Delaware, D.C., Georgia, Hawaii, Illinois, Maryland, Massachusetts, New Hampshire, New Jersey, New York, Pennsylvania, Puerto Rico, Virginia, Washington and West Virginia.  Connecticut ranks 22nd in population among the states.

Overall, Connecticut’s average commuting time ranked 19th in the nation, at 24.6 minutes, based on 2006-2010 data compiled by the website indexmundi.org.  The U.S. average was slightly higher at 25.2 minutes.  Among the state’s eight counties, the longest commutes – in time, not distance – were in Fairfield County, followed by Litchfield, Windham, Tolland, Middlesex, New Haven, New London and Hartford counties.

The website trulia.com provides graphic representations of travel time from areas surrounding major cities, including Hartford, New Haven and Bridgeport in Connecticut - looking at travel by car, and via mass transit.

A year ago, the Bridgeport metropolitan area was ranked as the 5th worst traffic delay corridor in the country by Governing magazine.  Data compiled for Governing by traffic research firm Inrix shows Friday afternoons are the worst time of the week to drive in nearly three-quarters of metro areas across the country.  For most cities with already lengthy rush-hour commutes throughout the week, time spent behind the wheel is further prolonged on Fridays.

Bridgeport came in just behind Los Angeles, San Francisco, Honolulu and Austin, Texas – and worse than Seattle, New York City, Portland, Washington and Chicago, which all fared somewhat better than the Park City in the Friday-afternoon traffic tie-up analysis done by the publication.    Areas with many workers living far outside a city can experience significant congestion when all flee the office early, the publication noted, citing Bridgeport, which recorded the nation’s fifth-longest Friday afternoon delays, as an example.

For the Bridgeport area, commuters added nearly 10 minutes in delays due to traffic congestion on Friday afternoons.  Boston, by comparison, added just under 7 minutes, New Haven 5 ½ minutes, Hartford just over 4 minutes.  Los Angeles, which topped the list, exceeded 13 minutes in the additional travel time necessary during the peak commute due to the traffic volume.

Fatal Accidents Raise Isssue of Mandatory Motorcycle Helmet Law in CT

Since the beginning of June, motorcycles have been responsible for three deaths in the Fairfield County according to the Greenwich Time -- two in New Milford and one in Danbury -- as well as several injuries. The paper reported that “the recent fatalities have thrown long-standing debates over Connecticut's partial motorcycle helmet laws into a new light, prompting questions as to the efficacy of helmets and the future of statewide regulations requiring their use.”

In one recent incident – where the rider survived – the Time reported that “the bike burst into flames shortly after it collided with oncoming traffic, and its rider was thrown nearly 10 feet into the street.”

A report by consumerreports.org last month indicated that “in 2010, 98 percent of motorcyclists riding in states with helmet laws were wearing them. In states without the laws, helmet use was just 48 percent.”  The Insurance Institute for Highway Safety reports that:

• Laws requiring all motorcyclists to wear a helmet are in place in 19 states (including New York, New Jersey and Massachusetts) and the District of Columbia
• Laws requiring only some motorcyclists to wear a helmet are in place in 28 states (including Connecticut, which requires helmets be worn by individuals 17 and under)
• There is no motorcycle helmet use law in 3 states (Illinois, Iowa, and New Hampshire)

National Highway Traffic Safety Administration research shows riders who wear helmets are three times less likely to suffer brain trauma than those without them. According to a 2012 study released by the Centers for Disease Prevention and Control, motorcyclists accounted for 12 percent of motor vehicle fatalities in 2010, despite making up less than 1 percent of vehicle miles traveled, the Time reported.

Motorcycle helmets have not been uniformly required in decades.  In 1967, to increase motorcycle helmet use, the federal government required the states to enact helmet use laws in order to qualify for certain federal safety programs and highway construction funds. The federal incentive worked. By the early 1970s, almost all the states had universal motorcycle helmet laws.

Michigan was the first state to repeal its law in 1968, beginning a pattern of repeal, reenactment, and amendment of motorcycle helmet laws. In 1976, states successfully lobbied Congress to stop the Department of Transportation from assessing financial penalties on states without helmet laws. The Connecticut General Assembly overturned the universal helmet requirement here later that year. The state passed its partial helmet law in 1989, applying only to individuals age 17 and younger.

Two years ago, The Hartford Courant was among the voices urging the mandatory helmet law be reinstated:

“In 2007, the most recent year for which statistics are available, 36 motorcycle riders died in crashes in Connecticut. That number may seem small, but it's not. Per mile traveled, the number of deaths on motorcycles was 37 times the number of people killed in cars, says the Insurance Institute for Highway Safety. A common saying among those in the medical community is that motorcycles ought to be called "donorcycles," because so often the organs of dead bikers are used for transplants.”

A 2011 Yale School of Medicine report analyzing state crash data between 2001 and 2007 found that two-thirds of the 358 riders killed in motorcycle accidents had not been wearing helmets. In an editorial this week, the Greenwich Time noted that “the National Highway Traffic Safety Administration estimated that in 2008, helmets saved the lives of 1,829 motorcyclists, and that 822 who died that year would have survived if helmets had been worn.”

The higher risk of serious injury or death that comes with optional helmets may also translate into economic losses. NHTSA data reportedly suggests that projected reductions in fatalities stemming from universal helmet laws could translate into savings in service costs and household productivity of up to $1,200,000 per avoided fatality.

The Connecticut Motorcycle Riders Association (CMRA) , formed in 1980, opposes helmet requirements, as it has for more than three decades.  In the organizations view, it is a matter of freedom of choice – whether or not to wear a helmet is a decision to be made by bikers, not government. It was that view that prevailed when the legislature changed the state’s mandatory helmet law in 1977.  In 1980, motorcyclists rallied in unprecedented numbers in Connecticut when a state legislator was involved in a motor vehicle accident in which a motorcyclist was killed.

Since then, the issue has been raised unsuccessfully at the state Legislature in bills or amendments 11 times. The CMRA website said, regarding the 2013 session, that “we are able to say that we have not had to fight any helmet laws this year,” and indicated that “we have repeatedly defeated attempts to reinstate the mandatory helmet law for adult motorcycle riders.”  The issue has not been considered since 2005, according to the Time.  The CMRA website also includes this tagline:  “Let Those Who Ride Still Decide.”  The organization has supported the creation of a self-funded rider education program and pushed for the adoption of a more comprehensive motorcycle license test throughout the state, the website points out.

New Technologies to Assure Safety Provide Challenges, Opportunities for Law Enforcement

New technologies are being designed and implemented in Connecticut and across the country aimed at ensuring safety by improving the effectiveness and speed of police operations. Two of the most fascinating systems, and probably the most advanced, are next-generation 911, which support text, data and video from any device, and drones, which are aerial vehicles that act as watchdogs of the sky, according to the website StateTech.

Recent news reports, however, are raising questions in Connecticut regarding at least one of the new technologies, now on the ground here.  In 2011, the city of Hartford introduced a technology to boost public safety that was ushered in as a way to respond to  Hartford gun violence, FOX Connecticut recently reported. It’s called the ShotSpotter system, built to detect gunfire and it is also used in New Haven and Springfield, Mass.

In an investigative story on the technology, FOX Connecticut reported that during an analysis of ShotSpotter in spring 2012, police records show that out of 60 total alerts, only six were confirmed, meaning the system was only 10 percent accurate. Nearly a year later, an interdepartmental police memo shows the system’s accuracy on 27 alerts was even lower, at just eight percent. Two of those 27 alerts were labeled as gunfire but really weren’t, including one which was just noise from a snow plow.

Additional assets are being sought, and received, by Connecticut municipalities, using both local and federal resource to boost efforts on the ground, in the air, and in the water.

The Stamford Advocate reported earlier this year that a plan to purchase a new high-tech public safety boat capable of detecting an arsenal of hazardous materials took another step forward, when the Board of Finance agreed to spend $610,000 to purchase the vessel.  The boat will ultimately be paid for by the federal government, according to the report, which noted that the federal government is also paying for other boats delivered to, or on order from, Greenwich, Norwalk, Fairfield and New Haven.

Last September, Fairfield took possession of a $488,000, 34-foot police boat paid for by the grant, the Advocate reported. In June and July, New Haven expects to take possession of a $1.1 million, 39-foot fire boat paid for by FEMA with two fire nozzles capable of spraying a total of 4,000 gallons per minute. That boat will be operated by the fire department, but the city's police department will have access to the vessel for its dive team.  And Greenwich is expecting delivery of a 38-foot, $600,000 boat to be paid for with a Port Security Grant. The police department will have ownership of the boat, but fire and EMS will have access to it.

In Bridgeport earlier this year, what ultimately proved to be an innocent wind-driven error brought a response by local police and the FBI when a drone crashed near a waterfront power plant, the Connecticut Post reported.  Among the other technologies in use around the country are automatic license plate recognition and wearable cameras, which the Hartford Advocate has reported are being used by officers in Branford.  The high-tech license readers, now mounted on 87 police cruisers statewide in Massachusetts, scan literally millions of license plates in that state each year, not only checking the car and owner’s legal history, but also creating a precise record of where each vehicle was at a given moment, according to the Boston Globe.

Hands-Free Electronics Are Hazardous to Driver Safety, State Ban Proposed

For the second time in recent weeks, a major driving safety study has concluded that hands-free devices produce dangers much the same as hand-held cell phones for drivers.  The latest study comes from AAA, following a study by the Texas Transportation Institute at Texas A&M University, reported by Connecticut by the Numbers earlier this month.

Connecticut teen driving safety advocate Tim Hollister, who was a member of the Governor’s Safe Teen Driving Task Force in 2007-8 and publishes a national blog for parents of teen drivers, is calling for a ban on the use of electronic devices while driving, citing increasing evidence of the dangers of distracted driving.  His proposal, outlined in The Hartford Courant prior to the release of the AAA study:  "no driver of a vehicle in gear shall use any electronic device to text, type, read, watch a video or make a phone call."

Hollister pointed out that six leading public health and traffic safety organizations (World Health Organization, National Transportation Safety Council, Insurance Institute for Highway Safety, and the Governor’s Highway Safety Association) “now agree that hands-free cellphone use is just as dangerous as hand-held.  Both cause cognitive blindness.”  The head of the National Transportation Safety Board agrees, having previously stated “we know that electronic devices that pull a driver’s attention away from his or her primary task are unsafe.”

Texting a friend verbally while behind the wheel caused a “large” amount of mental distraction compared with “moderate/significant” for holding a phone conversation or talking with a passenger and “small” when listening to music or an audio book, the AAA Foundation for Traffic Safety found in the latest study, released this week, Bloomberg News and other national media widely reported.

Not a single state prohibits hands-free dialing, and neither state nor federal action appears on the horizon, despite initial efforts by NTSB more than a year ago.  In fact, just the opposite is true.  Even as evidence of hazards grows, so do the range of electronic options and efforts to develop more "connected" cars.

Using voice-to-text messaging, included in systems such as Ford Motor Co.’s Sync and Toyota Motor Corp.’s Entune, is more distracting to drivers than making calls with handheld mobile phones, the AAA found. The earlier study at Texas A&M also concluded that voice-to-text is as dangerous and traditional typed texting.

Two bills that offer responses to aspects of distracted driving – although not prohibiting the popular practice - were approved in the just-concluded Connecticut General Assembly session, according to media reports.

• The first would give prosecutors the ability to seek up to $1,000 in fines, over criminal penalties, if a distracted driver hits and injures a jogger, pedestrian, horseback ride, and other lawful “vulnerable” roadway user.
• The other bill adds distracted driving to the list of moving violations that would be made available to insurance companies. Currently, if someone disobeys the state’s distracted driving law, they pay a fine and the insurer doesn’t know about it.  The bill also increases fines and creates a task force to study distracted driving prevention.  Both await approval by Gov. Malloy.

Automakers have vigorously promoted voice-based messaging as a safer alternative to taking hands off the wheel to place a call or talk on a hand-held phone. The hands-free systems have not been opposed by the U.S. Transportation Secretary, but the head of the National Transportation Safety Board has expressed serious reservations.  Writing in the Washington Post in 2011, NTSB Chair Deborah Hersman pointed out that “studies published as early as 1997 and 2005 have shown that there is little difference between hands-free technology and handheld devices when it comes to cognitive distraction.”

About 9 million infotainment systems will be shipped this year in cars sold worldwide, with that number projected to rise to more than 62 million by 2018, according to a March report by London-based ABI Research.

With the addition of a new law passed in Hawaii this month, 40 states, the District of Columbia, the Virgin Islands and Guam have banned text messaging for all drivers using hand-held devices.  Hawaii becomes just the 11th state (including Connecticut, as well as the District of Columbia, Puerto Rico, Guam and the Virgin Islands) to prohibit all drivers from using handheld cell phones while driving.

Voluntary guidelines recently issued (April 2013) by the Department’s National Highway Traffic Safety Administration (NHTSA), recommended specific criteria for electronic devices installed in vehicles at the time they are manufactured.  The guidelines include recommendations to limit the time a driver must take his eyes off the road to perform any task to two seconds at a time and twelve seconds total.

The back-to-back studies by the Texas Transportation Institute and AAA raise questions about those recently-issued recommendations.

Faces of Distracted Driving  USDOT video 

Dangers of Distracted Driving Attract Renewed Attention; Responses Pending, Urged

There was a time when smoking was permitted in restaurants, when seat belt use was not mandatory, when children were not required to wear helmets when bike riding.  Then the science of safety interceded, and state lawmakers – in Connecticut and elsewhere - took notice.  The convenience of technology, however, may be another matter.

Writing in The Hartford Courant this week, teen driving safety advocate Tim Hollister, who was a member of the Governor’s Safe Teen Driving Task Force in 2007-8 and publishes a national blog for parents of teen drivers, called for a ban on the use of electronic devices while driving, citing increasing evidence of  the dangers of distracted driving.  And a new study by a Texas university concluded that voice-to-text is as dangerous and traditional typed texting.

Hollister points out that six leading public health and traffic safety organizations (World Health Organization, National Transportation Safety Council, Insurance Institute for Highway Safety, and the Governor’s Highway Safety Association) “now agree that hands-free cellphone use is just as dangerous as hand-held.  Both cause cognitive blindness.”

With the addition of a new law passed in Hawaii last week, 40 states, the District of Columbia, the Virgin Islands and Guam have banned text messaging for all drivers using hand-held devices.  Hawaii becomes just the 11th state (including Connecticut, as well as the District of Columbia, Puerto Rico, Guam and the Virgin Islands) to prohibit all drivers from using handheld cell phones while driving.

Not a single state prohibits hands-free dialing, and neither state nor federal action appears on the horizon.  In fact, just the opposite is true.

Even as evidence of hazards grows, so do the range of electronic options.  Ford is one of a number of companies aggressively marketing electronic devices that offer more in-car options.  The company’s voice activated Sync technology, available beginning with 2012 models, includes hands-free calling, 411 business search, audible text messaging, and internet connectivity.  Hollister points out that “on tv and the internet, advertisements tout devices that enable texting by allowing drivers to attach their cellphones to the windshield so the screen is aligned with their view of the road.”

Connecticut Action Pending

Two bills that offer responses to certain aspects of distracted driving are now progressing through the Connecticut General Assembly, which adjourns on Wednesday, June 5.  The Associated Press reported that the House of Representatives voted 139-1 last week to add distracted driving to the list of moving violations that would be made available to insurance companies.  Currently, if someone disobeys the state's distracted driving law, they pay a fine and their insurer does not know about it.  The bill also increases fines and creates a task force to study distracted driving prevention. The legislation now moves to the Senate.

The Senate unanimously passed a bill establishing a fine of up to $1,000 for a motorist who "fails to exercise reasonable care on a public way" and seriously injures or causes the death of so-called vulnerable users, such as a bicyclists. The bill now moves to the House, the AP reported.

Federal Guidelines 

The dangers of technology-enabled distracted driving are so insidious – and increasing so rapidly – that the federal government has launched a website, www.distraction.gov, solely devoted to educating the public about the severe risks of distracted driving.  Among the statistics cited:

• Driving while using a cell phone reduces the amount of brain activity associated with driving by 37%. (Carnegie Mellon)
• Text messaging creates a crash risk 23 times worse than driving while not distracted. (VTTI)
• Sending or receiving a text takes a driver's eyes from the road for an average of 4.6 seconds, the equivalent-at 55 mph-of driving the length of an entire football field, blind. Headset cell phone use is not substantially safer than hand-held use. (VTTI)
• In 2011, 3,331 people were killed in crashes involving a distracted driver. An additional, 387,000 people were injured in motor vehicle crashes involving a distracted driver.
• 11% of all drivers under the age of 20 involved in fatal crashes were reported as distracted at the time of the crash. This age group has the largest proportion of drivers who were distracted.
• 40% of all American teens say they have been in a car when the driver used a cell phone in a way that put people in danger. (Pew)

A new study from the Texas Transportation Institute at Texas A&M University reveals that sending those messages using voice-to-text software is just as distracting as looking down at your phone and typing messages by hand.

Voluntary guidelines recently issued (April 2013) by the Department's National Highway Traffic Safety Administration (NHTSA), recommended specific criteria for electronic devices installed in vehicles at the time they are manufactured.  The guidelines include recommendations to limit the time a driver must take his eyes off the road to perform any task to two seconds at a time and twelve seconds total. The guidelines also recommend disabling several operations unless the vehicle is stopped and in park, such as:

• Manual text entry for the purposes of text messaging and internet browsing;
• Video-based entertainment and communications like video phoning or video conferencing;
• Display of certain types of text, including text messages, web pages, social media content.

The department has also issued Blueprint for Ending Distracted Driving, a comprehensive plan on the subject.   The use of all cellular phones while driving a school bus is prohibited in 14 states thus far, including Connecticut, and the District of Columbia.  A federal proposal in 20ll that would have extended a ban on cell phone use – including hands-free – to all vehicles has not been enacted into law nationwide, or in any state.

The Washington Post reported 18 months ago that “Vehicles are being transformed into mobile communications centers, with cellphones, DVD players, access to Facebook and Twitter, Global Positioning System devices, and satellite radio.”

 “Unfortunately, drivers are being encouraged to do everything but drive,” Jonathan Adkins, spokesman for the Governors Highway Safety Association, told the Post. “It’s a sign of the pressures of modern-day life to do 10 things at once. However, driving is a complex task, and our message continues to be that a singular focus is needed.”

West Hartford, Farmington, Cromwell Earn "Top Town" Titles

 West Hartford has been ranked as the Greater Hartford region's number one community in a new analysis published in the June issue of Hartford magazine.   Rounding out the top 10, in order, are South Windsor, Glastonbury, Manchester, Bristol, Farmington, Simsbury, Middletown, Avon and Enfield. The publication is produced by CT1Media, which also publishes The Hartford Courant.

The rankings are based on information highlighting more than three dozen factors, from school test scores to crime rate, property taxes to median home price, voter turnout to number of retail establishments. In 12 overall categories, the data was weighted to determine rankings broken down by small, medium and large towns, in addition to the overall results.

 

• The top-ranked large towns (over 30,000 population) are West Hartford, South Windsor, Glastonbury, Manchester and Bristol.  
• The leading medium-sized towns (15,000-30,000 population) are Farmington, Simsbury, Avon, Berlin and Southington.
• The top small towns (under 15,000 population) are Cromwell, Granby, Canton, Burlington, and East Granby.

Here’s the breakdown of the champions, by category (and size), according to Hartford magazine:

• Best for Families/Schools: West Hartford (large), Simsbury (medium), and Granby (small).
• Best for Seniors: West Hartford (large), Farmington (medium), and Cromwell (small).
• Young and Hip: Hartford (large), Southington (medium), and Hebron (small).
• City Living: Hartford (large), Southington (medium), and Cromwell (small).
• Country Living: Glastonbury (Large), Simsbury (medium), and Granby (small).
• Bang for the Buck: Bristol (large), Windsor (medium), and Windsor Locks (small).
• Most Affluent:  West Hartford (large), Avon (medium), and Granby (small).
• Most Educated:  West Hartford (large), Farmington (medium), and East Granby (small).
• Lowest Crime:  Glastonbury (large), Simsbury (medium), and Hartland (small).
• Leisure Life:  Hartford (large), Simsbury (medium), and Hebron (small).
• Fastest Growing: Hartford (large), Southington (medium), and Cromwell (small).

West Hartford, en route to earning the top spot, finished first in five categories, second place in four, along with two fifth place finishes (Country Living and Lowest Crime) and one sixth place (Bang for the Buck).  Among the medium sized towns, Simsbury won four categories, and Southington and Farmington each  won three.   Among the small towns, Cromwell won four categories and Granby won three.

In addition to the rankings, the magazine outlines how they arrived at the rankings, explaining that data was gathered from a number of sources, “including the schools (we parsed 84 individual test score results for each town), town profiles compiled by Connecticut Economic Resource Center (www.cerc.com), Connecticut State Department of Education, Connecticut Secretary of the State and Nielson Pop-Facts 2013.”