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.

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.

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 

Increasing International Exports is Key to State's Economic Development Plan

A recent update on Connecticut’s Economic Development Strategy includes a strong focus on international economic development, including upcoming efforts to extend business in Israel, Canada and France as part of broader plans to strengthen Connecticut’s brand in the global markets and grow the state’s trade footprint abroad.

As described by Beatriz Gutierrez, director of international business development efforts at the state Department of Economic and Community Development (DECD), the department’s vision is “to position Connecticut as the destination of choice for companies looking to establish North American presence with preference to those in the areas of bioscience, precision manufacturing, fuel cells and renewable, and those looking to establish North American headquarters.”

The primary geographic targets for the state are China (which Gov. Malloy visited last year and Secretary of the State Denise Merrill visited last month), Germany and Western Europe (including the Paris Air Show this month), Israel (a CT-Israel Tech Summit will be held in Connecticut on June 12), and Brazil.  Goals include developing an international brand for the state, building an “opportunity pipeline,” and strengthening the relationship management process.

Meetings have been held with more than 50 companies and cluster associations in key industry segments, and a “concierge” program has been introduced in Europe.  During fiscal year 2012, DECD assisted in business exports to 39 countries for 62 state companies, according to the DECD update.  The total assisted value of $548.6 million would equate to 2,785 jobs, according to DECD.  The department’s presentation added that unreported dollar amounts could account for “another 300 to 400 jobs, or more.”

The state has also been working closely with the U.S. Small Business Administration on international business growth, including the State Trade and Export Promotion (STEP) program.  Among the initiatives in Connecticut are a SBA pilot-grant to help small businesses increase exports, and efforts to assist businesses with participation in regional and industry focused export opportunities and international business development opportunities. Connecticut received grant awards of $546,822 in the first year and $339,319 in the second year, supporting 178 Connecticut companies with partial reimbursements for international business initiatives.

At a trade show in Hannover, Germany in April, for example, the state’s booth featured five Connecticut hydrogen and fuel cell companies, which officials say produced strong leads from both Germany and Canada. Later this month, Connecticut will have a presence at the Hydrogen + Fuel Cells Conference in Vancouver, with three state companies on hand, and at the Paris Air Show in Le Bourget, with 13 companies slated to be present at Connecticut’s booth.  It is the state’s eighth consecutive year at the air show, and $162 million in new business has been reported by the companies who exhibit under the Connecticut display umbrella.

Earlier this year, DECD reported that Connecticut is home to “691 foreign affiliates” employing 106,500 in the state.  At the time, exports were said to exceed $16 billion annually. More recent data indicate that exports dropped about two percent between FY 2011 and FY2012, from $16.21 billion to $15.86 billion.  Next steps outlined by the state in the May 22, 2013 update include implementing a statewide international activity scorecard, monitoring global trends and identifying potential “sweet spots,” and strengthening strategic partnerships.

Changing Highway Exit Numbers in Eastern CT: Been There, Done That

There was a time when the best-known highway exit on the road to UConn was Exit 100 from Interstate 86.  Then everything changed.  It will be déjà vu all over again for Eastern Connecticut drivers during the next couple of years, as another set of prominent exits receive new numbers, courtesy of the state Department of Transportation (DOT).  The city of Norwich and the Mohegan Sun casino will be at the center of the changes.

DOT recently announced that it is planning to change Interstate 395 exit numbers as part of two projects totaling $9 million that will update road signs in accordance with U.S. government mandates for highway exits to match mile markers.

Under this plan, as reported in the Norwich Bulletin, thirty exit numbers along the interstate from New London County to the Massachusetts state line will change by the fall of 2015. Among the revisions are the northbound and southbound exits for Route 82/Downtown Norwich (Salem Turnpike) in Norwich, being changed to exit 11 from their current exit 80.  The well-known exit to Mohegan Sun, currently exit 79, would also receive a new exit number.

Construction is expected to begin in April 2014. The former exit numbers will remain on the new signs for at least two years, the DOT said last week.  Concerns about the costs to businesses to revise advertising, printed directions, and related materials have been raised.  We’ve been down this road before in Connecticut, as long-time residents will remember.

Nearly 30 years ago,  in 1984,  a more dramatic change re-wrote the exit landscape east of the Capital City, on what was then I-86 heading east from East Hartford.  The change eliminated I-86, changing the roadway’s designation to I-84, and requiring a renumbering of exits between East Hartford and the Massachusetts border, including the well-known exit 100, which led to Route 195 and UConn.  Today, it’s known as Exit 68 off I-84, the exit of champions.

In fact, I-84's intended east end has been changed twice, from the Mass Pike (I-90, Sturbridge) to Providence and back, according to the Connecticut Roads website. In late 1968, the Federal Highway Administration approved a new Interstate connection from Hartford to Providence, to be part of a rerouted I-84. The existing section of I-84 from Manchester to I-90 was redesignated I-86 (see map).

In 1970 and 1971, Connecticut built two isolated sections of the eastern I-84, in Manchester and Willimantic. Both were signed I-84. However, in 1982 Rhode Island canceled its portion of the highway, citing concerns over the Scituate reservoir, Providence's main fresh water supply. In August 1983, Connecticut canceled its portion, and the I-84 to I-86 numbering was rolled back.

The section of I-84 in Manchester became I-384, and the Willimantic section became part of US 6. This was made official on Dec. 12, 1984. The state is still trying to get an 11-mile freeway built between those two sections, from Bolton to Willimantic.

Also in the works for the coming years:  DOT has said the Route 2A exit numbers for Mohegan Sun Boulevard, the main road leading in and out of Mohegan Sun casino, will be changed.  Both the eastbound and westbound numbers will be changed to 6 from the current number 2, according to the DOT.

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.”

Rebranding of Tweed-New Haven Seen as Key to Airport Growth

For a time, it seemed as if Tweed-New Haven Airport would be handling flights without the benefit of air traffic controllers.  That altered state of reality was averted – at least for the time being – when Congress intervened, after federal sequestration budget cuts called for eliminating the control tower personnel this spring.

But at a news conference earlier this month, members of Connecticut’s Congressional delegation stressed that Tweed-New Haven and other regional airports are not out of the woods yet. That means the facility needs to more aggressively state its case – to lawmakers and the public.  Which is precisely what’s being done, with a reinvigorated public information effort including a recently developed website and logo.

Last July, officials at Tweed launched a new user-friendly website to meet the needs of its expanding customer base. The new website www.flytweed.com makes it easier to price and track flights throughout the world. In addition to the website, a new logo was created and Tweed mobile applications were launched.

The initiative to refresh the airport's identity and branding online was aimed at changing travelers' search habits, placing the airport's code ("HVN") into prominence as the first step at accomplishing that goal.  The tagline “Southern Connecticut’s Airport” is also featured with the revised logo.  The airport is served several times a day by US Airways Express, through connecting flights via Philadelphia to over 130 national or international destinations.

A report issued last year indicated that more airline passengers flew out of Tweed in 2011 than in 10 of the previous 11 years – including a jump of 11% in 2011 over 2010. Figures for 2012 were not immediately available.  Total 2011 departures exceeded the average annual number of departures over the last 12 years by a strong 24%.   It also marked the third consecutive annual increase in the number of passengers flying from Tweed.

In addition to Tweed, the six airports that would have been impacted by the federal cuts include Hartford’s Brainard Airport and the airports in Danbury, Bridgeport, Groton-New London, Waterbury.

Officials have pointed out that with competitive fares, convenient parking and easy access from downtown New Haven and I-95, Tweed’s popularity has grown  from a decade ago. The growth also reflects the increasing vitality of the New Haven business community, reflected in a growing and vibrant retail community and greater demand for residential space in the city. Airport officials have said they will continue working with airline representatives to  seek additional service and destinations.

New Video Seeks to Improve Teen Driving Safety, Recalls Tragic Death of West Hartford Teen

Kohl's Tween Safe Program is currently focusing on the dangers inherent in teen driving.  The  program's website features a new video with the father and sister of  Reid Hollister, a 17-year-old West Hartford resident who was killed in a one-car accident in 2006.  The video, prepared in association with the Connecticut Children's Medical Center,  aims to alert teens and parents to the realities and risks of teen driving.

Reid’s father, Tim Hollister, became a leading advocate for better-informed parental decision-making about teen driving in the months after Reid’s tragic death.  He was a leading member of the Governor’s Safe Teen Driving Task Force in 2007-8, which led to legislative passage of a series of stringent laws in Connecticut, including graduated teen  licenses, to lessen the risks of car crashes involving teens.

The short video, with Reid’s dad and sister on camera recounting discussing Reid’s life, and the circumstances surrounding his death, are the featured subject on Kohl’s Tween Safe website, and excerpts of their comments, along with noteworthy statistics, are also be telecast on local television stations as a public service announcement.

Tim Hollister’s blog, "From Reid's Dad," was launched in September 2009 and has been recognized by the U.S. Department of Transportation/National Highway Traffic Safety Administration Public Service Award, April 2010, for "extraordinary efforts to assist parents in making informed decisions about safe teen driving." The site includes a model teen driving agreement for teens and parents, available for download. and helpful information and suggestions regarding teen driving and parental decision-making.

The Injury Prevention Center at Connecticut Children’s Medical Center, in partnership with Kohl’s Cares®, has launched Kohl’s Tween Safe, a website and public information initiative to provide information aimed at preventing all types of injuries. The goal is to share the latest news and research to enable tweens, parents and coaches to make informed decisions.

On December 2, 2006, 17-year-old Reid Hollister, died after a one car accident.  He was driving on a three-lane Interstate highway (I-84 in Plainville) that he likely had not driven before, on a dark night just after rain had stopped, and apparently traveling above the speed limit, “he went too far into a curve before turning, then overcorrected, and went into a spin.” As the blog describes it, “While the physics of the moment could have resulted in any number of trajectories, his car hit the point of a guardrail precisely at the middle of the driver's-side door, which crushed the left-side of his chest.”

Among the statistics highlighted on the site:

• Safer teen driving starts with informed, conservative decisions about whether teens get behind the wheel of a car in the first place. Teaching teens to operate a vehicle safely is Step 2.
• Driving is the leading cause of death for people under age 20 in the United States.
• Safer teen driving is everyone's concern. In 2010, nearly 2,000 teen drivers died, but their crashes killed more than 3,000 passengers, other drivers, and pedestrians.

The video featured on the Kohl’s website was recorded recently when Connecticut Children’s Medical Center approached the Hollister family about making a video about Reid’s story, for teen drivers and their parents.

Earlier this year, the blog reported the following:  “The Governors’ Highway Safety Administration has issued a new report, New Study: Teen Driver Deaths Increase in 2012 (Feb. 26, 2013), based on preliminary fatality statistics for 2012, and the key finding should send a big shiver up our collective national spine:  after years of decline, deaths of 16 and 17 year old drivers increased in the first six months of last year. From 2011 to 2012, the national number of 16 year old driver deaths increased from 86 to 107 and the number of 17 year old deaths from 116 to 133.”