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✖️ Learn how to prepare. [Cross Market Review]( [Break the barriers, analyze the connections] [I'm man] At Cross Market Review, we are serious about being your “eyes and ears” for special opportunities for you to take advantage of. The message below from one of our partners is one we think you should take a close look at. [--------------][--------------] Automotive safety is the study and practice of automotive design, construction, equipment and regulation to minimize the occurrence and consequences of traffic collisions involving motor vehicles. Road traffic safety more broadly includes roadway design. One of the first formal academic studies into improving motor vehicle safety was by Cornell Aeronautical Laboratory of Buffalo, New York. The main conclusion of their extensive report is the crucial importance of seat belts and padded dashboards.[1] However, the primary vector of traffic-related deaths and injuries is the disproportionate mass and velocity of an automobile compared to that of the predominant victim, the pedestrian.[citation needed] According to the World Health Organization (WHO), 80% of cars sold in the world are not compliant with main safety standards. Only 40 countries have adopted the full set of the seven most important regulations for car safety.[2] In the United States, a pedestrian is injured by a motor vehicle every 8 minutes, and are 1.5 times more likely than a vehicle's occupants to be killed in a motor vehicle crash per outing.[3] Improvements in roadway and motor vehicle designs have steadily reduced injury and death rates in all first world countries. Nevertheless, auto collisions are the leading cause of injury-related deaths, an estimated total of 1.2 million in 2004, or 25% of the total from all causes. Of those killed by autos, nearly two-thirds are pedestrians.[4] Risk compensation theory has been used in arguments against safety devices, regulations and modifications of vehicles despite the efficacy of saving lives.[5] Coalitions to promote road and automotive safety, such as Together for Safer Roads (TSR), brings together global private sector companies, across industries, to collaborate on improving road safety. TSR brings together members' knowledge, data, technology, and global networks to focus on five road safety areas that will make an impact globally and within local communities.[6] The rising trend of autonomous things is largely driven by the move towards the autonomous car, that both addresses the main existing safety issues and creates new issues. The autonomous car is expected to be safer than existing vehicles, by eliminating the single most dangerous element - the driver. The Center for Internet and Society at Stanford Law School claims that "Some ninety percent of motor vehicle crashes are caused at least in part by human error".[7] But while safety standards like the ISO 26262 specify the required safety, it is still a burden on the industry to demonstrate acceptable safety. Occupational driving[edit] Main article: Work-related road safety in the United States Work-related roadway crashes are the leading cause of death from traumatic injuries in the U.S. workplace. They accounted for nearly 12,000 deaths between 1992 and 2000. Deaths and injuries from these roadway crashes result in increased costs to employers and lost productivity in addition to their toll in human suffering.[8] Truck drivers tend to endure higher fatality rates than workers in other occupations, but concerns about motor vehicle safety in the workplace are not limited to those surrounding the operation of large trucks. Workers outside the motor carrier industry routinely operate company-owned vehicles for deliveries, sales and repair calls, client visits, etc. In these instances, the employer providing the vehicle generally plays a major role in setting safety, maintenance, and training policy.[8] As in non-occupational driving, young drivers are especially at risk. In the workplace, 45% of all fatal injuries to workers under age 18 between 1992 and 2000 in the United States resulted from transportation incidents.[9] Active and passive safety[edit] The terms "active" and "passive" are simple but important terms in the world of automotive safety. "Active safety" is used to refer to technology assisting in the prevention of a crash and "passive safety" to components of the vehicle (primarily airbags, seatbelts and the physical structure of the vehicle) that help to protect occupants during a crash.[10][11] Crash avoidance[edit] See also: Active safety, Pre-crash system, and Collision avoidance system Crash avoidance systems and devices help the driver — and, increasingly, help the vehicle itself — to avoid a collision. This category includes: The vehicle's headlamps, reflectors, and other lights and signals The vehicle's mirrors The vehicle's brakes, steering, and suspension systems Driver assistance[edit] A subset of crash avoidance is driver assistance systems, which help the driver to detect obstacles and to control the vehicle. Driver assistance systems include: Driver Alertness Detection System (DADS) to help prevent crashes caused by fatigue, lack of alertness, or distractions[12] Automatic Braking systems to prevent or reduce the severity of collision. Infrared night vision systems to increase seeing distance beyond headlamp range Adaptive headlamps control the direction and range of the headlight beams to light the driver's way through curves and maximize seeing distance without partially blinding other drivers Reverse backup sensors, which alert drivers to difficult-to-see objects in their path when reversing Backup camera Adaptive cruise control which maintains a safe distance from the vehicle in front Lane departure warning systems to alert the driver of an unintended departure from the intended lane of travel Tire pressure monitoring systems or Deflation Detection Systems Traction control systems which restore traction if driven wheels begin to spin Electronic Stability Control, which intervenes to avert an impending loss of control Anti-lock braking systems Electronic brakeforce distribution systems Emergency brake assist systems Cornering Brake Control systems Assured Clear Distance Ahead measurement and speed governance systems Precrash system Automated parking system Obstacle detection sensor systems notify a driver how close A legendary investor just released [this shocking footage from the streets of San Francisco.]( And it reveals Elon Musk's “project Omega.” If you don't know what I'm talking about, it's not your fault. Crashworthiness[edit] This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (April 2016) (Learn how and when to remove this template message) Passive safety devices being put to the test in a Mazda CX-5 crossover Ferrari F430 steering wheel with airbag Crashworthy systems and devices prevent or reduce the severity of injuries when a crash is imminent or actually happening. Much research is carried out using anthropomorphic crash test dummies. Seatbelts limit the forward motion of an occupant, stretch to absorb energy, to lengthen the time of the occupant's negative acceleration in a crash, reducing the loading on the occupants' body. They prevent occupants being ejected from the vehicle and ensure that they are in the correct position for the operation of the airbags. Airbags inflate to cushion the impact of a vehicle occupant with various parts of the vehicle's interior. The most important being the prevention of direct impact of the driver's head with the steering wheel and door pillar. Laminated windshields remain in one piece when impacted, preventing penetration of unbelted occupants' heads and maintaining a minimal but adequate transparency for control of the car immediately following a collision. It is also a bonded structural part of the safety cell. Tempered glass side and rear windows break into granules with minimally sharp edges, rather than splintering into jagged fragments as ordinary glass does. Crumple zones absorb and dissipate the force of a collision, displacing and diverting it away from the passenger compartment and reducing the negative acceleration impact force on the vehicle occupants. Vehicles will include a front, rear and maybe side crumple zones (like Volvo SIPS) too. Safety Cell—the passenger compartment is reinforced with high strength materials, at places subject to high loads in a crash, in order to maintain a survival space for the vehicle occupants. Footwell intrusion is one recognized failure mode of the safety cell, and anti-intrusion bars are one component addressing protection in side impacts. Collapsible universally jointed steering columns, along with steering wheel airbag. The steering system is mounted behind the front axle - behind and protected by, the front crumple zone. This reduces the risk and severity of driver impact or even impalement on the column in a frontal crash. Pedestrian protection systems. Padding of the instrument panel and other interior parts, on the vehicle in areas likely to be struck by the occupants during a crash, and the careful placement of mounting brackets away from those areas. Cargo barriers are sometimes fitted to provide a physical barrier between passenger and cargo compartments in vehicles such as SUVs, station wagons and vans. These help prevent injuries caused by occupants being struck by unsecured cargo. They can also help prevent collapse of the roof in the event of a vehicle rollover. Post-crash survivability[edit] This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (April 2016) (Learn how and when to remove this template message) Post-crash survivability is the chance that drivers and passengers survive a crash after it occurs. Technology such as Advanced Automatic Collision Notification can automatically place calls to emergency services and send information about a vehicle collision. Pedestrian safety[edit] 1974 Mini Clubman Experimental Safety Vehicle featuring a "pedestrian-friendly" front end Cars are much more dangerous to pedestrians than they are to drivers and passengers. Two-thirds of 1.3 million yearly auto related deaths are pedestrians.[13] Since at least the early 1970s, attention has also been given to vehicle design regarding the safety of pedestrians in car-pedestrian collisions. Proposals in Europe would require cars sold there to have a minimum/maximum hood (bonnet) height.[14] From 2006, the use of "bull bars", a fashion on 4x4s and SUVs, became illegal in the European Union, after having been banned on all new cars in 2002.[15] Conspicuity[edit] Lights and reflectors[edit] Main article: Automotive lighting Vehicles are equipped with a variety of lights and reflectors to mark their presence, position, width, length, and direction of travel as well as to convey the driver's intent and actions to other drivers. These include the vehicle's headlamps, front and rear position lamps, side marker lights and reflectors, turn signals, stop (brake) lamps, and reversing lamps. School buses and semi-trailer trucks in North America are required to bear retroreflective strips outlining their side and rear perimeters for greater conspicuity at night.[16] Daytime running lamps have been required in the Nordic countries since the mid-1970s, in Canada since 1990, and throughout the European Union since 7 February 2011.[17][18] Vehicle colour[edit] A 2004 essay on the relation between car colour and safety stated that no previous studies had been scientifically conclusive.[19] Since then, a Swedish study found that pink cars are involved in the fewest and black cars are involved in the most crashes (Land transport NZ 2005). In Auckland New Zealand, a study found that there was a significantly lower rate of serious injury in silver cars, with higher rates in brown, black, and green cars. The Vehicle Colour Study, conducted by Monash University Accident Research Centre (MUARC) and published in 2007, analysed 855,258 crashes that occurring between 1987 and 2004 in the Australian states of Victoria and Western Australia that resulted in injury or in a vehicle being towed away.[20] The study analysed risk by light condition. It found that in daylight, black cars were 12% more likely than white to be involved in a collision, followed by grey cars at 11%, silver cars at 10%, and red and blue cars at 7%, with no other colours found to be significantly more or less risky than white. At dawn or dusk, the risk ratio for black cars jumped to 47% more likely than white, and that for silver cars to 15%. In the hours of darkness, only red and silver cars were found to be significantly more risky than white, by 10% and 8% respectively.[citation needed] Unused safety features[edit] Many different inventions and ideas which may or may not have been practical about auto safety have been put forward but never made it to a production car. Such items include the driver seat in the middle (to give the person a better view)[21] (the exception being the McLaren F1 super car) and control stick steering.[citation needed] The corrupt mainstream media isn't covering this story. But every American deserves to see what's happening because this is guaranteed to affect all 331 million Americans one way or another. [Click here now and learn how to prepare.]( Regards, History[edit] 18th century–19th century[edit] Automotive safety may have become an issue almost from the beginning of mechanised road vehicle development. The second steam-powered "Fardier" (artillery tractor), created by Nicolas-Joseph Cugnot in 1771, is reported by some to have crashed into a wall during its demonstration run. However, according to Georges Ageon,[22] the earliest mention of this occurrence dates from 1801 and it does not feature in contemporary accounts. One of the earliest recorded car-related fatalities was Mary Ward, on August 31, 1869, in Parsonstown, Ireland.[23] 1920s[edit] In 1922, the Duesenburg Model A became the first car to have four-wheel hydraulic brakes.[24] 1930s[edit] In 1930, safety glass became standard on all Ford cars.[25] In the 1930s, plastic surgeon Claire L. Straith and physician C. J. Strickland advocated the use of seat belts and padded dashboards. Strickland founded the Automobile Safety League of America.[26][27] In 1934, GM performed the first barrier crash test.[28] In 1936, the Hudson Terraplane came with the first back-up brake system. Should the hydraulic brakes fail, the brake pedal would activate a set of mechanical brakes for the back wheels.[29][30] In 1937, Chrysler, Plymouth, DeSoto, and Dodge added such items as a flat, smooth dash with recessed controls, rounded door handles, a windshield wiper control made of rubber, and the back of the front seat heavily padded to provide protection for rear passengers.[31][32][33][34][35][36] 1940s[edit] In 1942, Hugh DeHaven published the classic Mechanical analysis of survival in falls from heights of fifty to one hundred and fifty feet.[37] In 1947, the American Tucker was built with the world's first padded dashboard. It also came with middle headlight that turned with the steering wheel, a front steel bulkhead, and a front safety chamber.[38] In 1949, SAAB incorporated aircraft safety thinking into automobiles making the Saab 92 the first production SAAB car with a safety cage.[39] Also in 1949, the Chrysler Imperial Crown was the first car to come with standard disc brakes.[40][41] 1950s[edit] In 1955, a USAF surgeon who advised the US Surgeon General wrote an article on how to make cars safer for those riding in it. Aside from the usual safety features, such as seat belts and padded dashboards, bumper shocks were introduced.[42] In 1956, Ford tried unsuccessfully to interest Americans in purchasing safer cars with their Lifeguard safety package. (Its attempt nevertheless earns Ford Motor Trend's "Car of the Year" award for 1956.)[43] In 1958, the United Nations established the World Forum for Harmonization of Vehicle Regulations, an international standards body advancing auto safety. Many of the most life saving safety innovations, like seat belts and roll cage construction were brought to market under its auspices. That same year, Volvo engineer Nils Bohlin invented and patented the three-point lap and shoulder seat belt, which became standard equipment on all Volvo cars in 1959.[44] Over the next several decades, three-point safety belts were gradually mandated in all vehicles by regulators throughout the industrialised world.[citation needed] In 1959, American Motors Corporation offered the first optional head rests for the front seat.[45] Also in 1959, the Cadillac Cyclone concept by Harley Earl had "a radar-based crash-avoidance system" located in the on the nose cones of the vehicle that would make audible and visual signals to the driver if there were obstacles in the vehicle's path.[46] 1960s[edit] Effective on new passenger cars sold in the United States after January 1, 1964. front outboard lap belts were required.[citation needed] On September 9, 1966, the National Traffic and Motor Vehicle Safety Act became law in the U.S., the first mandatory federal safety standards for motor vehicles.[47] Effective in 1966, US-market passenger cars were required to be equipped with padded instrument panels, front and rear outboard lap belts, and white reverse (backup) lamps.[citation needed] In 1966, the U.S. established the United States Department of Transportation (DOT) with automobile safety as one of its purposes. The National Transportation Safety Board (NTSB) was created as an independent organization on April 1, 1967, but was reliant on the DOT for administration and funding. However, in 1975 the organization was made completely independent by the Independent Safety Board Act (in P.L. 93-633; 49 U.S.C. 1901).[citation needed] In 1967, equipment specifications by such major fleet purchasers as the City and County of Los Angeles, California, encouraged the voluntary installation in most new cars sold in the US of safety devices, systems, and design features including:[48] [Andrew Taylor] Andrew Taylor Publisher, InvestorPlace Elimination of protruding knobs and controls in passenger compartment Additional padding on the instrument panel and other interior surfaces Mounting points for front outboard shoulder belts Four-way hazard flashers A uniform P-R-N-D-L gear sequence for automatic transmission gear selectors Dual-circuit brake hydraulic systems In 1968, the precursor agency to the US National Highway Traffic Safety Administration's first Federal Motor Vehicle Safety Standards took effect. These required shoulder belts for left and right front-seat vehicle occupants, side marker lights, collapsible steering columns, and other safety features. 1969 saw the addition of head restraints for front outboard passengers, addressing the problem of whiplash in rear-end collisions. These safety requirements did not apply to vehicles classified as "commercial," such as light-duty pickup trucks. Thus, manufacturers did not always include such hardware in these vehicles, even though many did passenger-car duty.[citation needed] Volvo developed the first rear-facing child seat in 1964 and introduced its own booster seat in 1978.[49] Consumer information label for a vehicle with at least one US NCAP star rating 1970s[edit] In 1974, GM offered driver and passenger airbags as optional equipment on large Cadillacs, Buicks, and Oldsmobiles.[50] In 1979, NHTSA began crash-testing popular cars and publishing the results, to inform consumers and encourage manufacturers to improve the safety of their vehicles. Initially, the US NCAP (New Car Assessment Program) crash tests examined compliance with the occupant-protection provisions of FMVSS 208. Over the subsequent years, this NHTSA program was gradually expanded in scope. 1980s[edit] In 1984, New York State passed the first U.S. law requiring seat belt use in passenger cars. Seat belt laws have since been adopted by 49 states (New Hampshire has not).[51] NHTSA estimates the resulting increased seat belt use saves 10,000 per year in the United States.[52] In 1986, the central 3rd brake light was mandated in North America with most of the world following with similar standards in automotive lighting.[53] Airbags were first installed in production vehicles in the 1980s as standard equipment instead of an option as was done in the mid-1970s (such as the Oldsmobile Toronado in 1974[50][54][55]). In 1981, airbags were an available option on the Mercedes-Benz W126 (S-Class). In 1987, the Porsche 944 Turbo became the first car to have driver and passenger airbags as standard equipment, and airbags were offered as an available option on the 944 and 944S. The first airbag was also installed in a Japanese car, the Honda Legend, in 1987.[56] In 1988, Chrysler was the first United States company to install standard driver's side air bags, in six of its passenger models.[57] In 1989, Chrysler became the first U.S. auto manufacturer to install driver-side air bags in all its domestic-built automobiles.[58] 1990s[edit] In 1995, the Insurance Institute for Highway Safety (IIHS) began frontal offset crash tests.[citation needed] Also in the same year, Volvo introduced the world's first car with side airbags: the 850. In 1996, the European New Car Assessment Programme (Euro NCAP) was established to test new vehicles' safety performance and publish the results for vehicle shoppers' information.[59] The NHTSA crash tests are presently operated and published as the U.S. branch of the international NCAP programme.[60] 2000s[edit] In 2000, the NHTSA released a regulation making trunk releases mandatory for new cars by September of the following year due, in part, to the lobbying efforts of Janette Fennell.[61] In 2003, the IIHS began conducting side impact crash tests. In 2004, NHTSA released new tests designed to test the rollover risk of new cars and SUVs. Only the Mazda RX-8 got a 5-star rating.[citation needed] In 2009, Citroën became the first manufacturer to feature "Snowmotion", an Intelligent Anti Skid system developed in conjunction with Bosch, which gives drivers a level of control in extreme ice or snow conditions similar to a 4x4.[62] In 2009, NHTSA upgraded its roof-crush standard for vehicles weighing 6000 pounds or less. The new standard increased the crush load requirement from 1.5 to 3 times the vehicle's curb weight.[63][64] 2010s[edit] From 2011, new cars should have brake assist system in the EU, according to The Pedestrian Protection Regulation (EC) 78/2009.[65] Starting in 2012, all cars under 10,000 lbs. sold in the US are required to have Electronic Stability Control.[66] In 2014, ESP (Electronic Stability Program) and TPMS became mandatory in the European Union, with also the driver seat belt reminder and the ISOFIX system, under General Safety Regulation (EC) No 661/2009.[67] In 2015, recognizing that safer roads are a shared responsibility, Together for Safer Roads (TSR) was formally launched to align the private sector's road safety efforts with the United Nations Decade of Action for Road Safety.[6] In 2016 and 2017, ABS became mandatory on motorcycles in the EU.[68] In 2018, eCall became mandatory in the EU, and reverse camera in the US.[69] In 2019, the EU legislated to revise the General Safety Regulation (GSR), the revision includes the following automotive safety features:[70] Intelligent Speed Assistance (ISA) Drowsiness Alerts (DDR-AW) Distraction Alerts Event Data Recorders (EDR) Advanced Emergency Braking Alcohol Interlock Installation Facilitation (ALC) Tire-pressure monitoring system (TPMS) Emergency Stop Signals (ESS) Lane Departure Warning Systems Reversing Detection (REV) Safety-belt Warning Systems covering all the seats in a vehicle Vehicle Master Control Switches Driver Availability Monitoring Systems In addition, a number of regulatory changes have been made in the update to the GSR in relation to vehicle design, in which the following have been mandated:[70] Enlargement of Head Impact Zones. Reduction of blind spots for buses, vans and HGVs. Improved easy access, for people with low levels of mobility, on buses which have a capacity over 22 persons, and which allow standing. Regulation in relation to frontal protection systems. Previously vans, SUVs and MPVs were exempted from regulations pertaining to height and vehicle characteristics, these exemptions have been revised. [Cross Market Review]( We are reaching out to you because you have shown interest in Financial Content by filling out one of our sign-up forms or pages. [Privacy Policy]( | [Terms & Conditions]( Email sent by Finance and Investing Traffic, LLC, owner and operator of Cross Market Review This ad is sent on behalf of InvestorPlace Media at 1125 N. Charles Street, Baltimore, Maryland 21201. If you’re not interested in this opportunity, please [click here]( and remove yourself from these offers. This offer is brought to you by Cross Market Review. 221 W 9th St # Wilmington, DE 19801. 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