Traffic Safety Quotes

His idea of traffic safety is going too fast for the cops to catch up.

Cars slowed to a crawl as drivers rubber-necked to watch her ride by. She was a glamorous hazard to traffic safety.

The Audi tires squealed as the vehicle tracked the same path. Jake hammered down the avenue, hunting for a getaway. Traffic thickened at the juncture ahead. A green light flickered into amber. He ramped up over the limit, punching over the white lines on a red signal. Tires screeched and a horn beeped. The needle sat on one hundred kilometers per hour. He fishtailed at a laneway. The GPS showed a right angle, car slid into a slot in an overhang. Jake got out and crept toward the opening, hugged the brick wall. He pulled the SIG and flicked off the safety. The Audi braked at the mouth. Door slammed. A shadow fell over the concrete. The swish of clothing indicated a possible weapon draw.

More than 90 percent of these accidents are caused by very human errors: somebody drinking alcohol and driving, somebody texting a message while driving, somebody falling asleep at the wheel, somebody daydreaming instead of paying attention to the road. The National Highway Traffic Safety Administration estimated in 2012 that 31 percent of fatal crashes in the United States involved alcohol abuse, 30 percent involved speeding, and 21 percent involved distracted drivers.7 Self-driving vehicles will never do any of these things. Though they suffer from their own problems and limitations, and though some accidents are inevitable, replacing all human drivers by computers is expected to reduce deaths and injuries on the road by about 90 percent.8 In other words, switching to autonomous vehicles is likely to save the lives of one million people every year.

Every time something really bad happens, people cry out for safety, and the government answers by taking rights away from good people. We have no proof that the bad, stupid crazy people who have planted bombs in the past few years used the phone much for their stupid bad crimes, let alone logged on the Internet. Yet when those kind of bad things happen nowadays, the government tries to do bad things to phones and the Net. The phones and the Internet are just good smart things, and the government should leave them alone. You have to watch the government all the time on everything. Thomas Jefferson didn't say that, but he said something very close to that.

For millenia migrating birds have filled the skies, heading south in search of warmer climes and richer pickings. Conversely, these days, droves of our fellow beings struggle northbound against all odds, seeking safety and a better life. The key difference ? This vast exodus of human traffic moves in one direction only. A testimony to failed foreign policy and disastrous military intervention that may have sown the seeds of European disintegration.

The pursuit of a kind of absolute safety, above all other considerations of what makes places good environments, has not only made those streets and cities less attractive, it has, in many cases, made them less safe.

I know what you want. One month after the ascension of Philippe the Gullible, M. Laclos found in a gutter, deceased. Blamed on a traffic accident. Two months after, King Philippe found in a gutter, deceased— it really is a bad stretch of road. Philippe’s heirs and assigns having coincidentally expired, end of the monarchy, reign of M.Danton.

Yet something even more profound has happened in this ongoing story of later school start times - something that researchers did not anticipate: the life expectancy of students increased. The leading cause of death among teenagers is road traffic accidents, and in this regard, even the slightest dose of insufficient sleep can have marked consequences, as we have discussed. When the Mahotomedi School District of Minnesota pushed their school start time from 7:30 to 8:00 a.m., there was a 60 percent reduction in traffic accidents in drivers sixteen to eighteen years of age.

Not many years ago, nearly 100 percent of people who thought they were being constantly watched were certifiable paranoids. But recently it was revealed that, in the name of public safety, Homeland Security and more than a hundred other local, state, and federal agencies are operating aerial surveillance drones of the kind previously used only on foreign battlefields— at low altitudes outside the authority of air-traffic control. Soon, the bigger worry will not be that, as you walk your dog, you are secretly being watched but that the rapidly proliferating drones will begin colliding with one another and with passenger aircraft, and that you’ll be killed by the plummeting drone that was monitoring you to be sure that you picked up Fido’s poop in a federally approved pet-waste bag.

Did you know there was a serious bus crash in the centre of London the same day as the terror attacks in Paris? Almost as many people were killed as in Paris. Norwegians who had friends in Paris started calling, worried they might be among the dead. But no one was particularly worried about their friends in London. After the terror attacks people were frightened of going to Paris, even though the police there were on high alert. No one was worried about travelling by bus in London even though traffic safety hadn’t improved.

This raises the interesting, if seemingly outlandish, question of why car drivers, virtually alone among users of wheeled transport, do not wear helmets. Yes, cars do provide a nice metal cocoon with inflatable cushions. But in Australia, for example, head injuries among car occupants, according to research by the Federal Office of Road Safety, make up half the country’s traffic-injury costs. Helmets, cheaper and more reliable than side-impact air bags, would reduce injuries and cut fatalities by some 25 percent.95 A crazy idea, perhaps, but so were air bags once.

know what he means. The street is brighter, the business signs are on straight, and there’s a popular coffee chain at the end of the road. Gourmet coffee? We don’t need that, but it’s still here. And with the shop comes gourmet coffee drinkers who demand cleaner streets, working traffic lights, and safety.

From the safety of his BMW with tinted windows, he watched Hannah Young pull out of her parking space, seemingly in a hurry to leave work. He'd hoped to catch her alone, but the garage was too busy right now. He wasn't out of place at all, but he couldn't have made a move against her without someone noticing. And following her from the hospital wasn't an option. Traffic in Miami was too thick this time of day. Something told him she'd notice if he tailed her. Hannah was far too smart for her own good. She'd seen something she shouldn't have, and unfortunately he needed to eliminate her. It wasn't something he relished doing, but it came down to his life or hers.

In many ways, communications networks are like road systems: their purpose is to move traffic quickly from one place to another with minimum congestion. They therefore present similar problems to their designers. Speed is important, of course, and so is safety, which means essentially the same in communications as it does on highways: what arrives at a destination should bear as close a resemblance as possible to whatever left the departure point.

That’s just the way life is. It can be exquisite, cruel, frequently wacky, but above all utterly, utterly random. Those twin imposters in the bell-fringed jester hats, Justice and Fairness—they aren’t constants of the natural order like entropy or the periodic table. They’re completely alien notions to the way things happen out there in the human rain forest. Justice and Fairness are the things we’re supposed to contribute back to the world for giving us the gift of life—not birthrights we should expect and demand every second of the day. What do you say we drop the intellectual cowardice? There is no fate, and there is no safety net. I’m not saying God doesn’t exist. I believe in God. But he’s not a micromanager, so stop asking Him to drop the crisis in Rwanda and help you find your wallet. Life is a long, lonely journey down a day-in-day-out lard-trail of dropped tacos. Mop it up, not for yourself, but for the guy behind you who’s too busy trying not to drop his own tacos to make sure he doesn’t slip and fall on your mistakes. So don’t speed and weave in traffic; other people have babies in their cars. Don’t litter. Don’t begrudge the poor because they have a fucking food stamp. Don’t be rude to overwhelmed minimum-wage sales clerks, especially teenagers—they have that job because they don’t have a clue. You didn’t either at that age. Be understanding with them. Share your clues. Remember that your sense of humor is inversely proportional to your intolerance. Stop and think on Veterans Day. And don’t forget to vote. That is, unless you send money to TV preachers, have more than a passing interest in alien abduction or recentlypurchased a fish on a wall plaque that sings ‘Don’t Worry, Be Happy.’ In that case, the polls are a scary place! Under every ballot box is a trapdoor chute to an extraterrestrial escape pod filled with dental tools and squeaking, masturbating little green men from the Devil Star. In conclusion, Class of Ninety-seven, keep your chins up, grab your mops and get in the game. You don’t have to make a pile of money or change society. Just clean up after yourselves without complaining. And, above all, please stop and appreciate the days when the tacos don’t fall, and give heartfelt thanks to whomever you pray to….

self-driving vehicles could provide people with much better transportation services, and in particular reduce mortality from traffic accidents. Today close to 1.25 million people are killed annually in traffic accidents (twice the number killed by war, crime, and terrorism combined).6 More than 90 percent of these accidents are caused by very human errors: somebody drinking alcohol and driving, somebody texting a message while driving, somebody falling asleep at the wheel, somebody daydreaming instead of paying attention to the road. The National Highway Traffic Safety Administration estimated in 2012 that 31 percent of fatal crashes in the United States involved alcohol abuse, 30 percent involved speeding, and 21 percent involved distracted drivers.7 Self-driving vehicles will never do any of these things. Though they suffer from their own problems and limitations, and though some accidents are inevitable, replacing all human drivers by computers is expected to reduce deaths and injuries on the road by about 90 percent.8 In other words, switching to autonomous vehicles is likely to save the lives of one million people every year.

We crossed the street and turned left into one of the side streets, which was only slightly less wide. Here the traffic was lighter. To the left and slightly in front of us, two men walked shoulder to shoulder. The first wore leather pants, a white shirt with wide sleeves, and a leather vest over it. A wide leather bracer enclosed his left forearm. His hair, a rare blond shade, almost gold, hung in a ponytail down his back. He moved with a casual aristocratic elegance, perfectly balanced. Watching him, you had a feeling that if the road suddenly became a tightrope, he would just keep on walking without breaking a stride. My father moved like that. I sped up a little. We drew even and I saw a slender sword on his waist. That's what I thought. An expert swordsman. I glanced at his face and blinked. He was remarkably handsome. The man to his left was larger, his shoulders broader, his body emanating contained aggression. He didn't walk, he stalked, and you could tell by the way he moved that he would be very strong. His auburn hair looked like he'd rolled out of bed, dragged his hand through it, and gone on about his day. He wore dark pants and a black leather jacket that was more doublet than motorcycle. A ragged scar crossed his left cheek and when he turned his head, his eyes shone with yellow. Interesting. "It's always work with you," the russet-haired man said. "Some of us have to mind the safety of the realm," the blond said. A narrow smile curled his lips. "I've given the realm eight years of my life. It can bite me," his stocky companion retorted. "How far is it?" The slim man raised his left arm. A hawk dropped out of the sky and landed on his bracer. "We're almost there. Two blocks left." "Good. Let's get this crap and go home." They turned into the side street. "That bird smelled dead," Sean said.

As we go forward in life, we come more and more to realize the wisdom of being obedient, not because we are afraid of the law, but because we recognize the importance, wisdom, and necessity of law in civilized life. Freedom within the law is indispensable if your life is to be rich and radiant. Liberty is a prized possession, which should be jealously guarded, but it may be jeopardized by disobedience. We should not assume that liberty and license are synonymous. Sometimes we find people of all ages who resent regulations, restraints, or prohibitions of any kind. They seem to assume that rebellious disregard for rules or laws indicates emancipation and independence. In a foolish attempt to demonstrate their freedom they lose it, forgetting that real liberty can only be enjoyed by obedience to law. Consider for a moment our traffic laws, with their daily toll of suffering, loss, and death. It must be evident to all that these laws are enacted and enforced for the good and protection of people and property. Is it not, therefore, foolhardy to endanger oneself and others simply to show one's independence or importance. Of course, we may disregard the traffic laws, drive on the wrong side of the street, exceed speed limits, go through red lights, just for the satisfaction of showing off and doing as we please, but if we continue to act in such an irresponsible manner, we must eventually pay a price all out of proportion to any momentary satisfaction. . . . Speaking of the duty of parents to children, [John] Locke said, "Liberty and indulgence can do no good to children; their want of judgment makes them stand in need of restraint." . . . Any person is stupid who thinks he can defy the law with impunity. They who obey the law find it to be a safeguard and protection, a guarantee against privilege and favoritism; it applies to all, regardless of rank, station, or status. When properly administered, its rewards and punishments are inflexible. They are at once a warning, a promise, and a safeguard. If they whose duty it is to enforce the law were whimsical or capricious, or if the laws were not administered and enforced with undeviating justice and equity, there would be confusion, defiance, and rebellion. With the average, normal person, force will not become necessary, but sometimes, for the safety of society, drastic measures must be employed.

from the upcoming novel, Agent White: A figure dressed all in black ran across the rooftops in the rain. A black cloak fluttered behind him as he ran two and sometimes three stories above the sidewalk where Ezra Beckitt stood. Long silver hair tied back in a ponytail flew out behind him, exposing ears that came to sharp points. His left ear was pierced with a silver ring, high up in the cartilage. Like the old man, this black figure wore a sword; but this weapon was long and thin, slightly curved. The blade stuck out behind him for three and a half feet, almost seeming to glow against the grey backdrop of the rain-soaked cityscape. Suddenly, the figure in black looked down into the street and saw Ezra there. More, he saw Ezra seeing him. Startled, he lost his sure footing and slid down the steep incline of an older building’s metal roof, the busy street below waiting to catch him in an asphalt embrace. The figure in black got his feet under himself and pushed, flying out into space above the street. For an eternity Ezra watched him, suspended in the air and the rain with his cloak spread in midnight ripples around him, and then the figure in black flipped neatly and landed on the sidewalk half a block away. The pavement cracked, pushing up in twisted humps around the figure in black’s tall leather boots. Before the sound of this impact even reached Ezra the figure was up and gone, dashing through the morning throngs waiting for buses or headed to the ‘tram station. Ezra saw a girl’s hair blow back in the wind created by his passing, but she never noticed him. A young techie blinked his 20-20’s (Ezra’s own enhanced senses picked up the augmented eyes because of a strange, silvery glow in the pupils) and turned halfway around, almost seeing him. And then the figure in black darted into an alley, gone. Ezra drew his service weapon and ran after, pushing his way through the sidewalk traffic. Turning into the alley he skidded to a stop, stunned; the figure in black was still there. The alley was just wide enough to accommodate Ezra’s shoulders- he couldn’t have held his arms out at his sides. Dumpsters spilled their trash out onto the wet pavement. The alley ended in a fire door, the back exit of a store on the next street over. Even if it was locked, Ezra didn’t think it would pose a real problem for the figure in black. No, he was waiting for him. Ezra advanced with his gun out in front of him, and his eyes locked with the figure in black’s. His were completely black- no pupils, no corneas, only solid black that held no light. The figure in black smiled, exposing teeth that looked very sharp, and laid his hand on the hilt of his sword. He wore leather gloves with the fingers cut off. His fingers were very long and very white. “Don’t even think about it,” Ezra said, clicking the safety off his weapon. “I am a Hatis City Guard, an if you move I will put you down.” This only seemed to amuse the figure in black, whose smiled widened as he drew his sword. Ezra opened fire.

February 3 Detours and Other Opputunities And your ears shall hear a word behind you, saying, This is the way; walk in it, when you turn to the right hand and when you turn to the left.—Isaiah 30:21 (AMP) In our city we are experiencing what seems to be never ending work on our streets and highways. Roads are being widened, safety medians installed, and turning lanes created, to name a few. Although the activity, the many people, and the massive machinery are expected with progress, the interruptions in the regular traffic flow are a nuisance. While we may recognize that the end results will be beneficial and help our traffic to move smoother, faster, and more safely, the delays are unwelcome. As I drove one of our major, busiest roads recently, I encountered an unanticipated slow down. I wasn’t in a particular hurry, just slightly irritated that I had to adjust my plans. Yes I was thankful for the advance warnings that the lane would be closing and for the workers directing us to an alternate route. But glancing around, it was easy to see that my fellow travelers harbored the same feelings of impatience as I did. Life’s highways have similar encounters. While we know that God is the master planner, the detours and changes in our travel are not always welcomed. We may acknowledge that his ways are not our ways, but our stubbornness still emerges accompanied by its fair share of annoyance. As we travel, God provides signs for us. Some are cautions; others are a clear and direct STOP! or GO! Some we call detours, some opportunities. Truth is, detours and slowdowns provide us with opportunity. We just need to pay attention to God’s directions and look for the opportunity whichever road he takes us down. Father, I thank You that You see the whole road and direct me along the way. Help me to accept Your detours in trust and obedience.

But as soon as you enter a university, we witness a radical and communal face of Communism. Here, they propagate the weaknesses and evils of Hindu culture. They manipulate and twist ancient books to misrepresent them and provoke students. For example, they use Tulsidas’ chaupai, without mentioning the rest of the Ramcharitmanas, which is the real context. “ढोल गंवार शूद्र पशु नारी, सकल ताडना के अधिकारी.” Dhol ganvar shudra pashu nari, sakal tadana ke adhikari. ‘The above lines are spoken by the Sea Deity Samudra to Ram. When Lord Ram got angry and took out his weapon in order to evaporate the whole sea, the deity appeared and said the above lines in the context of boundaries that are created by God himself in order to hold his creations.  ‘What Leftists do is that they very cleverly translate it literally in Hindi, ignoring the fact that Ramcharitmanas is written in Awadhi and the same word means one thing in Hindi and another in Awadhi. While the literal meaning of the line in Hindi is ‘Drums, the illiterate, lower caste, animals and women deserve a beating to straighten up and get the acts together’, its real meaning in Awadhi is different. In Awadhi, tadna means to take care, to protect. Whereas, in Hindi, the same word means punishment, torture, oppression. Samudra meant that like drums, the illiterate, Shudra, animals and women need special care and need to be protected in the boundary of a social safety net. In the same way, the sea also needs to reside within the boundaries created by God. And hence, Samudra gave the suggestion to create the iconic Ram Setu. ‘Here, Shudra doesn’t mean lower caste or today’s Dalit. It meant people employed in cottage industries.’ I remember there is a book by R.C. Dutta, Economic Interpretation of History, in which he has said that when the Indian economy was based on the principles of Varna, handicrafts accounted for over twenty-five percent of the economy. Artisans and labour who were involved in the handicraft business were called ‘Shudra’. If there was so much caste-based discrimination, why would Brahmins use their produce? Both Dutta and Dadabhai Naoroji have written that the terminology of ‘caste discrimination’ was used by the British to divide Indian society on those lines.

In the shock of the moment, I gave some thought to renting a convertible and driving the twenty-seven hundred miles back alone. But then I realized I was neither single nor crazy. The acting director decided that, given the FBI’s continuing responsibility for my safety, the best course was to take me back on the plane I came on, with a security detail and a flight crew who had to return to Washington anyway. We got in the vehicle to head for the airport. News helicopters tracked our journey from the L.A. FBI office to the airport. As we rolled slowly in L.A. traffic, I looked to my right. In the car next to us, a man was driving while watching an aerial news feed of us on his mobile device. He turned, smiled at me through his open window, and gave me a thumbs-up. I’m not sure how he was holding the wheel. As we always did, we pulled onto the airport tarmac with a police escort and stopped at the stairs of the FBI plane. My usual practice was to go thank the officers who had escorted us, but I was so numb and distracted that I almost forgot to do it. My special assistant, Josh Campbell, as he often did, saw what I couldn’t. He nudged me and told me to go thank the cops. I did, shaking each hand, and then bounded up the airplane stairs. I couldn’t look at the pilots or my security team for fear that I might get emotional. They were quiet. The helicopters then broadcast our plane’s taxi and takeoff. Those images were all over the news. President Trump, who apparently watches quite a bit of TV at the White House, saw those images of me thanking the cops and flying away. They infuriated him. Early the next morning, he called McCabe and told him he wanted an investigation into how I had been allowed to use the FBI plane to return from California. McCabe replied that he could look into how I had been allowed to fly back to Washington, but that he didn’t need to. He had authorized it, McCabe told the president. The plane had to come back, the security detail had to come back, and the FBI was obligated to return me safely. The president exploded. He ordered that I was not to be allowed back on FBI property again, ever. My former staff boxed up my belongings as if I had died and delivered them to my home. The order kept me from seeing and offering some measure of closure to the people of the FBI, with whom I had become very close. Trump had done a lot of yelling during the campaign about McCabe and his former candidate wife. He had been fixated on it ever since. Still in a fury at McCabe, Trump then asked him, “Your wife lost her election in Virginia, didn’t she?” “Yes, she did,” Andy replied. The president of the United States then said to the acting director of the FBI, “Ask her how it feels to be a loser” and hung up the phone.

WASHINGTON -As states liberalize their marijuana laws, public officials and safety advocates worry that more drivers high on pot will lead to a big increase in traffic deaths.

a moment later the second of Sverdlov’s men leapt out from behind the truck with his automatic raised. He was about take the shot at Maria, but Cris snapped off two rounds. Both buried themselves in his chest, and he collapsed to the sidewalk in a welter of blood. Bystanders were running, and a woman was screaming. He ignored them, reached the table, and stuck his gun in Sverdlov’s face. "Keep your hands in view, and don't move. Maria, we're leaving. You’ve seen the deal they were about to make with you. All they wanted was to get you here to kill you. Isn't that right, Major?" The Russian didn't reply, but his silence was eloquent. They raced across the street back to the Dodge and leapt inside. Sirens were starting to wail, and they had to get out of the city. He drove away fast and out of town, heading north. “Use your phone. Call March, and tell him we’re heading his way. You’ll be able to ask him about Alexander, and see if he can fix us up somewhere remote to stay. Like before, but not his place, an address with no connection to him, and nowhere near Alexander. They could use him again to reach you.” She made the call. It was brief, and she relayed it to him when she’d finished the call. “March said he’d do what he can to find us a place. Cris, what are you planning?” Her voice sounded different, not frightened, but hollow, empty of hope. He spoke as he weaved through the traffic to get away before someone came after them. The Russians, Chicago PD, U.S. Immigration, and maybe a couple more agencies he wasn’t yet aware of. "We need to go back to where it all started, where these bastards first picked us up. I’ll drive to the floatplane base, and if Warner is still there, I'll get him to fly us back to Vermont. It’s time to get ahead of them and make preparations for when they try again." "Why Vermont?" He frowned; annoyed he’d got it so wrong before. "I made a mistake coming here. I thought we could lose ourselves in the city, but the Russians have the same technical resources as U.S. Law Enforcement. Which means wherever we go, they'll find us. We have to go back to somewhere remote. Where there are no cameras.” “And what then? More shooting, more killing?” It didn’t sound like Maria. More like a frightened girl, frightened for the safety of her son.

Still, the roads were fairly clear of traffic, aside from those families that did not wish to take a chance by sticking around and waiting to see what happened next. Those were the smart ones.

Sullenberger later wrote about [air traffic controller] Harten, "his words let me know that he understood that these hard choices were mine to make, and it wasn't going to help if he tried to dictate a plan to me.

The tesla model S car aced all of its national highway traffic safety tests. In fact it's so safe that it actually broke the crash testing gear.

Instead, help your new kitten to associate cars with fun, happy experiences instead of just trips to the vet. The process, called desensitization using classical conditioning, takes patience and time, but works whether your kitty acts scared, sick, or just hyper. Use A Crate. For safety's sake, kittens and cats must ride inside a carrier while in the car. A loose pet becomes a furry projectile in case of an accident. The driver needs to concentrate on the road and traffic, not the bouncy baby on a lap or under the pedals. Even well-behaved cats loose in the car could be injured, because an airbag will crush the crate and pet if on the front seat during an accident. So be sure to crate train the cat before you hit the road. Let Him Explore. Even though he'll be inside a crate, it's helpful for kitty to experience positive things about the car before you start the engine. Cats are sensitive to environment and territory which is why they prefer staying home in familiar surroundings. So once the cat carrier is securely in the closed car, sit beside your cat and open the carrier door. Allow him

Quand un industriel de l'automobile commercialise un 4 x 4 offrant cinq places et pesant plus de 2 tonnes, qui produit trois fois plus de dioxyde de carbone qu'un véhicule "raisonnable" assurant le même service, nous sommes confrontés à une urgence de sécurité sanitaire. [...] Lutter contre de tels excès et contre les manipulations qui leur sont liés n'est pas un excès "hygiéniste, c'est un devoir social. Sur ce dossier, les industriels ont eu un comportement manipulateur et irresponsable qui est bien documenté. Ils ont pendant les quarante dernières années réalisé des progrès très importants dans la sécurité primaire et secondaire de leurs véhicules tout en supprimant une partie de ces progrès par des accroissements en grande partie inutiles de la masse et totalement inutiles de la vitesse maximale.

Twenty-two US states have amended their constitutions to forbid any gasoline tax revenues at all from being spent on sidewalks.37 Many of these laws were passed in the 1960s with the financial backing of highway construction lobbyists.38 At the federal level, bicyclists and pedestrians now represent about one in five traffic deaths, but they receive less than 1.5 percent of all federal infrastructure funding.39 Increasing political polarization may also play a role. Just as the pedestrian death crisis was beginning to present itself in 2012, and in an era of loud and renewed interest in active transportation, the Republican-led US Congress substantially reduced federal funding support for walking and biking programs. In addition, following the election of Donald Trump in 2016, the newly regulation-averse US Department of Transportation slow-walked reforms that could have, for the first time, made automakers more accountable for their design impacts on pedestrian safety.

India’s road safety challenges are complex and multifactorial, rooted in a combination of rapid urbanization, a surge in vehicular density, inadequate infrastructure, and lax enforcement of traffic regulations.

As cities expand and more vehicles take to the roads, the infrastructure struggles to keep pace, resulting in congestion, compromised safety, and an increased risk of accidents. The need for a holistic approach that encompasses infrastructure development, public awareness campaigns, and stringent law enforcement becomes evident in addressing this critical issue.

Improving road safety is not merely a matter of reducing fatalities; it is an integral aspect of achieving broader sustainable development goals. As the global community strives towards creating safer and more inclusive societies, road safety must occupy a central place in policy discussions. This involves not only addressing immediate challenges but also fostering a culture of responsible driving, improving emergency response capabilities, and implementing sustainable urban planning practices.

As the world navigates the complex crossroads of urbanization, technology, and societal needs, ensuring the safety of road users must be a shared responsibility, transcending borders and economic divides.

Twenty-seven years later It wasn’t until 2006 that Norman had the courage to look up the National Transportation Safety Board’s Accident Report for the crash and read the transcription of the pilot’s radio conversation with air traffic control. They had been doomed almost from takeoff. The pilot was using an underpowered plane with insufficient instruments on a rough day. He didn’t get a weather briefing or file a flight plan. He shouldn’t have taken off let alone headed into the storm. Thirty seconds into the flight he seemed lost and he was warned three times by air traffic control not to continue flying as he was. Big Bear airport was at an altitude of 2,100 m (7,000 ft) and was unmanned. Even with the right instruments and a modern plane it would have been all but impossible to land that day. Norman also went back up to the mountain to where Sandra had fallen. He paid his respects and continued up to the site of the crash. He was surprised, but even from that high vantage point he couldn’t see the meadow where he had been rescued. The big ridge blocked it out. So how had he known where to head for that day? Had he sensed the most likely place to find another human being? Was he lucky? Or maybe, just maybe, someone was looking out for him. This story is a brief retelling of the events in Crazy for the Storm by Norman Ollestad, published by HarperPress. Reprinted by permission of HarperCollins Publishers Ltd © 2009 Norman Ollestad.

Aviation is different from science but it is underpinned by a similar spirit. After all, an airplane journey represents a kind of hypothesis: namely, that this aircraft, with this design, these pilots, and this system of air traffic control, will reach its destination safely. Each flight represents a kind of test. A crash, in a certain sense, represents a falsification of the hypothesis. That is why accidents have a particular significance in improving system safety, rather as falsification drives science.

After the oil embargo in the 1970s, safety researchers fretted that fuel-efficient “minicars” would “capture 40% of the automobile market by the year 2000” and devastate the US road safety recorde (whereas by 1990, they predicted it would approach 70,000 fatalities each year) while bankrupting US auto manufacturers due to liability claims.2 Reports like this habitually fail to point out that heavier vehicles are less safe for everybody else on the street. That includes pedestrians or bicyclists as well as those in other cars.f So, the question is, safe for whom?

The National Transportation Safety Board’s recent speed report suggests five approaches.15 First, they want to lower speed limits. Cool. Second, they want to use “data-driven approaches for speed enforcement” in combination with their third approach, automated enforcement. OK. Fourth on the list is what they call “intelligent speed adaptation.” This term refers to things like onboard warnings when the driver speeds, but also includes using technology to limit car speeds in particular locations and on specific streets. Sounding better. Last, they say we need to do better when it comes to exercising “national leadership,” which basically means we need more funding and more education. I

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Most strikingly, the court issues municipal arrest warrants not on the basis of public safety needs, but rather as a routine response to missed court appearances and required fine payments. In 2013 alone, the court issued over 9,000 warrants on cases stemming in large part from minor violations such as parking infractions, traffic tickets, or housing code violations. Jail time would be considered far too harsh a penalty for the great majority of these code violations, yet Ferguson’s municipal court routinely issues warrants for people to be arrested and incarcerated for failing to timely pay related fines and fees. Under state law, a failure to appear in municipal court on a traffic charge involving a moving violation also results in a license suspension. Ferguson has made this penalty even more onerous by only allowing the suspension to be lifted after payment of an

I’d be hard-pressed to find a better start to a brand story than the one that chronicles the birth of “the people’s car,” the Tata Nano. The story goes that Ratan Tata, chairman of the well-respected Tata Group, was travelling along in the pouring rain behind a family who was precariously perched on a scooter weaving in and out of traffic on the slick wet roads of Bangalore. Tata thought that surely this was a problem he and his company could solve. He wanted to bring safe, affordable transport to the poor—to design, build, and sell a family car that could replace the scooter for a price that was less than $2,500. It was a business idea born from a high ideal and coming from a man with a track record in the industry, someone with the capability to innovate, design, and produce a high-quality product. People were captivated by the idea of what would be the world’s cheapest car. The media and the world watched to see how delivering on this seemingly impossible promise might pan out. Ratan Tata did deliver on his promise when he unveiled the Nano at the New Delhi Auto Expo in 2009, six years after having the idea. The hype around the new “people’s car” and the media attention it received meant that any mistakes were very public (several production challenges and safety problems were reported along the way). And while the general public seemed to be behind the idea of a new and fun Indian-led innovation, the number of Facebook likes (almost 4 million to date) didn’t convert to actual sales. It seemed that while Tata Motors was telling a story about affordability and innovating with frugal engineering (perhaps “lean engineering” might have worked better for them), the story prospective customers were hearing was one about a car that was cheap. The positioning of the car was at odds with the buying public’s perception of it. In a country where a car is an aspirational purchase, the Nano became symbolic of the car to buy if you couldn’t afford anything else. Since its launch in 2009, just over 200,000 Nanos have sold. The factory has the capacity to produce 21,000 cars a month. It turns out that the modest numbers of people buying the Nano are not the scooter drivers but middle-class Indians who are looking for a second car, or a car for their parents or children. The car that was billed as a “game changer” hasn’t lived up to the hype in the hearts of the people who were expected to line up and buy it in the tens of thousands. Despite winning design and innovation awards, the Nano’s reputation amongst consumers—and the story they have come to believe—has been the thing that’s held it back.

Keeping the gun pointed at her, I flipped the safety off. All at once I could hear the noise of the city, the traffic pulsing on the expressway, the subways roaring under the sidewalks, millions of people out talking and driving around, living their lives. I smelled coffee and cigarettes and perfume and wet trees, tasted it in the air. It was all incredibly alive, like my heart and lungs working on overload, resonating in my chest and pounding through my skull.

The third barrier is the superstitious belief that thinking irrational thoughts keeps the plane in the air. It is true that, if you have flown in the past, you worried and the plane arrived safely. You may even have “helped” by listening to every sound, counting the screws on the wings to see if any were missing, watching the faces of the flight attendants for any sign of panic, looking out the window for other planes that might be on a collision course with your plane, and so forth. Unfortunately, your hypervigilant behavior became linked to the safe arrival of the plane. Giving up your superstitious belief that your monitoring actually was the factor that ensured the safety of the flight may be more scary than flying itself. I can only assure you that you had nothing to do with the plane arriving safely. It is impossible for a relatively small person sitting inside the plane to hold up a modern jetliner that may weigh from 100,000 to 1,000,000 pounds. The air traffic control system and the onboard Traffic Alert and Collision Avoidance System (TCAS) keep the planes a safe distance apart, not your watchful behavior. Decide now to give up these irrational thoughts.

traffic—when overtaking a slow truck on a blind curve, his safety technique is a muttered prayer.

research has suggested a link between liberal marijuana policies and low traffic fatality rates. Studies from the Dutch Institute for Road Safety, the U.S. National Transportation Safety Administration, the United Kingdom Transport Research Lab, Colorado University, and Montana State University have all come to the same conclusion: postlegalization, Colorado experienced a drop in both traffic fatalities and beer sales.

An engineer designing a street or road prioritizes the world in this way, no matter how they are instructed: Traffic speed, Traffic volume, Safety, Cost The rest of the world generally would prioritize things differently, as follows: Safety, Cost, Traffic volume, Traffic speed In other words, the engineer first assumes that all traffic must travel at speed. Given that speed, all roads and streets are then designed to handle a projected volume. Once those parameters are set, only then does an engineer look at mitigating for safety and, finally, how to reduce the overall cost (which at that point is nearly always ridiculously expensive).

Safety-Conscious Shopper You want a safe and reliable vehicle you can trust to keep you and your family safe on the road. Short Cut: Read about the National Highway Traffic Safety Administration's new Government 5-Star Safety ratings system

Few people would dream of hiring a contractor to build them a house and expect it to be built to a safe standard only 85 percent of the time; similarly, few people would want to eat out in a restaurant where only 85 percent of the meals were safe to eat. Why then do we accept such sloppiness in road safety, where a situation in which 85 percent of drivers going the speed limit is deemed to be good enough?

Be Careful What You Invent (England) George Musgrave was ticketed not long ago by a traffic bobby in London for parking on a yellow line. It was a minor offense and a minor fine, but there was something unusual about the crime. You see, George Musgrave was responsible for the very existence of the yellow line. In 1947, George had suggested that the Motor Vehicle Department use yellow lines for no-parking zones and the like. It was all part of a road-safety competition. George’s suggestion netted him a three-pound prize. George’s parking ticket cost him a thirty-pound fine.

In The Death and Life of Great American Cities, Jane Jacobs described the ballet that takes place on crowded pavements as people make eye contact and find their way around one another. I felt a similar, if supercharged dynamic coming to life in Paris’s traffic lanes. With cars and bikes and buses mixed together, none of us could be sure what we would find on the road ahead of us. We all had to be awake to the rhythm of asymmetrical flow. In the contained fury of the narrow streets we were forced to choreograph our movements, but with so many other bicycles flooding the streets, cycling in Paris was actually becoming safer. As more people took to bicycles in Vélib”s first year, the number of bike accidents rose, but the number of accidents per capita fell. This phenomenon seems to occur wherever cities see a spike in cycling: the more people bike, the safer the streets get for cyclists, partly because drivers adopt more cautious habits when they expect cyclists on the road. There is safety in numbers.fn7, 15, 16

A white driver locked her door when he merely drove up in traffic one day. He went and locked his door, too, to show that he was as concerned for his safety as she was.

La pensée unique qui cimente ce groupe est l'affirmation que la vitesse n'est pas dangereuse en elle-même, c'est seulement un facteur d'aggravation des conséquences des accidents, ce qui permet aux "bons conducteurs" de s'affranchir des règles sur la limitation de vitesse. Cette négation de l'évidence permet d'avoir une bonne conscience tout en transgressant les règles. Elle constitue un obstacle majeur au développement d'un consensus social sur le risque lié à la vitesse.

My dad loved telling ghost stories from the times he went camping with his father in Sweden. In one story they were driving on a country road at night and kept having to stop because they'd see feet crossing the road in their headlights. My grandfather would get out of the car, confused as to why there were so many people at night in the countryside, and see no one. As the story went, after this happened a few times he finally saw several pairs of feet stopped, facing the car, at close range. He got out again and saw no people, only the remains of a bridge that had collapsed. As I type this now I get thoughts like "They never owned a car!" and "I know for a fact when they camped they took the bus!" and "What kind of headlights only show you the road at feetlevel?" But at the time the moral of the story was always "Ghosts are real!" and to a lesser extent "Dead Swedes are concerned about traffic safety!

The same could not be said for the other two guys. The driver had been smashed in the face by the airbag, and then in the back of the head by the other guy, who had been thrown forward from the rear compartment like a spear, right out through the shattering windshield, where he still was, folded at the waist over the crumpled hood, face down. His feet were the nearest part of him. He wasn’t moving. Neither was the driver. Reacher forced open his door against the screech of distorted metal, and he crawled out, and he forced the door shut again after him. There was no traffic behind them. Nothing up ahead either, except dim twinkling headlights, maybe a mile in the distance. Coming toward them. A minute away, at sixty miles an hour. The vehicle the Lincoln had hit was a minivan. A Ford. It was all stoved in on the side. Bent like a banana. It had a banner in the windshield that said No Accidents. The Lincoln itself was a total mess. It was crumpled up like a concertina, all the way back to the windshield. Like a safety ad in a newspaper. Except for the guy draped on top.

C'est la ceinture de sécurité qui m'a confronté pour la première fois à une frontière qui sépare deux mondes. L'un est habité par ceux qui tentent d'améliorer les connaissances avec des méthodes appropriées, présentées et commentées avec sincérité, c'est le fondement de la démarche scientifique. L'autre associe des personnes qui imaginent et "démontrent" ce qui va dans le sens de ce qu'ils veulent prouver.

Refuser la relation mathématique entre la vitesse moyenne de circulation sur un réseau autoroutier et l'accidentalité fait partie des attitudes de déni qui permettent peut-être de conserver une forme puérile d'estime de soi, mais qui sont à la fois ridicules et manipulatoires.

And now for the Safety Pledge. This is serious, “Dr. Brunson warned. “You’re really making a promise. Put up your right hand and repeat after me: “I will cross only at crossings ‘I will obey all traffic rules ‘I won’t play in the street ‘I won’t play with matches ‘I won’t play around parked cars ‘I will never ride double on a bicycle ‘I will always be careful.

Good leaders seize crises to remake organizational habits. NASA administrators, for instance, tried for years to improve the agency’s safety habits, but those efforts were unsuccessful until the space shuttle Challenger exploded in 1986. In the wake of that tragedy, the organization was able to overhaul how it enforced quality standards.40 Airline pilots, too, spent years trying to convince plane manufacturers and air traffic controllers to redesign how cockpits were laid out and traffic controllers communicated. Then, a runway error on the Spanish island of Tenerife in 1977 killed 583 people and, within five years, cockpit design, runway procedures, and air traffic controller communication routines were overhauled.41

At pretty much every blogging job I’ve ever had, I’ve been told (by male managers) that the reason is money. It would be a death sentence to moderate comments and block the IP addresses of chronic abusers, because it “shuts down discourse” and guts traffic. I’ve heard a lot of lectures about the importance of neutrality. Neutrality is inherently positive, I’m told—if we start banning trolls and shutting down harassment, we’ll all lose our jobs. But no one’s ever shown me any numbers that support that claim, that harassment equals jobs. Not that I think traffic should trump employee safety anyway, but I’d love for someone to prove to me that it’s more than just a cop-out.

Flight authorities across the world had understood the potential of commercial passenger air traffic, but they also realized flying had to become safer before most people would dare to try it. In 1944 they all met in Chicago to agree on common rules and signed a contract with a very important Annex 13: a common form for incident reports, which they agreed to share, so they could all learn from each other’s mistakes. Since then, every crash or incident involving a commercial passenger airplane has been investigated and reported; risk factors have been systematically identified; and improved safety procedures have been adopted, worldwide. Wow! I’d say the Chicago Convention is one of humanity’s most impressive collaborations ever. It’s amazing how well people can work together when they share the same fears.

The surge in road traffic fatalities in India is not just a statistical anomaly but a reflection of the intricate interplay of factors contributing to the nation’s road safety challenges. Urban planning that prioritizes pedestrian safety, well-designed roads, and efficient traffic management systems are essential components of the solution. Equally critical is the need for robust law enforcement to ensure compliance with traffic regulations, deterring reckless driving and holding violators accountable.

The lights went back to the green of safety—but she stood trembling, unable to move. That’s how it works for the travel of one’s body, she thought, but what have they done to the traffic of the soul? They have set the signals in reverse—and the road is safe when the lights are the red of evil—but when the lights are the green of virtue, promising that yours is the right-of-way, you venture forth and are ground by the wheels. All over the world, she thought—those inverted lights go reaching into every land, they go on, encircling the earth. And the earth is littered with mangled cripples, who don’t know what has hit them or why, who crawl as best they can on their crushed limbs through their lightless days, with no answer save that pain is the core of existence—and the traffic cops of morality chortle and tell them that man, by his nature, is unable to walk.

Low-income countries face unique challenges that contribute to the elevated risk of road traffic fatalities. Insufficient investment in road infrastructure, limited emergency medical services, and a lack of awareness regarding safe road usage are among the key contributors. Bridging the gap in road safety standards between high- and low-income countries requires concerted efforts in the form of financial investment, educational initiatives, and robust regulatory frameworks.

Since the [Golden Gate Bridge] opened in 1937, it has been the site of over 1,500 suicides. No other place in the world has seen as many people take their lives in that period. What does coupling theory tell us about the Golden Gate Bridge? That it would make a big difference if a barrier prevented people from jumping or a net was installed to catch them before they fell.... So when did the municipality that run the Golden Gate Bridge finally decide to install a suicide barrier? In 2018, more than 80 years after the bridge opened. In the intermediating period the bridge authority spent millions of dollars building a traffic barrier to protect cyclists crossing the bridge, even though no cyclist has ever been killed by a motorist on the Golden Gate Bridge. It spent millions building a median to separate North and South bound traffic on the grounds of public safety. On the southern end of the bridge, the authority put up an 8 foot cyclone fence to prevent garbage from being thrown onto Fort Baker, a former army installation on the ground below. A protected net was even installed on the initial construction of the bridge at enormous cost to prevent workers from falling from their deaths. The net saved 19 lives. Then it was taken down. But for suicides? Nothing for more than 80 years...

needs. Riding too far to the right is dangerous because you’re in the danger zone of poor sightlines and opening car doors; it invites motorists to pass too closely, and it takes away your escape route to the right. The correct lane positions described in this booklet are the safest and most efficient. Do not be intimidated. Take responsibility for your own safety, even if other traffic must occasionally slow and follow you. An understanding of road positioning makes the difference between stress-ful, dangerous surprises and smooth, uneventful travels.

Fear is contagious," the commander explained with a shrug. "If I tried to compare notes with you on the dangers of space travel, there's a chance that all I'd do is start worrying myself, and I can't afford that. You see, Gabriel, there are lots of dangers in our lives that we can't do a thing about-traffic accidents, bad food-dangers that have a low probability rating, but that if they hit will be devastating. All I can do-all anyone can do-is to do my best to put them out of my mind. It may seem like a head-in-the-sand approach to fear, but the only option I see is letting the worries eat you alive-paralyze you to a point where you cease to function. To my thinking, that means you're dead, whether you're still breathing or not. I'd rather try to focus on things I can do something about. I can't danger-proof the universe, or even guarantee my own personal safety. I have no way of telling for sure exactly how long my life is going to be, but I'm determined that while I'm alive, I'm going to be a doer, a worker-not a do-nothing worrier.

Here’s another crazy game. Suppose the state of California made its citizens the following offer: Of all those who pay the dollar or two to enter, most will receive nothing, one person will receive a fortune, and one person will be put to death in a violent manner. Would anyone enroll in that game? People do, and with enthusiasm. It is called the state lottery. And although the state does not advertise it in the manner in which I have described it, that is the way it works in practice. For while one lucky person wins the grand prize in each game, many millions of other contestants drive to and from their local ticket vendors to purchase their tickets, and some die in accidents along the way. Applying statistics from the National Highway Traffic Safety Administration and depending on such assumptions as how far each individual drives, how many tickets he or she buys, and how many people are involved in a typical accident, you find that a reasonable estimate of those fatalities is about one death per game.

Today the issues most vulnerable to becoming displacements are, first of all, anything related to safety: product safety, traffic safety, bicycle safety, motorboat safety, jet-ski safety, workplace safety, nutritional safety, nuclear power station safety, toxic waste safety, and so on and so on. This focus on safety has become so omnipresent in our chronically anxious civilization that there is real danger we will come to believe that safety is the most important value in life. It is certainly important as a modifier of other initiatives, but if a society is to evolve, or if leaders are to arise, then safety can never be allowed to become more important than adventure. We are on our way to becoming a nation of “skimmers,” living off the risks of previous generations and constantly taking from the top without adding significantly to its essence. Everything we enjoy as part of our advanced civilization, including the discovery, exploration, and development of our country, came about because previous generations made adventure more important than safety.

In some ways, training is actually part of the problem. In recent decades, the emphasis has shifted heavily toward officer safety training. Seth Stoughton, a former police officer turned law professor, shows how officers are repeatedly exposed to scenarios in which seemingly innocuous interactions with the public, such as traffic stops, turn deadly. The endlessly repeated point is that any encounter can turn deadly in a split second if officers don’t remain ready to use lethal force at any moment. When police come into every situation imagining it may be their last, they treat those they encounter with fear and hostility and attempt to control them rather than communicate with them—and are much quicker to use force at the slightest provocation or even uncertainty.

Safety should be your first priority. If you have a minor fender bender, state law requires you to move your vehicles to the shoulder and out of the way of traffic. This will prevent further damage to the rental vehicle and help you avoid being hit or killed by another car. If anyone has been injured, call 911 and report it immediately. Avoid moving anyone unless you absolutely must do so.

the federal government provided services that the private sector couldn’t or wouldn’t: medical care for veterans, air traffic control, national highways, food safety guidelines.

Driver Behavior & Safety Proper driving behavior is vital for the safety of drivers, passengers, pedestrians and is a means to achieve fewer road accidents, injuries and damage to vehicles. It plays a role in the cost of managing a fleet as it impacts fuel consumption, insurance rates, car maintenance and fines. It is also important for protecting a firm’s brand and reputation as most company- owned vehicles carry the company’s logo. Ituran’s solution for driver behavior and safety improves organizational driving culture and standards by encouraging safer and more responsible driving. The system which tracks and monitors driver behavior using an innovative multidimensional accelerometer sensor, produces (for each driver) an individual score based on their performance – sudden braking and acceleration, sharp turns, high-speed driving over speed bumps, erratic overtaking, speeding and more. The score allows fleet managers to compare driver performance, set safety benchmarks and hold each driver accountable for their action. Real-time monitoring identifies abnormal behavior mode—aggressive or dangerous—and alerts the driver using buzzer or human voice indication, and detects accidents in real time. When incidents or accidents occurs, a notification sent to a predefined recipient alerts management, and data collected both before and after accidents is automatically saved for future analysis. • Monitoring is provided through a dedicated application which is available to both fleet manager and driver (with different permission levels), allowing both to learn and improve • Improves organizational driving culture and standards and increases safety of drivers and passengers • Web-based reporting gives a birds-eye view of real-time driver data, especially in case of an accident • Detailed reports per individual driver include map references to where incidents have occurred • Comparative evaluation ranks driving according to several factors; the system automatically generates scores and a periodic assessment certificate for each driver and/or department Highlights 1. Measures and scores driver performance and allows to give personal motivational incentives 2. Improves driving culture by encouraging safer and more responsible driving throughout the organization 3. Minimizes the occurrence of accidents and protects the fleet from unnecessary wear & tear 4. Reduces expenses related to unsafe and unlawful driving: insurance, traffic tickets and fines See how it works:

We need to learn to react to what actually happened, not what could have happened or what we thought was going to happen. When it comes to our own health and safety, there is no benefit to allowing ourselves to be affected by things that did not happen.

You can’t go to Bradshaw’s. Reasons of morality and safety aside, you don’t even know where the hell it is.” Amelia didn’t flinch at the profanity. “I assume a great deal of business is sent back and forth between your establishment and Bradshaw’s. You say the place is nearby, which means all I have to do is follow the foot traffic from here to there. Goodbye, Mr. Rohan. I appreciate your help.” Cam moved to block her path. “All you’ll accomplish is making a fool of yourself, Miss Hathaway. You won’t get past the front door. A brothel like Bradshaw’s doesn’t take strangers off the street.” “How I manage to retrieve my brother, sir, is no concern of yours.” She was correct. It wasn’t. But Cam hadn’t been this entertained in a long time. No sensual depravities, no skilled courtesan, not even a room full of unclothed women, could have interested him half as much as Miss Amelia Hathaway and her red ribbons. “I’m going with you,” he said. She frowned. “No, thank you.” “I insist.” “I don’t need your services, Mr. Rohan.” Cam could think of a number of services she was clearly in need of, most of which would be a pleasure for him to provide. “Obviously it will be to everyone’s benefit for you to retrieve Ramsay and leave London as quickly as possible. I consider it my civic duty to hasten your departure.

Neither of the two biggest causes he has invested in over the years—reducing tobacco use and improving traffic safety—register much in the glittery precincts of philanthropy, but Bloomberg has picked two real winners. Smoking kills six million people worldwide every year, which is far more than AIDS and malaria put together. That number is projected to rise to eight million by 2030. A funder who bends this curve even slightly can save untold lives, which is why Bloomberg has so far poured at least $600 million into the cause. The same goes for road safety, where the body count is also huge: 1.25 million people die annually from accidents and tens of millions are injured. His foundation estimates that some 125,000 lives will be saved as a result of Bloomberg’s investment of more than a quarter of a billion dollars in road safety activities across the world. Sounds like a bargain, right? Meanwhile, Bloomberg’s quest to shut down coal-fired power plants—a cause to which he’s now given over $130 million—is a twofer: shuttering such plants reduces carbon dioxide emissions but also lowers old-fashioned air pollution, saving lives. In early 2015, Bloomberg estimated that 5,500 lives annually were already being saved because of coal plant shutdowns in recent years.

The City of Chicago had expected $90 million dollars in traffic fines from newly installed red-light and speed cameras to balance the 2015 city budget, but Chicago drivers didn't play along and racked up only $40 million in fines from the cameras, leaving the city in a $50 million budget shortfall. Though the city says it was for safety, many critics have said the red-light cameras don't enhance safety and are merely used as a cash-grab method to inflate the city's coffers and pad the budget. Even the University of Illinois at Chicago determined that the red-light cameras didn't make things safer in a study they conducted.

All that barbed wire, concrete barriers, checkpoints. You shut the city down. You stopped it flowing—put it on life support. You stopped people getting around to do what they had to do. You cut the violence, sure, but you did it by killing the city.” “All right,” I said, “you’re so smart, how would you have done it?” And Steve pointed out what every police officer, paramedic, traffic engineer, and social worker knows, and what should have been obvious to me all along: a city is a living organism that flows and breathes, and any public safety solution that no longer lets it flow is no solution at all.

An upcoming platform combining two of the X1 chips can process data collected from up to 12 high-definition cameras monitoring traffic, blind spots and other safety conditions in driver assistance systems, Huang said. Combined with next-generation software, the chips can help detect and read road signs, recognize pedestrians and detect braking vehicles, he said. Santa Clara, California-based Nvidia in recent years has been expanding beyond its core business of designing high-end graphics chips for personal computers. After struggling to compete against larger chipmakers like Qualcomm in smartphones and tablets, Nvidia is now increasing its focus on using its Tegra mobile chips in cars and is already supplying companies including Audi, BMW and Tesla.