(Source: Good Magazine)

Crash test dummies, or anthropomorphic test devices, are replications of human forms and weight distributions, used to study potential human damage in car crashes. We’re all familiar with images of them flying through windshields or being restrained by seat belts and airbags in slow motion. But when looked at through a different lens, the models take on a surreal, human quality. “Crash Tests,” by the French photographer Charles Negre, offers a look at a number of unsung—if inanimate—heroes, without whom we drivers and passengers would be a great deal worse off.  Here is a sample (st one below is the dummy named, David) and click here for the complete picture show.

The one below is Roberto

WHOOSH! The mid-eighties pickup passed to my right with barely two inches between us. Evidently my 70 mph clip in the number two lane of the freeway barely passed muster for this dude, because as he maneuvered his truck directly in front of me he thrust his hand out the window and gave me the “one-finger salute.”

 Every single one of us motorists has ended up on the butt end of such activity at one time or another. But why all the anger? What causes ordinary citizens to morph into fist waving maniacs?

Raymond Novaco, Ph.D., former Professor of Psychology and Social Behavior at the University of California at Irvine, provided some answers in a study entitled Automobile Driving and Aggressive Behavior.

• To start, Novaco pointed out that cars are marketed to appeal to our combative instincts. The ultimate driving machine, own the road, and “an aggressive multi-valve engine” are perfect examples of catch-phrases used in automobile advertisements that support this theory. 

• Additionally, model names like Viper, Cougar, Prowler, Jaguar, Stingray, and Challenger fit themes of power and competition.

• Novaco also reasoned that following through on assertive behavior becomes much easier behind the wheel because of the protection afforded by two tons of steel.

• Besides, cars provide a certain degree of anonymity. Knowing we can’t be readily identified increases the likelihood that we will resort to offensive behavior that we would never attempt on a face-to-face basis.

• Finally, our vehicles guarantee a quick escape. This ability to beat a hasty retreat almost encourages a transgression or two.

When you mix in the stresses of a long and frustrating drive with all of the above, you have some pretty strong predisposing factors for road rage. Add a precipitating factor such as a honking the worn, flipping the bird, waving a fist, etc. — what Novaco refers to as “cues for aggression” — and the results can get rather ugly.

Given all of the above, it’s no wonder we get dumped on by other drivers. But how can we keep this from happening to us in the first place? Luckily, the AAA Foundation for Traffic Safety offers several valuable tips in an eight-page brochure entitled Road Rage — How to Avoid Aggressive Driving.

• First and foremost, don’t offend. Tops on the list of offensive behavior is driving too slow in the fast lane. Heck, this is where the Type-A motorists hang out. For anyone who insists on cruising below 60 there, what are you thinking!

• The brochure also advises that you always signal when making lane changes, don’t cut people off, never tailgate, don’t flash your high beams, and keep your horn use to a minimum. Transgressions here rank high on the list of cues for aggression. In the case of a packed freeway where no one will willingly (if anything, we speed up) let you in if you signal in advance, merely give a courtesy flash of your blinker as you make your move when room allows.

• Don’t engage. In other words, give angry drivers plenty of room. Don’t make direct eye contact if you can help it. And unless you’re Mike Tyson, never accept an invitation to pull over to the side of the road.

• Lastly, adjust your attitude. Forget about “winning.” Trying to race everyone to the next stoplight or off-ramp invites confrontation.

Considering all this, it now seems obvious that I was partly to blame for the state of affairs that occurred when the pickup driver flipped me off, as described above. Discretion would dictate that I should have quickly pulled into a slower lane upon first sight of a fast approaching vehicle. Maybe then the guy would have raised his index finger, as well as his middle finger, and flashed the peace sign.

But then again, maybe I’m dreaming of another planet. The guy would have been just as likely to separate his four fingers in the middle and give me the Star Trek Vulcan sign.

©2009, Dr. Roadmap®

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David Rizzo, better known as Dr. Roadmap,  a Commute Management expert who writes about issues such as improving gas mileage (mpg), alternate routes, traffic congestion, ridesharing, commuting behavior and intelligent transportation systems on California’s Orange Country Register.  He is well known for his comprehensive guide ever written on off-freeway commuting in Southern California, published in 1990.  Two years later he became the first traffic reporter to offer daily alternate routes in real time over the air on one of the most popular morning radio shows in Los Angeles.  His bi-weekly columns appear exclusively for TransportGooru.  This is copyright-protected content.  Please contact Transportgooru if you like to use this article or portions of this article. 

(Source: Associated Press via Yahoo! Finance)

Safety board says fatal accidents were up sharply in 2008 for air taxi, medical, tour flights

WASHINGTON (AP) — There was a spike last year in deaths from crashes of air medical, air taxi and tour flights, federal safety officials said Thursday.

The National Transportation Safety Board said there were 56 so-called on-demand flight accidents in which 66 people were killed in 2008. That’s the highest number of fatalities for such flights in eight years and an increase of 13 deaths over 2007. The on-demand accident rate was 1.52 accidents per 100,000 flight hours, virtually unchanged from the previous year.

The board held a public hearing earlier this year examining the safety practices of the air medical helicopter industry. Fifteen people were killed in four medical helicopter crashes in 2008.

Major U.S. airlines, however, suffered no accident fatalities in 2008 for the second consecutive year despite carrying 753 million passengers on more than 10.8 million flights, the NTSB said. Major airlines experienced 28 accidents last year, the same as 2007.

 Commuter airlines, which typically fly smaller turboprop planes, also didn’t have any accident fatalities despite making 581,000 flights last year, the board said. However, there were seven commuter airline accidents in 2008, up three from the previous year.

There were 495 people killed — one fewer than the previous year — in general aviation accidents in 2008, the board said. General aviation includes private and corporate planes.

Acting NTSB Chairman Mark Rosenker said the aviation safety record for 2008 was mixed.  Click here to access today’s press release and interesting statistical tables.

To kick start the weekend in a nice way, here is a crazy, funny & very biased (depending on who is looking at this) compilation of some shocking videos that involve our women drivers.   Is this the reason why women are not allowed to drive in the Kingdom of Saudi Arabia?  Can someone tell me how these women drivers on the video managed to survive on the roads and lived to make such a great contribution for the making of this video?  Also, I am now looking for a similar version featuring male drivers for comparision purposes.  Any insights into finding such a priceless gem will be really appreciated. 

(Obtained via Reuters)

GENEVA, Feb 19 (Reuters) – More than 500 people died in air crashes on Western-built jets in 2008 and safety lapses at airlines contributed to nearly a third of accidents, the International Air Transport Association (IATA) said.

The toll of 502 was down from 2007, when 692 died, but the number of crashes rose slightly.

The 2008 industry-wide accident rate, measured in hull losses per million flights, was 0.81, or one accident every 1.2 million flights. This compared with 0.75 in 2007.

“Runway excursions”, when an aircraft left the runway on take-off or landing, accounted for one-quarter of accidents last year and ground damage was reported in another 17 percent, according to IATA on Thursday.