Utah Personal Injury Blog - Tractor-Trailer Accidents

Trucking Industry Pushes Hours of Service Rule Myths

Bret Hanna — Thu, 03 Dec 2009 23:30:27 GMT

This is a follow-up to my post from the other day which covered a recent settlement of an hours of service rule case that, with luck, is a step in the right direction. To recap the problem:

The Bush administration increased the number of daily and weekly hours truckers can drive from 10 to 11 consecutive hours per 14-hour shift and total weekly driving hours from 60 to 77 per driver every seven days (a more than 25 percent increase). The rule dramatically expanded driving and work hours by cutting the off-duty rest and recovery time at the end of the week from a full weekend of 50 or more hours off duty to as little as only 34 hours.

The Truck Safety Coalition, Advocates for Highway and Auto Safety, Public Citizen, and the International Brotherhood of Teamsters filed suit against the Federal Motor Carrier Safety Administration (FMSCA) over the rule and because of a settlement reached on October 26th, the FMCSA will begin a new round of rule making that may result in a reduction of hours allowed by the current unsafe hours of service rule.

The trucking industry, however, continues to push myths about the Bush hours of service rule that simply must be debunked. Fortunately, the Truck Safety Administration has prepared an information sheet doing just that:

Facts Rebutting the Trucking Industry Myths about the Progress of Truck Safety and
the Bush Administration Hours of Service (HOS) Rule

Myth: Fatigue-Related Truck Crash Fatalities have decreased under the HOS rule.

Fact: This claim is false. Data from the official government fatality database, the Fatal
Analysis Reporting System (FARS), shows that while large truck crash fatalities decreased in 2006 from 2005, this followed increases in truck crash fatalities in the 3 years immediately prior to 2006. Truck crash fatalities rose in 2003, 2004, and 2005 over each previous year. Notably, the increases in fatalities in 2004 and 2005 occurred during the first 2 years the Bush Administration HOS rule was in effect.

Fact: Even the Federal Motor Carrier Safety Administration (FMCSA) does not assert
that truck fatalities have declined as a result of the Bush Administration HOS rule.
FMCSA states only that the rule did not make things worse.

Fact: National motor vehicle fatality figures cannot be used to "prove" that any specific
motor vehicle safety regulation among the hundreds that have been issued over the years is the single reason for any annual change in traffic deaths.

************************************************************

Myth: Truck fatality figures have improved in recent years. The trucking industry asserts
that because fatalities in truck-involved crashes was lower in 2006 (5,027 fatalities)
than, for example, in 2000 (5,282 fatalities) that fatalities have decreased.

Fact: FARS data shows that truck fatalities rose in 2003, 2004 and again in 2005 from
each previous year. Truck deaths over the 10-year span of 1997 through 2006 averaged over 5,000 per year, and dipped slightly below that total only in 2002 (4,939). (Recent annual fatality totals of less than 5,000 deaths due to the recession are explained below.)

Fact: The relative risk of dying in a large truck crash has actually increased compared
to fatalities in passenger vehicle crashes. In 1995, the relative risk of a fatal truck crash per 100 million vehicle miles of travel (VMT) was less than 20 percent greater than the relative risk of a fatal passenger vehicle crash, but the relative risk of a fatal truck crash has risen sharply since 1995 so that now the fatality risk in fatal truck crashes is 55 percent greater than the fatality risk in passenger vehicle crashes.

Fact: The proportion of truck crash fatalities to all annual motor vehicle fatalities has
not changed. In 2008, one of every 9 traffic deaths were the result of large truck fatal crashes. That proportion of traffic deaths has not changed for many years and is virtually constant from 1997 through 2008.

************************************************

Myth: Recent decreases in national truck deaths in 2007 and 2008 (preliminary data)
can be attributed to the Bush Administration HOS rule.

Fact: Recent decreases in overall fatality statistics in 2007 and 2008 reflect reductions in
freight tonnage linked with the recessionary economy. The sudden and precipitous decline in truck fatalities in 2007 and 2008 is linked with substantial reductions in both truck freight tonnage and a sharp drop in commercial vehicle miles of travel from the latter part of 2007 through 2008 due to adverse economic conditions. This reduces overall truck crash exposure. Similar declines in passenger vehicle fatalities are the result of reduced travel and commensurately reduced crash risk exposure.

Fact: Historically, economic recessions have been accompanied by reductions
in traffic fatalities. Every U.S. recession has coincided with a decline in motor
vehicle fatalities. CNBC News reports that “fatalities fell more than 16 percent from
1973 to 1974 as the nation dealt with the oil crisis and inflation. Highway deaths
dropped nearly 11 percent from 1981 to 1982 as President Ronald Reagan battled the
recession.”

************************************************************

Myth: Three-quarters of truck crash fatalities are "caused" by the drivers of passenger
vehicles.

Fact: There is no study proving that passenger vehicle drivers "cause" three-quarters of
the fatalities in crashes involving passenger vehicles and large trucks. The false claim by the trucking industry is a “junk science.” It is predicated on a deliberate misreading of studies that relied on descriptive “driver factor codes” reported by police at the crash scene and tabulated in FARS. These codes are after-the-fact notations often based on speculative information, as acknowledged by the U.S. Department of Transportation, and are not the product of in-depth crash investigations to accurately determine contributing factors that led to a particular crash.

Fact: The authors of both studies have stated that the study findings cannot be used to
attribute “fault” or “causation” as the industry has asserted. The author of the 1998
study on which the industry claim is based has stated that his study had been misused by the trucking industry and explained that the study could not be interpreted to assign fault or determine crash causation for the truck-passenger vehicle collisions he evaluated. The authors of the 2002 study disclaimed any causal connection between reported driver actions and crash outcomes. The industry claims are an intentional mischaracterization of the findings in these research reports.

Fact: FMCSA studies and FMCSA officials have also repudiated this industry claim.
According t o FMCSA “driver factor codes” cannot be equated with fault.

Fact: A number of studies contradict the claim that passenger vehicle drivers are to
blame for most crashes involving both large trucks and passenger vehicles. These include
studies that: found that truck drivers were primarily responsible for the majority of highway interchange crashes;15 found that nonfatal lane change crashes on the Washington, D.C. Capital Beltway (I-495) were twice as likely to be the result of a tractor-trailer changing lanes rather than a light vehicle lane change; found that in all crashes between trucks and light vehicles, trucks were more likely to be the “contributor” to the crash than light vehicles by 48 percent to 39 percent, and trucks were more responsible than light vehicles in backing, rear-end, rightturn, left-turn, and sideswipe collisions.

To see the data underlying this fact sheet, look here.

In order to make sure that the roadways are safe for everyone, we must all know the facts and use them to try and make the world a safer place.

Originally posted at InjuryBoard by Bret Hanna

Truck Hours of Service Case Settlement a Step in the Right Direction

Bret Hanna — Tue, 01 Dec 2009 22:33:26 GMT

A recent press release from the Truck Safety Coalition highlights an hours of service case settlement that has resulted in the Obama administration agreeing to reexamine the rule that is supposed to keep drowsy truck drivers off the road. Here is the text of the press release:

ARLINGTON, VA (November 10, 2009) – The Department of Transportation (DOT) and the Federal Motor Carrier Safety Administration (FMCSA) have agreed to conduct a new round of rulemaking that could result in reducing the current unsafe hours of service rule for truck drivers issued by the Bush administration in 2003.

As a result of the October 26 settlement, the Truck Safety Coalition, Advocates for Highway and Auto Safety, Public Citizen, and the International Brotherhood of Teamsters, petitioned the court to hold in abeyance the lawsuit they filed against the FMCSA and their current hours of service rule. The FMCSA must begin a new rulemaking process and submit a notice of proposed rulemaking to the Office of Management and Budget within nine months and publish a final rule within 21 months.

The Bush administration increased the number of daily and weekly hours truckers can drive from 10 to 11 consecutive hours per 14-hour shift and total weekly driving hours from 60 to 77 per driver every seven days (a more than 25 percent increase). The rule dramatically expanded driving and work hours by cutting the off-duty rest and recovery time at the end of the week from a full weekend of 50 or more hours off duty to as little as only 34 hours.

The groups have petitioned the U.S. Court of Appeals a total of three times, most recently in March 2009. In 2004 , the court vacated the hours of service rule on the grounds that the government did not adequately consider the effects of longer driving hours on individual truck driver health and traffic safety, and in 2007 because the agency did not let the public examine and comment on the new crash risk analysis used by the agency to support reissuing the same exact rule.

Daphne Izer, who co-founded Parents Against Tired Truckers (P.A.T.T.) in 1994 after a fatigued truck driver killed her 17-year-old son Jeff and his three close friends, was pleased with the settlement. "The good news is that there will be a new hours-of-service rule that hopefully will protect truck drivers and families like mine. This new rule must put people before profits."

Dawn King, whose father, William Badger, was killed on December 23, 2004 when a tractor trailer driver fell asleep behind the wheel and collided with his car, is currently a board member of Citizens for Reliable and Safe Highways (CRASH) and a participant in the Truck Safety Coalition’s First Response program assisting fellow grieving truck crash victims. She added, "Fatigued drivers are a threat to the safety of everyone on the road. This settlement is a positive step forward and should lead to improved worker and safety regulations in the truck driving industry."

This is a huge step in the right direction. Let's hope new rule scales back the allowable hours of service to a safer, more rationale number and that it is implemented quickly.

Originally posted at InjuryBoard by Bret Hanna

TACT - How Utah Can Get Started

Bret Hanna — Sun, 22 Nov 2009 20:25:54 GMT

The Federal Motor Carrier Safety Administration has a program that every state should be considering: TACT (Ticketing Aggressive Cars and Trucks) is designed to highlight the dangers posed by aggressive car and truck drivers. Utah is not yet a TACT state but here is how we can get started.

The TACT program relies on three key components to be effective: communications, enforcement and evaluation. Here are the guidelines proposed for the program:

The Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA) released Guidelines for Implementing a High-visibility Traffic Enforcement Program to Reduce Unsafe Driving Behaviors Among Drivers of Passenger and Commercial Motor Vehicles to reduce unsafe driving behaviors among drivers of passenger and commercial motor vehicles. The guidelines draw on examples and lessons learned from the successful TACT demonstration program in Washington State. In addition to the guidelines, FMCSA describes the key components for implementing TACT and encourages States to use this information when planning for their high-visibility traffic enforcement program. When developing a TACT program, it is essential for States to create an action plan that includes sub-plans for enforcement, communications and evaluation as well as a catalog of the resources needed to fully implement the program.

The program includes a planning component which should be completed before implementation:

TACT pre-planning activities include recruiting members of the project team, identifying the problem to address, establishing the goals of the program, and planning the design. The team should have knowledge and experience in project management, research, communications, and finance. Problem identification begins with a review of commercial motor vehicle crash and causation data. This review can identify particular types of crashes, roadways on which specific types of crashes occur, groups that might be overrepresented in crash statistics, times of the day when more crashes occur, and other factors that might affect enforcement activities.

Goal setting depends on many considerations:

Funding and other in-kind contributions

Types of behaviors identified for citations

Geographic area for the program

Participation by enforcement agencies and other stakeholders

Delineation of media markets

Program design identifies all aspects of the campaign to increase public awareness and the effectiveness of the enforcement to change behaviors. The key program design issues include selecting the violations and unsafe practices for which car and truck drivers will receive citations; identifying the roadways where the citations will be given; determining the time periods for the program activities; planning for the law officers' training, coordination, and feedback; determining the number of enforcement waves; documenting the processes, and more.

The three elements are then spelled out in detail:

Communication

Paid and/or earned media activities can help States increase awareness among passenger and truck drivers of proper safety behaviors and of the heightened risk of receiving a ticket for a violation. FMCSA recommends that States consider including the following communications activities in their TACT program:

Paid Mass Media: Radio placements during major drive times, TV spots and print ads in the daily newspapers of the intervention areas can help deliver TACT messages to motorists.

Earned Media: News coverage on local TV and in newspapers is also a good way to increase TACT program awareness. Press conferences are effective in generating earned media. Posters, banners and flyers can be donated and distributed by local businesses during the enforcement period.

Specialized Materials: Materials such as road signs in TACT program intervention areas and truck wraps with messages such as "Leave More Space" can inspire safer driving behaviors and convey enforcement messages to car and truck drivers.

Web-based Outreach: Posting information about a State TACT program along with information and resources to help promote safe driving behaviors can help educate motorists on how to share the road safely with trucks. E-newsletters or announcements to safety partners and local law enforcement organizations can help keep all parties informed of best practices during the enforcement period.

Enforcement

As part of TACT program design, a State should gather relevant crash and fatality data to identify high-risk areas. These are the areas where a TACT program might have maximum impact. Based on the resources available, the State should select one or more intervention areas where enforcement and communications will be applied. Each State should develop its own enforcement strategy based on resources and the selected areas. Consideration should be given to the timing, frequency and visibility of the enforcement efforts. It is also important for a State to develop viable enforcement tactics that cover which departments will be involved and the methods to be used to identify and stop dangerous drivers.

Evaluation

The evaluation plan should detail how the TACT research plan will be determined—data collection methods, segments, and measurement criteria. Typically, TACT program administrators will wish to measure changes in awareness and behavior associated with the interventions brought to bear during the enforcement period(s). Evaluation measures can include crash counts, observations of unsafe driving behaviors, surveys of driver attitudes, and knowledge and recall of program messages and themes. States are encouraged to collect multiple waves of data to highlight trends across the intervention periods. When evaluating a TACT program, it is also beneficial to collect data in comparison areas with similar crash rates. These "control" areas will not have implemented a TACT enforcement period.

Utah should make the commitment and jump on the TACT bandwagon.

Originally posted at InjuryBoard by Bret Hanna

TACT - Utah Should Go After Aggressive Car And Truck Drivers

Bret Hanna — Sat, 21 Nov 2009 20:52:58 GMT

The Federal Motor Carrier Safety Administration has a program that every state should be considering: TACT (Ticketing Aggressive Cars and Trucks) is designed to highlight the dangers posed by aggressive car and truck drivers. Here is why:

Crash data compiled by the National Highway Traffic Safety Administration indicates that the truck-involved fatality rate on the nation's roadways declined 12% in 2008 compared with 2007, with the number of truck-related crash fatalities dropping from 4,822 in 2007 to 4,229 in 2008. Initiatives such as TACT are helping to decrease the fatality rate by making the general driving public more aware of the safe ways to interact with trucks and provide large vehicles with more room and maneuverability. To help reduce crashes and fatalities further, the Federal Motor Carrier Safety Administration (FMCSA) is working to educate motorists on how to share the road safely with commercial motor vehicles (CMVs).

The Ticketing Aggressive Cars and Trucks (TACT) program is a high—visibility traffic enforcement program that uses communication, enforcement, and evaluation activities to reduce CMV-related crashes, fatalities, and injuries.

In the fall of 2004, Washington was selected as the first pilot State for the TACT program. Based on the success of the Washington State TACT program and other traffic enforcement programs such as Click It or Ticket, FMCSA encouraged additional States to undertake TACT programs on roadways with injuries and fatalities resulting from crashes between cars and trucks. Currently there are fifteen States participating in the TACT program.

Here is the idea:

TACT provides a research-based safety model that can be replicated by States when conducting a high-visibility traffic enforcement program to promote safe driving behaviors among car and truck drivers.

This is the point:

The mission of the TACT program is to reduce CMV-related crashes, injuries, and fatalities. FMCSA is achieving its mission by educating car and truck drivers on how to share the road safely.

Here's how:

The TACT program combines communication and evaluation with targeted enforcement activities to raise awareness among car and truck drivers about safe driving behaviors. Unsafe driving behaviors may include, but are not limited to: unsafe lane changes, tailgating, failing to signal lane changes, failing to yield the right of way, speeding, and aggressive driving (a combination of two or more behaviors). Pre-planning activities for States include problem identification and goal setting. Outreach and education activities are supported by a communications plan that includes print or Web-based outreach and paid or earned media placement. Evaluation of the reduction in crashes following a TACT enforcement period is followed by post-program activities such as reporting and recognition and rewards programs.

And the plan:

To ensure success, it is important to secure the skills and expertise of law enforcement, communications specialists, evaluators, and key State, local, and industry partners. It is also critical that sufficient resources be allocated for the program to be able to communicate the correct message to the target audience and ensure the commitment of law enforcement to the program.

FMCSA has provided a sample management structure for States to refer to when planning to implement a high-visibility traffic enforcement program. The structure illustrates the relationships between Federal, State, and local partners who, by working together, can successfully implement a TACT program.

http://www.fmcsa.dot.gov/safety-security/tact/TACTMgmtStructureNewVersion.pdf

Sixteen states have implemented the TACT program but Utah is not one of them. Utah is in the group of states that is identified as a Non-Commercial Motor Vehicle (CMV) Traffic Enforcement (TE) state. While these states have safety plans in place, here is why is they should consider taking the extra step to implement TACT:

States identified as Non-Commercial Motor Vehicle (CMV) Traffic Enforcement (TE) conduct traffic enforcement activities as outlined in their safety plan. Although most states conduct non-CMV traffic enforcement efforts using Motor Carrier Safety Assistance Program (MCSAP) funds, Ticketing Aggressive Cars and Trucks (TACT) States focus on violations pertaining to, but not limited to:

Following too closely

Improper lane changes

Speeding

Failing to yield the right of way

Failing to signal lane changes

The Non-CMV TE State’s activities are different from TACT States because their enforcement effort lacks a corridor enforcement component, is deficient in public outreach and communication through earned media, and doesn’t provide baseline measurements with an evaluation component. It should be noted that citation counts are not a valid measure of TACT program success, rather a reduction in crashes and fatalities is the goal. The aim of the TACT program is to reduce the risky driving behaviors of passenger and CMV drivers in pre-determined locations or corridors.

This is just a "scratch the surface" overview of the program but I will post more on this topic in the days to come, including more specifics on the program and how it can be funded.

Originally posted at InjuryBoard by Bret Hanna

First Response Program Offers Helping Hand to Truck Accident Victims

Bret Hanna — Wed, 18 Nov 2009 22:34:35 GMT

As indicated in a prior post, more than 5,000 people a year die in accidents involving tractor-trailers. That means that many individuals and families will be devastated each year by the injuries and deaths and they will need a helping hand. A program of the Truck Safety Coalition offers just that.

The First Response Program is a network of volunteers in communities across the country that offer support and assistance to the victims and families of victims of accidents involving tractor-trailers. The Mission Statement of the program is:

We will seek to locate and help new victims of truck crashes by providing information, encouragement, hope or simply a willing and understanding ear. We will seek to provide them with assistance, comfort and information that we wish someone had provided for us in such a dark time, and to let them know that, if they choose, there are ways to try to make some degree of sense of such a senseless situation. Helping to comfort truck crash victims and helping to satisfy their needs is the foundation for the First Response Program.

And their goal is:

Our goal is to contact and support every truck crash victim in the United States. Unfortunately, this is an aggressive goal due to the tragic number of truck crashes every year. By setting up the network, we hope to support, state by state, the new victims of truck crashes. It is important for us to let them know they are not alone in their time of grief.

While this goal may be aggressive, it is attainable if word of their work gets out. Contact information for the program can be found by calling (703) 294-6404, or by sending an e-mail inquiry to crash@trucksafety.org. With luck, most of us will never need the support and assistance of these volunteers but it is comforting to know they are there for us if we need them.

Originally posted at InjuryBoard by Bret Hanna

Trucking Safety Must be a Top Priority

Bret Hanna — Mon, 16 Nov 2009 22:54:58 GMT

Deaths resulting from accidents involving tractor-trailers between 2003 and 2006 exceeded 5,000 per year which is way too high. The Truck Safety Coalition (TSC) is dedicated to reducing these numbers and describes itself as:

The Truck Safety Coalition is a partnership between The Citizens for Reliable and Safe Highways (CRASH) Foundation, and Parents Against Tired Truckers (P.A.T.T). The Truck Safety Coalition is dedicated to reducing the number of deaths and injuries caused by truck-related crashes, providing compassionate support to truck crash survivors and families of truck crash victims, and educating the public, policy-makers and media about truck safety issues.

The TSC site also contains memorials dedicated to those who have lost their lives in these accidents and they really underscore the need to focus on safety issues to reduce the number of injuries and deaths resulting from truck involved accidents. This post is the first in an indefinite series of articles that will address trucking safety issues. Please visit often to stay current on this topic which is critically important to everyone on the roadways.

Originally posted at InjuryBoard by Bret Hanna

Another Left Turn Accident Death in Utah

Bret Hanna — Tue, 13 Oct 2009 22:42:08 GMT

This one occurred Sunday evening in Garfield County, when a 55-year-old woman turned left in her Toyota in front of an oncoming tractor-trailer. The accident occurred at 5:30 p.m., about 7 miles south of Panguitch on State Road 89 after the left hand turn was made from State Road 12.

The tractor-trailer hit the driver's side of the Toyota and Dana George was ejected from her vehicle. She died in a helicopter as she was being transported from the scene. Her 16-year-old passenger was transported with minor injuries and her 80-year-old passenger was transported with critical injuries. The tractor-trailer driver was taken to a local hospital and is listed in fair condition. All were wearing seat belts.

Left turns are legal, of course, but those making them must make sure they have the right-of-way and that the turn can be made safely. Drivers going straight through intended left turn areas will have the right-of-way unless they are speeding to a degree that they lose it or a traffic control device directs them to yield or stop. But don't assume that a speeding driver will yield or that all drivers will obey traffic control devices. MAKE SURE YOU CAN COMPLETE A LEFT TURN SAFELY BEFORE YOU START THE TURN.

Originally posted at InjuryBoard by Bret Hanna

Distracted Truck Driver Kills 200 Sheep

Bret Hanna — Mon, 12 Oct 2009 23:41:10 GMT

A distracted truck driver killed about 200 sheep when his truck and livestock trailer rolled off U.S. Highway 189 near Heber City. The driver lost control and left the highway midday and then over-corrected as he tried to regain control.

The driver was not injured in the accident, but the sheep in his care were not so lucky. The highway was closed for about three hours as responders rounded up the surviving sheep and cleaned up the carnage and wreckage left behind. Troopers that investigated attribute the cause to the driver being distracted.

Distracted driving continues to haunt (and kill) motorists everywhere. Watch this:

http://www.youtube.com/watch?v=lTYgsx1ts1g

And this:

http://www.youtube.com/watch?v=FtK9_MHeKyM

But a national summit has been held on the issue:

http://www.youtube.com/watch?v=HBXsVQ8apDs

Now, listen to friends who speak on the topic:

http://www.youtube.com/watch?v=OYJuhm_9V3w

And then deal with the problem:

http://www.youtube.com/watch?v=M5hN_ZDOMxg&feature=related

If we want to have safe highways and byways, we all have to do our part.

Originally posted at InjuryBoard by Bret Hanna

Winter Driving is Upon Us

Bret Hanna — Mon, 05 Oct 2009 22:56:57 GMT

As a semi tractor and trailer crested the summit in Parley's Canyon on Interstate 80 early this morning, it struck a patch of ice and the driver lost control. The truck rolled off the roadway, down an embankment, and onto a freeway on-ramp in a residential area. The driver of the truck was extricated with the Jaws of Life but only sustained minor injuries, including some burns and he is being treated at local hospital.

This accident serves as a sober reminder that winter driving is different. But driving in snow and ice can be done safely. Watch this:

http://www.youtube.com/watch?v=rtezxQQpvVw

And this:

http://www.youtube.com/watch?v=LmiPM-eXAjs

And this which highlights the dangers of reckless winter driving:

http://www.youtube.com/watch?v=80hOsx8Izfs&feature=related

The best tip is to avoid driving in bad winter weather, but that is not an option for most people most of the time. So be careful and manage the dangers as best you can.

Originally posted at InjuryBoard by Bret Hanna

Weather NOT the Cause of Accidents During First Winter Storm

Bret Hanna — Thu, 01 Oct 2009 22:40:57 GMT

The first winter storm of the season blew into Utah early yesterday morning, and we have three notable accidents that snarled the commute to show for it. But it does not appear that the cold and blustery weather was the cause of them.

All three accidents occurred on Salt Lake Valley freeways early yesterday morning and all involved tractor-trailers. The first occurred just before 5 a.m., when the pup trailer being pulled by a propane tanker on the ramp going from eastbound I-80 to southbound I-15 tore loose from the tanker. After the pup came loose, it tipped onto its side. No one was injured, but the southbound ramp to I-15 remained closed for hours as crews worked to siphon 50,000 pounds of propane before the pup could be put back on all fours.

A few minutes after the first accident, a tractor-trailer carrying mail was traveling east on I-215 when the driver took the ramp onto southbound I-15 at the south interchange too fast. The truck hit a concrete barrier but fortunately, the trailer remained intact and no mail was lost.

A third accident occurred about 30 minutes after the second. At about 5:50 a.m., a tractor trailer rolled on I-15 near 900 South in Salt Lake City. Fortunately, there were no injuries reported as the result of any of these accidents. Regardless, whether bad weather is in play or not, drivers need to slow down and arrive alive.

Originally posted at InjuryBoard by Bret Hanna