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Car Safety Wars is a gripping history of the hundred-year struggle to improve the safety of American automobiles and save lives on the highways. Described as the “equivalent of war” by the Supreme Court, the battle involved the automobile industry, unsung and long-forgotten safety heroes, at least six US Presidents, a reluctant Congress, new auto technologies, and, most of all, the mindset of the American public: would they demand and be willing to pay for safer cars? The “Car Safety Wars” were at first won by consumers and safety advocates. The major victory was the enactment in 1966 of a ground breaking federal safety law. The safety act was pushed through Congress over the bitter objections of car manufacturers by a major scandal involving General Motors, its private detectives, Ralph Nader, and a gutty cigar-chomping old politician. The act is a success story for government safety regulation. It has cut highway death and injury rates by over seventy percent in the years since its enactment, saving more than two million lives and billions of taxpayer dollars. But the car safety wars have never ended. GM has recently been charged with covering up deadly defects resulting in multiple ignition switch shut offs. Toyota has been fined for not reporting fatal unintended acceleration in many models. Honda and other companies have—for years—sold cars incorporating defective air bags. These current events, suggesting a failure of safety regulation, may serve to warn us that safety laws and agencies created with good intentions can be corrupted and strangled over time. This book suggests ways to avoid this result, but shows that safer cars and highways are a hard road to travel. We are only part of the way home.

It is possible to eliminate death and serious injury from Canada’s roads. In other jurisdictions, the European Union, centres in the United States, and at least one automotive company aim to achieve comparable results as early as 2020. In Canada, though, citizens must turn their thinking on its head and make road safety a national priority. Since the motor vehicle first went into mass production, the driver has taken most of the blame for its failures. In a world where each person’s safety is dependent on a system in which millions of drivers must drive perfectly over billions of hours behind the wheel, failure on a massive scale has been the result. When we neglect the central role of the motor vehicle as a dangerous consumer product, the result is one of the largest human-made means for physically assaulting human beings. It is time for Canadians to embrace internationally recognized ways of thinking and enter an era in which the motor vehicle by-product of human carnage is relegated to history. No Accident examines problems related to road safety and makes recommendations for the way forward. Topics include types of drivers; human-related driving errors related to fatigue, speed, alcohol, and distraction and roads; pedestrians, cyclists, and public transit; road engineering; motor vehicle regulation; auto safety design; and collision-avoidance technologies such as radar and camera-based sensors on vehicles that prevent crashes. This multi-disciplinary study demystifies the world of road safety and provides a road map for the next twenty years.

This guide presents information on planning and managing microfilming projects, incorporating co-operative programmes, service bureaux and the impact of automation for library staff with deteriorating collections.

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Originally from west Kerry, Thomas Ashe was a schoolteacher in north County Dublin and a founding member of the Irish Volunteers. During the 1916 Rising he commanded the Fingal Battalion of the Volunteers, who were tasked with destroying the communications network of the British establishment north of Dublin city. This culminated in the Battle of Ashbourne, where the tactics used were a precursor of the guerrilla warfare techniques that were to be so effective in the War of Independence. Ashe was sentenced to death alongside Éamon de Valera, but their sentences were commuted to life imprisonment. He led a hunger strike in Lewes Prison in May 1917 and was released under a general amnesty in June. Ashe was re-arrested in August for a speech he made in Co. Longford. He was imprisoned in Mountjoy, where he went on hunger strike in September for prisoner-of-war status. He died on 25 September, having been force-fed by the prison authorities. Michael Collins delivered the oration at his funeral and the circumstances of his death and funeral became one of the key factors in tipping public opinion towards supporting the cause of the 1916 rebels.