Sunday, November 30, 2014

N.F.L. Teams Now Operate Under a Concussion Management Protocol

Concussions, by the New Book

N.F.L. Teams Now Operate Under a Concussion Management Protocol


         
    
Jim Gossett, as the head-injury spotter for Giants games at MetLife Stadium, watches for players slow to rise after plays. Credit Chang W. Lee/The New York Times 
It happens dozens of times in every N.F.L. game. There is a fierce collision, or perhaps a running back is slammed to the ground. Most of the time, all the players rise to their feet uneventfully.
Other times, as the pileup unravels, a player gets up slowly. His gait may be unsteady.
For decades in the N.F.L., the operative term for the situation was that someone “got dinged.” It was a cute, almost harmless-sounding description of what was often a concussion or a worrying subconcussive blow to the head.
 
But with the N.F.L. agreeing to pay hundreds of millions of dollars to settle a lawsuit brought by about 5,000 former players who said the league hid from them the dangers of repeated hits to the head, a backpedaling league has corrected its lingo and hastily amended its methodology. The N.F.L. now has a concussion management protocol, outlined in an inches-thick document that commands teams to institute a specific, detailed game-day and postconcussion course of action.
 
Once, the treatment of players with head injuries varied from team to team and could be haphazard. Beginning last season, all players suspected of having a head injury — should they lose consciousness from a collision or experience symptoms like a headache, dizziness or disorientation — were required to go through the concussion protocol system. It features a broad cast: a head-injury spotter in the press box, athletic trainers on the bench, doctors and neuro-trauma specialists on the sideline and experts in neuro-cognitive testing in the locker room.
    
The Giants’ team physician, Dr. Russell Warren, in hat, consulted with Justin Pugh (67) at MetLife Stadium on Nov. 16. Team physicians ultimately decide whether players can return to action. Credit Barton Silverman/The New York Times
The system is far from foolproof — players with serious symptoms remain in games. But as the N.F.L. grapples with a sobering threat to the welfare of its work force, not to mention a public-relations nightmare, the new concussion protocol is meant to establish a systemic, itemized policy on how potential brain injuries should be handled.
Based on multiple interviews in the last three months with athletic trainers, players, doctors and head-injury specialists associated with the Giants, the following is a window into how the concussion protocol is designed to work on one team.
 
Keeping an Eye Out
 
“Before the season begins, I make it a point to tell the players that we’re never going to use the word ‘dinged’ again,” said Ronnie Barnes, the Giants’ senior vice president for medical services, who has been with the team since 1980. “It’s a traumatic brain injury. I say to the players, ‘Each time you get a concussion, you’ve injured your brain.’ ”
Perhaps the most novel part of the new protocol is the advent of a head-injury spotter in an upper-level booth at every stadium. The spotter is a seasoned athletic trainer who is selected, trained and paid by the N.F.L. Also in the spotter’s booth are a video monitor and a video operator who can instantly replay a game sequence to scrutinize the mechanism of a potential head injury.
The spotter watches both teams and can communicate directly with the athletic trainers and doctors on the field via telephones that ring on the benches and walkie-talkies that are wired to earpieces. 
 
Jim Gossett, the spotter for Giants games at MetLife Stadium and an athletic trainer at Columbia for more than 30 years, said he looked for players who appear out of sync.  “It might be a player whose balance seems a little off, or he might be shaking his head after a hit,” Gossett said. “Sometimes it’s just someone adjusting his helmet over and over.  “That’s when I call down and say to the people on the sideline: ‘You might want to check so-and-so.’ Or ‘No. 26 doesn’t look right.’ ”
 
While the spotter is primarily looking for big hits that may lead to head or neck injuries, he also helps if a player sustains another kind of injury. As often as 15 to 20 times a game, the spotter tags videotapes of plays in which an injury has occurred or one is suspected. The videos are sent to the sideline, where they are viewed on a computer monitor behind the team’s bench.
 
If alerted by the spotter, the team’s athletic trainers usually approach the players first. Barnes said that in a game on Nov. 23, he approached the team’s wide receivers coach to get a player removed from the field so he could be examined. (Confidentially laws prohibit Barnes from identifying a player unless the player consents to discuss his injury.)
 
The spotter is not the only person watching for something that looks irregular on the field. In a typical game, about 10 Giants doctors and athletic trainers are on the sideline.
Frequently, the symptoms are obvious, as when a player does not get up off the ground for a few seconds.
 
In 2011, Giants long snapper Zak DeOssie was kneed in the head making a tackle on a punt, and he was prone and motionless on the turf for about six seconds before rising to his feet.
When DeOssie reached the sideline, Barnes approached and said, “You’re out of the game.”
 
Answered DeOssie: “On whose authority?” 
 
“Mine,” Barnes responded. 
 
DeOssie began yelling and arguing.  “I felt fine, like nothing had happened,” DeOssie said this month. “I was absolutely convinced I hadn’t been knocked out.”
 
DeOssie did not return to play, and the next day he saw the tape of the play in question.
“I went to Ronnie Barnes and thanked him,” DeOssie said. “Sometimes, as a player, you have to be protected from yourself.”  DeOssie’s case involved a quick and, in Barnes’s view, obvious medical decision. Not everything is as cut and dried. No two concussions are alike.
 
Go or No Go
 
Under the new concussion protocol, a player suspected of having a head injury is interviewed and put through a battery of tests on the bench by a team doctor. Joining the examination is a neurologist or neurosurgeon hired by the league and not directly affiliated with the team. There are two of these league doctors, known as independent neuro-consultants, assigned to every game — one on each sideline.
 
The initial questioning of the player is fairly standard:
What quarter is it? Who scored last? Do you have a headache? Dizziness? Nausea?
The doctors also put the player through exercises meant to test his balance and cognitive skills. Sometimes, the doctors simply have the player wait on the bench so he can be observed.

Tuesday, November 25, 2014

The Dangers of Texting While Driving

The Dangers of Texting While Driving

The popularity of mobile devices has had some unintended and even dangerous consequences. We now know that mobile communications are linked to a significant increase in distracted driving, resulting in injury and loss of life.
  • The National Highway Traffic Safety Administration reported that in 2010 driver distraction was the cause of 18 percent of all fatal crashes – with 3,092 people killed – and crashes resulting in an injury – with 416,000 people wounded.
  • Forty percent of all American teens say they have been in a car when the driver used a cell phone in a way that put people in danger, according to a Pew survey.
  • The Virginia Tech Transportation Institute found that text messaging creates a crash risk 23 times worse than driving while not distracted.
  • Eleven percent of drivers aged 18 to 20 who were involved in an automobile accident and survived admitted they were sending or receiving texts when they crashed.
Distracted driving endangers life and property and the current levels of injury and loss are unacceptable.
To stem this problem, the FCC is working with industry, safety organizations, and other government agencies, to inform and educate the public about the dangers of distracted driving and is seeking to identify and facilitate the development of innovative technologies that could reduce the incidence of distracted driving. To help in this effort and share information, we created a dedicated website.

Distracted Driving Information Clearinghouse

In addition, to collect and share information about consumer outreach activities and technology that could potentially reduce the problem of distracted driving, the Commission’s staff created the FCC Distracted Driving Information Clearinghouse.

State Laws

Currently there is no national ban on texting or using a wireless phone while driving, but a number of states have passed laws banning texting or wireless phones or requiring hands-free use of wireless phones while driving. For more information on state laws, visit www.ghsa.org/html/stateinfo/laws/cellphone_laws.html.

What You Can Do

Give Clear Instructions – Give teen drivers simple, clear instructions not to use their wireless devices while driving. According to Cellular Telecommunications Industry Association, the easiest way to say it is: “On the road, off the phone.” Before new drivers get their licenses, discuss the fact that taking their eyes off the road – even for a few seconds – could cost someone injury or even death.
Lead by Example – Children learn from their parent’s behavior. No one should text and drive. Be an example for your children and if you need to text or talk on the phone, pull over to a safe place.
Become Informed and Be Active - Review the information in our Clearinghouse and the literature on the websites mentioned above. Set rules for yourself and your household regarding distracted driving. Tell family, friends and organizations to which you belong about the importance of driving without distractions. Take information to your children’s’ schools and ask that it be shared with students and parents.

For More Information

For more information about wireless devices and driving, visit the FCC’s Distracted Driving website. For information on other communications issues, visit the FCC’s Consumer website, or contact the FCC’s Consumer Center by calling 1-888-CALL-FCC (1-888-225-5322) voice or 1-888-TELL-FCC (1-888-835-5322) TTY; faxing 1-866-418-0232; or writing to:

Federal Communications Commission
Consumer and Governmental Affairs Bureau
Consumer Inquiries and Complaints Division
445 12th Street, SW
Washington, DC 20554

Print Out

Texting While Driving Guide (pdf)

TIMELINE-Takata air bag recalls

TIMELINE-Takata air bag recalls

Tue Nov 25, 2014 1:33am EST        
 
(Reuters) - Following are some key events leading to the recall of several million cars fitted with potentially defective air bags made by Japanese firm Takata Corp.
2008:
Nov 4 - Honda Motor recalls 4,000 Accords and Civics (2001 models) globally as Takata air bag inflators may produce excessive internal pressure causing them to rupture and spray metal fragments in the car.

2009:
May 27 - Oklahoma teen Ashley Parham dies when her 2001 Honda Accord air bag explodes, shooting metal fragments into her neck. Honda and Takata deny fault, settle for undisclosed sum.
July 29 - Honda recalls 510,000 Civics, Accords and Acura 3.2 TL cars (2001-02 models) globally.
Dec 24 - Gurjit Rathore is killed in Virginia when the air bag in a 2001 Honda Accord explodes, severing arteries in her neck, court documents show. Her family sues Honda and Takata for more than $75 million in April 2011, claiming they knew of the air bag defects as early as 2004. Honda and Takata settle in January 2013 for $3 million, according to court documents.

2010:
Feb 9 - Honda recalls 437,000 Acura cars and other Honda vehicles (2001-03 models) globally, expanding earlier recalls.

2011:
April 27 - Honda recalls 896,000 Honda and Acura 2001-03 cars in order to find defective Takata air bag inflators installed as replacement parts.
Dec 1 - Honda again expands recalls. Globally, it says 304,000 are recalled as a bad inflator may have been installed at the factory, and 613,000 are recalled to find defective inflators installed as replacement parts.

2013:
April 11 - Toyota Motor, Honda, Nissan Motor and Mazda Motor recall 3.4 million vehicles globally due to possibly defective Takata air bags.
May 7 - BMW recalls 220,000 vehicles globally for Takata-related air bag issue.
May 10 - Takata posts record $212.5 million annual net loss; books 29.9 billion yen charge for recall costs; names Swiss national Stefan Stocker as president.
Sept 3 - Devin Xu dies in a 2002 Acura TL sedan near Los Angeles from "apparent facial trauma due to foreign object inside air bag," according to coroner's report.

2014:
June 11 - Toyota expands recall to 2.27 million vehicles globally; adding 650,000 previously not recalled in Japan, and 1.62 million overseas for a second time.
U.S. National Highway Traffic Safety Administration (NHTSA) opens probe that goes beyond previously identified glitches. NHTSA is examining whether driving in high humidity regions contributes to the risk of Takata air bag explosions.
Takata says inflators in the recall also supplied to Honda, Toyota, BMW, Chrysler, Ford, Mazda and Nissan.
June 23 - Honda, Nissan and Mazda recall 2.95 million vehicles, expanding April 2013 recall, bringing the total recall to about 10.5 million vehicles over five years. Later, Honda, Toyota, Nissan, Mazda, BMW, Chrysler and Ford say they are recalling more vehicles in some U.S. high humidity regions.
June 26 - Takata CEO apologizes to shareholders at AGM.
June 30 - Takata says some potentially defective inflators also shipped to Subaru and Mitsubishi Motors.
July 16 - BMW recalls about 1.6 million cars worldwide to replace Takata air bags, going beyond the regional U.S. recall.
Oct 2 - Orlando woman Hien Thi Tran dies four days after her 2001 Honda Accord air bag explodes, shooting out shrapnel.
Oct 17 - Reuters, based on a review of internal Takata documents, reports Takata struggled to meet its own standards for safety in manufacturing air bag inflators at its plant in Monclova, Mexico.
Oct 20 - Toyota recalls 247,000 vehicles in the U.S. for Takata air bag problems.
Oct 21 - Takata shares drop 23 percent in Tokyo.
Oct 22 - NHTSA expands total number of U.S. vehicles recalled involving Takata air bags to 7.8 million over the past 18 months.
Oct 27 - A first case seeking class-action status is filed in Florida, claiming Takata and automakers, including Honda and Toyota, concealed crucial information on defective air bags.
Oct 30 - NHTSA orders Takata to provide documents and answer questions under oath in air bag probe. On Nov 5, NHTSA orders Honda to do the same.
Nov 6 - Takata warns of a bigger full-year loss; takes 49.9 billion yen charge for recall-related costs; pays no interim dividend for first time since 2006.
Nov 7 - New York Times reports Takata ordered technicians to destroy results of tests on some air bags after finding cracks in inflators. Takata later refutes this.
Democratic lawmakers call for criminal probe into Takata.
Nov 10 - Takata shares drop 17 percent to 5-1/2 year low.
Nov 12 - Takata tells Reuters it has modified the composition of an air bag propellant, giving no details.
Nov 13 - Honda discloses fifth fatality, and first outside the U.S. Law Suk Leh, nine months pregnant, died in Malaysia on July 27 after being hit by a piece of metal from a Takata air bag in her Honda City compact car.
Honda recalls another 170,000 cars in Asia and Europe, taking its total Takata-related recalls to nearly 10 million.
Takata says its U.S. unit subpoenaed by a federal grand jury in U.S. District Court for the Southern District of New York to produce air bag-related documents.
Nov 18 - NHTSA tells Takata, Honda, Ford, Mazda, BMW and Chrysler to expand nationwide a U.S. regional recall.
Nov 19 - Mark Rosekind nominated for vacant NHTSA chief post.
Two U.S. senators schedule news conference with sister of someone who died in an Arizona accident in 2003 - potentially a sixth fatality linked to Takata air bags.
Nov 21 - U.S. Senate Commerce Committee hears testimony from Takata, Honda and Chrysler executives.
Japan's transport minister orders Takata to investigate its defective air bags.
Nov 24 - Honda says it failed to notify U.S. regulators of 1,729 claims of injuries and deaths related to accidents in its vehicles - including those with Takata air bags - in 2003-14.

(Compiled by Ben Klayman; Editing by Ian Geoghegan)

Honda underreported 1,729 deaths and injuries


Honda underreported 1,729 deaths and injuries

November 25, 2014: 7:37 AM ET
honda nhtsa 
Honda knew about the accidents that took place between 2003 and 2014 but did not report them. 

Honda failed to report 1,729 serious accidents resulting in injuries or deaths to U.S. safety regulators.

The company knew about the accidents that took place between 2003 and 2014, but blamed data entry and computer programming errors for the failure in a regulatory filing Monday.

Automakers are required to report any death or injury claims to the National Highway Traffic Safety Administration on a quarterly basis. The automakers and safety regulator both are supposed to analyze reports of such incidents so that it can be determined if there is a fault in vehicles that should prompt a recall.

The underreporting is likely to cost the Japanese automaker tens of millions of dollars in fines from federal safety regulators.

The news comes as Honda (HMC) finds itself at the center of a recall of more than 6 million cars worldwide with a deadly Takata airbags, which can explode and hit passengers with shrapnel. Honda has acknowledged at least four people who were killed by incidents involving the exploding airbags. The issue also impacts nine other automakers, including Ford (F), General Motors (GM) and Toyota (TM).

Eight of the 1,729 accidents that Honda failed to report to NHTSA involved Takata airbags. One of those accidents, which the company said took place on May 27, 2009, killed a driver named Ashley Parham in Midwest City, Oklahoma.

Among the seven other accidents not reported by Honda was a Sept. 1, 2013 accident that sent shrapnel into the right eye of Air Force Lt. Stephanie Erdman, seriously damaging her vision. Erdman testified about that injury before a Senate committee last week.
Related: Takata airbag victims looked like they had been shot or stabbed

The mistakes have come to light after NHTSA asked Honda to conduct an internal review of its reporting process.

NHTSA has not announced whether it will fine the automaker over the underreporting. But it can impose a maximum $35 million fine if a company does not properly report information about accidents involving their cars. GM was forced to pay that amount of money because of a 10-year delay in reporting a faulty ignition switch which has since been tied to at least 35 deaths.
It is possible Honda could be subject to multiple $35 million fines because its underreporting involves many separate types of problems tied to the 1,729 serious accidents. Toyota ended up paying what was then a maximum $16 million to $17 million fine four separate times between 2010 and 2012 for problems related the unintended acceleration of its cars.
Transportation Secretary Anthony Foxx has said the $35 million limit for the fine amounts to a "rounding error" for a major automaker which makes billions a year in profits. His department is asking Congress to raise the limit for a fine to $300 million.