And men hanging from halfopen car doors; flung rag dolls of men embracing steel power pylons; men skewered on steering columns; men whose faces are gone, as if nibbled by rats.
The Russians were criticised in the 1930s for severing a dog's head and keeping it clinically alive for a number of hours.
Trying to exhaust himself, Vaughan devised an endless almanac of terrifying wounds and insane collisions: The lungs of elderly men punctured by door-handles; the chests of young women impaled on steering-columns; the cheek of handsome youths torn on the chromium latches of quarter-lights. To Vaughan, these wounds formed the key to a new sexuality, born from a perverse technology. The images of these wounds hung in the gallery of his mind, like exhibits in the museum of a slaughterhouse.
1. If I am hurt or killed while driving, unless I am intoxicated or grossly negligent, I will not be blamed for my decision to drive.
5. If my child is injured or killed while in my car, I will not be blamed for their death unless I was intoxicated or otherwise grossly negligent.
6. If while driving I injure or kill another person ... unless I am intoxicated or otherwise grossly negligent this will be seen nothing more than a regrettable accident.
The technology is not exactly new. Many U.S. car manufacturers, including General Motors, have been installing Event Data Recorders (EDRs), designed to record information preceding a collision, for several years. But these “black boxes” don’t necessarily record the exact information that Progressive does in its TripSensor devices.
Snyder said that advanced EDRs can potentially record anything that involves an electric pulse in the vehicle, including airbag inflation, turn signals, windshield wipers and headlights. The data collected by EDRs was used originally in product liability cases to determine if airbags functioned correctly. But Snyder said that the data from Progressive, including speed and the information on braking and accelerating, has even more applications.
“We think that there is a huge value in collecting and using this data for safety research, and secondly, for liability claims settlement,” he said. “We’ll go beyond the inaccurate eyewitness testimony and interested parties and [find out] really what happened in collisions. They’ll collect information that you can use for real world evidence and [discover] what people and vehicles actually do in crashes as opposed to computer simulation or crash tests.”
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