A Plaintiff May Add the Insurance Company as a Named Defendant

Tractor Trailer Lawyers in Georgia have the ability under Georgia’s Direct Action Statue to join the insurance company in a lawsuit against a trucking company (otherwise referred to as a “motor carrier”).  In a typical road wreck case involving automobiles, it is not permissible to name the insurance company.  In fact, the mere mention of insurance in a typical auto accident case will result in a mistrial.  The situation is very different in a lawsuit against a tractor trailer or other commercial truck under Georgia’s Direct Action Statute.  This technical brief will address the Direct Action Statute and its application in Georgia. 

A Direct Cause of Action against the Insurer

Georgia Law permits a plaintiff to join in the same action the motor carrier and the insurance carrier, whether arising out of tort or contract. O.C.G.A. § 46-7-12(b). As such, the law gives plaintiffs a direct cause of action against the insurer.  This direct action statute establishes an independent cause of action against the motor carrier’s insurer on behalf of a member of the public who has been injured by the carrier’s negligence.  Thomas v. Bobby Stevens Hauling Contractors, Inc. et al., 165 Ga. App. 710, 711; 302 S.E.2d 586, 586 (Ga. App. 1983).  This direct action statute provides a special remedy for those injured by motor carriers, allowing them to file a direct action against the motor carrier’s insurance company. 

The Insurance Company Acts as a Surety

In a direct action against the insurer, the cause of action is not on the underlying tort (or negligence) committed by the motor carrier, but is on the contract of insurance.  Thomas, 165 Ga. App. at 711.  “The policy of insurance is not one of indemnity against loss as that term is generally understood, but is a direct and primary obligation to any person who shall sustain actionable injury or loss by reason of the negligence of the insured in the operation of his motor vehicles insured under the policy.”  Id. “The structure of the Motor Carrier Act is to offer the insurer as a substitute surety bond, action against which is based on its contract with the carrier for the protection of the public as a third party beneficiary.”  Thomas, 165 Ga. App. at 711, citing  Farley v. Continental Ins. Co., 150 Ga. App. 389, 390 (1979). Hence, a plaintiff can bring a direct action against an insurer as a third party beneficiary on the proceeds of the policy.  Thomas, 165 Ga. App. at 714.  The purpose of permitting joinder of the insurance company in a claim against a carrier is to further the policy of the Motor Carrier Act, that is, to protect the public against injuries caused by the motor carrier’s negligence.  Occidental Fire and Casualty Co. of North Carolina v. Johnson, et al, 302 Ga. App 677; 691 S.E.2d 589 (Ga. App. 2010).

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Safety Cannot be Delegated

Personal Injury Lawyers in Tractor Trailer Accident Cases often seek documents that motor carriers are required to maintain by the Federal Motor Carrier Safety Administration.  Many times, Tractor Trailer Companies delegate the hiring and supervision of drivers to third-party staffing companies.  When litigation commences, motor carriers often attempt to avoid responsibility by claiming they delegated safety compliance over the drivers to their staffing agency. This technical brief will address these arguments pursuant to applicable Federal Regulations and Georgia Law.

The Federal Motor Carrier Safety Regulations Promote Safety of the Motoring Public

The Federal Motor Carrier Safety Regulations (“FMCSR”) were adopted to promote safety and to protect the motoring public. See 49 CFR 350.103, 49 CFR 383(1)(a). The FMCSR’s require motor carriers (Trucking Companies or Tractor Trailer Carriers) to implement safety protocols including, but not limited to, the following areas: (1) Driver Testing 49 CFR 40.1; (2) Driver Licensing 49 CFR 383.1; (3) Driver Training 49 CFR 390.3(e)(2); (4) Driver Qualification 49 CFR 391.51, which includes (a) Driver Employment Application 49 CFR 383.35, 49 CFR 391.21; (b) Driver Background Investigation 49 CFR 391.23, 49 CFR 391.25; (c) Driver physical fitness (as evidence by Medical Examination) 49 CFR 391.43; (d) Driver Road Testing 49 CFR 391.31; and (e) Driver Hours of Service 49 CFR 395.  In turn, a tractor trailer company’s actions in implementing these safety regulations generate documents.  Documents establish compliance.  Compliance demonstrates safe operation.  Documentation is therefore evidence of safe operation.  Safety is always a relevant issue in any tractor trailer case.  Accordingly, safety, training and driver testing and qualification materials are relevant in this tractor trailer case and will lead to the discovery of admissible evidence. As will be demonstrated immediately below, this is true regardless of whether the documents are maintained by a Trucking Company or its Staffing Company- since A Trucking Company is ultimately responsible for compliance.

A Trucking Company May Delegate Functions but May Not Delegate Responsibility

Generally, a motor carrier may delegate certain employment functions to third parties, such as temporary staffing agencies. 49 CFR 40.15.  However, a motor carrier or trucking company is deemed to be an “employer” regardless of whether a third party hires the driver. 49 CFR 390 et. seq. establishes general definitions and applicability for the FMCSR’s. 49 CFR 390.1.  Part 390 statutorily designates a motor carrier as an employer regardless of whether the motor carrier leased the truck or hired a third party to hire the driver.  Part 390 defines “Employer” as,

“[A]ny person engaged in a business affecting interstate commerce who owns or leases a commercial motor vehicle in connection with that business or assigns employees to operate it…” [emphasis added] 49 CFR 390.5.

 Similarly, Part 383 defines “Employer” as,

Any person… who owns or leases a commercial motor vehicle or assigns employees to operate such a vehicle. [emphasis added] 49 CFR 383.5

Furthermore, the motor carrier (as the statutorily designated employer) remains responsible for driver operations,

Observance of Driver Regulations: Whenever in Part A of this subchapter a duty is prescribed for a driver or a prohibition is imposed on a driver, it shall be the duty of the motor carrier to require observance of such duty or prohibition.  If the motor carrier is a driver, the driver shall likewise be bound. [emphasis added] CFR Sect. 390.11.

The FMCSR’s specifically contemplate the use of leasing companies and staffing agencies and nonetheless require that motor carriers ultimately remain responsible for driver compliance,

Question 4: May a motor carrier be exempt from driver qualification requirements by hiring a driver leasing company or temporary help service? Guidance: No. The FMCSR’s apply to, and impose responsibilities on, motor carriers and their drivers. The FHWA does not regulate driver leasing companies or temporary help service companies.” [emphasis added] 49 CFR 391.11 DOT Interpretations, Question 4.

Accordingly, the motor carrier remains responsible for FMCSR compliance.  49 CFR 40.11(a) & (b), 49 CFR 383.3, 49 CFR 390.11, 49 CFR 391.11 (Question 4 Guidance), 49 CFR 395.1, 49 CFR 395.8(a).  A motor carrier may delegate the “functions” of driver compliance but cannot delegate responsibility, 49 CFR 40.15(c), because the FHWA has no ability to regulate leasing companies or staffing companies. 49 CFR 491.11, DOT Interpretations, Question 4. Therefore, a motor carrier is ultimately responsible for compliance regardless of whether it hired or assigned a third party to perform these functions. 49 CFR 40.15(c). 

A Trucking Company Must Maintain Documents Evidencing Compliance Even if it Delegated the Function to Its Staffing Company

 A Trucking Company has a responsibility to obtain from the Staffing Agency documents demonstrating compliance.  A Trucking Company cannot delegate its ultimate responsibility for the safety, training and driver testing and qualification materials outlined above. The FMCSR’s require a motor carrier to maintain and preserve all documents and there is no exception for documents generated or maintained by non regulated leasing companies or staffing agencies,

“All records and documents required to be maintained under this subchapter must be preserved in their original form for the period specified[.]” 49 CFR 390.31(a).

 To illustrate, the FMCSA provides that the [motor carrier] must take the affirmative step of obtaining pre employment drug tests before permitting drivers to operate.  They cannot simply assign this duty and assume no news is good news.  They must follow the result and actively obtain the documentation

“[A]s an employer, you are responsible for obtaining information required by this part from your service agents… you must not assume that no news is good news and permit applicant to perform safety-sensitive duties before receiving the result.” 49 CFR 40.17.

Therefore, a Trucking Company must actively maintain the required documents evidencing compliance.  It cannot simply delegate the function to its Staffing Company and ignore its responsibility to maintain the documents under 49 CFR 390.31(a).  A Tractor Trailer Carrier cannot escape responsibility for compliance simply because it delegated the actual function to a Staffing Agency.  The Trucking Company must maintain these documents as they demonstrate safety compliance.  Safety and documentation are always the first priority in a tractor trailer case. 

 

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Safety and Training Documents are not Trade Secrets

Trucking Accident Lawyers in tractor trailer cases often seek safety budgets, safety documents, training budgets and policy and procedure materials from the defendant trucking company.  Tractor Trailer companies often assert that such documents are protected from disclosure as “trade secrets.”  The first question is whether any of this material is a “trade secret” in the first place. Every motor carrier must comply with the same safety, training and policy requirements mandated by the Federal Motor Carrier Safety Administration. The relevant sections of the requested materials involve safety and training, something that comes from government requirements and industry standards. 

This technical brief will address these arguments pursuant to applicable Georgia Law.  Consider as an example, a typical document request, 

“All correspondence and documents regarding any safety issue, including but not limited to the initiation, investigation, and final conclusion of any:

  1. warning letters;
  2. targeted roadside inspections;
  3. offsite investigation;
  4. onsite investigation;
  5. cooperative safety plan;
  6. notice of violation;
  7. notice of claim/settlement agreement; and
  8. documents that stated motor carrier was unfit;

 These are not “secrets.”  They are documents evidencing compliance with, and communication from, the Federal Motor Carrier Safety Administration (or FMCSA).  Furthermore, the remaining requests seek materials that are “well known in the industry.”  The matters in this case do not possess genuine novelty as all motor carriers must comply.  Hence, these matters are not trade secrets and should not be protected.

Further, the requested safety, training & policy materials do not provide a competitive economic advantage.  They are required protocols mandated by the FMCSA to save lives.  There is no indication that a competing motor carrier sufficiently informed with the Federal Motor Carrier Safety Regulations would derive any monetary or competitive advantage in acquiring federally mandated safety, training or policy materials.  For that matter, a competitive advantage for a trucking company should never be “We have a secret that saves lives. . . and we will not share it.” 

In the event that a Defendant Trucking Company or motor carrier files a Motion for Protective Order, it must provide the Court with facts and a specific identification of the harm that will occur by producing the requested documents. A Tractor Trailer company cannot provide bare objections without any specific factual detail or identification of harm. Mere conclusions in the manner presently demonstrated in Defendants objections are insufficient.  Even assuming a Defendant Trucking Company offers factual information and manages to articulate an identifiable harm, the public welfare should outweigh Defendant’s desire to keep the documents concealed.  Trucking companies must be safe or people die.  In 2009, there were 3,197 deaths per year from tractor-trailer collisions.[1] The public’s need to know about safe operation of tractor-trailers is of particular public interest.

Criteria for Determining a Trade Secret

Pursuant to the Georgia Code, “Trade secret,” “means information including, but not limited to, technical or nontechnical data, a formula, a pattern, a compilation, a program, a device, a method, a technique, a drawing, a process, financial data, financial plans, product plans, or a list of actual or potential customers or suppliers which: (A) Derives economic value, actual or potential, from not being generally known to, and not being readily ascertainable by proper means by, other persons who can obtain economic value from its disclosure or use; and (B) Is the subject of efforts that are reasonable under the circumstances to maintain its secrecy.” (Emphasis supplied.) OCGA § 10-1-761(4); see also Taylor Freezer Sales Company v. Sweden Freezer Eastern Corp.,224 Ga. 160, 163-65(2) (1968).

Examples of Trade Secrets

The very first inquiry is whether the matter is a trade secret at all.  Examples of trade secrets include the formula to Coca Cola or a unique process which is not known in the industry, Essex Group, Inc. v. Southwire Co., 269 Ga. 553, 554-55 (1998) or customer lists, Paramount Tax & Accounting, LLC v. H&R Block Eastern Enterprises, Inc., 299 Ga. App. 596, 597 (2009) or some unique manufacturing process. American Buildings Company v. Pascoe Building Systems, Inc., 260 Ga. 346 (1990).

However, the matter is not considered a trade secret if it is “well known in the industry,” or where other people in the industry have similar or identical knowledge about the process. Wilson v. Barton & Ludwig, Inc., 163 Ga. App. 721, 725 (1982) citing Textile Rubber & Chemical Co. v. Shook, 243 Ga. 587, 589-590.  To be protected, the matter must possess genuine novelty and invention which is not the result of adaptation of existing knowledge even if cleverly adapted. Wilson v. Barton & Ludwig, Inc., 163 Ga. App. at, 725.   

Derives Economic Value

To be considered a protected trade secret, the matter must also derive some economic value. In other words, a competitor could reap economic value (beyond its own abilities) if it acquired the protected information. Capital Asset Research Corp. v. Finnegan, 160 F.3d 683, 688 (1998).  The matter must afford the possessor some competitive advantage. Capital Asset Research Corp. v. Finnegan, 160 F.3d at 688.  The matter must provide an advantage to a competitor beyond that which a sufficiently informed and experienced competitor has the ability to do. Id.

Efforts to Maintain Secrecy

Georgia law requires that a company undertake reasonable efforts to maintain confidentiality of the protected matter in order to claim status as a trade secret. Smith v. Mid-State Nurses, Inc., 261. Ga. 208, 209 (1991).  The company must produce evidence of efforts to maintain confidentiality of the information. Smith v. Mid-State Nurses, Inc. 261 Ga. at 209. For example, evidence that customer lists are not freely or widely disseminated or that employees must sign agreements to keep such information secret constitute sufficient evidence of efforts to maintain confidentiality. Avnet, Inc. v. Wyle Laboratories, Inc., 263 Ga. 615, 617 (1993). Even so, overly broad covenants issued to all employees to keep matters secret are insufficient. See Equifax Services, Inc. v. Examination Management Services, Inc., 216 Ga. App. 35, 40 (1994).

Defendant must Show Good Cause

Where a party asserts a trade secret, it may move for a protective order. O.C.G.A. Sect. 9-11-26(c)(7).  The moving party must show good cause for the issuance of a protective order. Young v. Jones, 149 Ga.App. 819 (1981).  Georgia Courts recognize that such orders prohibit discovery.  Accordingly, the moving party must provide facts and specific identification of the harm that will occur. Jones v. Young, 149 Ga. App. 819.  Mere conclusions are insufficient. Id.  As was said, in Young v. Jones, “good cause for the issuance of a protective order designed to frustrate discovery must be clearly demonstrated. Such cause necessarily is not established by stereotyped or conclusional statements bereft of facts.” Id. at 824; see Christopher v. State, 185 Ga. App. 532, (1988) (no attempt to specify how prejudice would occur).

In that regard, Federal Courts have held that to make a showing of good cause, the party seeking confidentiality has the burden of showing the injury ‘with specificity.’” Pearson v. Miller, 211 F.3d 57, 72 (3rd Cir. 2000); In order to show “good cause,” “[t]he moving party must show that disclosure will work a clearly defined and serious injury.” Hamilton v. State Farm Mut. Auto. Ins. Co., 204 F.R.D. 420, 424 (S.D. Ind. 2001). “[B]road allegations of harm, unsubstantiated by specific examples or articulated reasoning, do not satisfy the Rule 26(c) [good cause] test.” Beckman Indus. v. International Ins. Co., 966 F.2d 470, 476 (9th Cir. 1992).

Balancing Disclosure vs. Public Interest in Safety

Federal courts recognize a balancing of interests in determining good cause between the matter sought to be protected and the public welfare. Chicago Tribune Co, et. al. v. Bridgestone / Firestone, Inc., 263 F.3d 1304, 1313 (2001). The courts have balanced the interest in disclosure and the public interest, safety or free speech. Chicago Tribune Co, et. al. v. Bridgestone / Firestone, Inc., 263 F.3d at 1315; Farnsworth v. Proctor & Gamble, 758 2d. 1545 (1985). As was said by the 11th Circuit Court of Appeals in Chicago Tribune, “concerns of public health and safety trump any right to shield [protected matters] from public scrutiny.” Chicago Tribune, 263 F.3d at 1315 [emphasis added]. Inherent in this process is the recognition of the right of access to court records. There is no question that “the courts of this country recognize a general right to inspect and copy public records and documents including judicial records and documents.” Nixon v. Warner Communications. Inc., 435 U.S. 589, 597 (1978). This right of access to court records, like the openness of court proceedings, enhances the basic fairness of the proceedings and safeguards the integrity of the fact-finding process. Press-Enterprise Co. v. Superior Court, 464 U.S. 501, 508 (1984); Globe Newspapers Co. v. Superior Court, 457 U.S. 596, 606 (1982).

Accordingly, the safety and training related documents considered in this brief are not trade secrets, are not unique, offer no competitive monetary advantage to competitors and should be disclosed in the interest of promoting the safety of the motoring public. 



[1] U.S. Department of Transportation, Publication No. FMCSA-RRA-11-024.

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MEDPAY COVERAGE

by Fred Burkey on December 1, 2011

THE PROBLEM You will have to pay the bills if you’re hurt in a car accident and you don’t have health insurance; even if it’s not your fault. Here’s another problem.  You may have to pay back your health insurance company if they pay your medical bills after a motorcycle accident; even if it’s not your fault. 

For nearly twenty years, I have committed my practice to achieving superior results for accident victims seriously injured or killed in trucking, motorcycle and auto accidents.  I’ve noticed a recent trend following the recession.  Many of my clients do not have health insurance and have no way to pay their medical bills. 

Most people assume that someone else will pay their medical bills if a trucking, motorcycle or car accident is not their fault.  Unfortunately, this is not true.  If the at fault driver’s insurance company refuses to accept responsibility, they will not pay.  Even if the insurance company accepts responsibility, they rarely pay medical bills before a final settlement.  Typically, settlement is paid in one lump sum after all treatment has concluded.  This can take many months from the time of the accident.  In the meantime, the accident victim needs a source of payment to see a doctor.  If they have no health insurance, doctors will refuse to treat them. 

Another problem arises even if an accident victim has health insurance.  In some cases, an injured victim will have to reimburse the health insurance plan from his settlement proceeds.  I wrote an article on the technical issues presented by these Health Insurance Plans in my recent blog, “Protecting your Claim from an ERISA Lien.” See http://burkeylawfirm.com/protecting-your-claim-from-an-erisa-lien/.

THE SOLUTION The solution to these problems is to purchase Medical Payments Coverage, often referred to simply as “med pay.”  Med pay is one coverage part found on a typical auto policy.  This coverage pays medical bills or funeral expenses in the event you are injured or killed in an accident.  Med pay will pay regardless of fault.  There is no deductible or co-insurance payment as with most health insurance policies.  You are not required to seek a participating provider.  Most of the time, you can have your doctor direct bill the med pay coverage just as you would with a PPO under a standard health insurance policy.  In most all cases, you won’t be required to reimburse the med pay coverage from your settlement.  And, the coverage is relatively cheap compared to what you pay for liability coverage.

HOW MUCH? For folks who have no health insurance, I recommend med pay of no less than $50,000.00.  For folks who have an employer health insurance plan that is fully funded by the employer (in other words, if it is subject to ERISA), I recommend no less than $50,000.00.  For folks who have a traditional health insurance policy, I recommend at least 10,000 to $25,000 depending upon whether the policy has a high deductible, co-insurance and strict PPO requirements.  For folks who have HMO style health insurance plans, I recommend no less than $50,000 since these plans are focused on managed, preventive care and are typically hostile to specialists (such as orthopedics) and providers outside their network. 

In any of the above scenarios, buy as much as you can afford.  Medical costs can be enormous.  I recently helped a severely injured client who had almost been killed in an auto crash.  After a life flight, hospitalization for three weeks, surgery and rehabilitation, his medical bills were approximately $400,000.00.

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THE PROBLEM

Last Sunday Night, I had the chance to talk with a friend, Abraham Abukar at WATB AM 1420 which serves the Somali Community in DeKalb County.  We spoke about uninsured motorist coverage (or “UM Coverage”).  For close to twenty years, I have represented accident victims injured or killed in auto, trucking and motorcycle accidents.  One of the biggest problems I see in my practice is not enough insurance coverage.  Most all drivers assume they are fully covered when, in fact, they are not.

WILL SOMEONE ALWAYS PAY?

Most people assume that if an accident is not their fault, someone will pay.  Unfortunately, this is not true.  If the at fault driver has little or no insurance, then the victim will have to pay the difference. 

THE INSURANCE POT

In reality, an injured person is only able to recover from the available insurance covering the loss. In talking with my clients, I refer to this as the “insurance pot.”  The amount of insurance coverage in the pot depends on how much coverage the at fault party carries.  If the at fault party has little or no insurance, then you must look to your own insurance to cover the difference.  If you have little or no insurance, then you may have to pay for your medical bills.  This is true even if you did not cause the accident.

WHAT IS FULL COVERAGE?

Most people assume that they are “fully covered” just because they have auto insurance.  They believe having “full coverage” means that someone will pay all of their medical bills if an accident is not their fault.  Unfortunately, this is incorrect.

YOUR INSURANCE POLICY

Bundle of Sticks

The best way to think of your auto insurance policy is like a bundle of sticks.  Each stick represents a coverage part.  Some people may have as many as seven coverage parts. Others may have only one or perhaps two coverage parts.  Yet, if you ask each person whether he has enough insurance, he or she will probably tell you they are fully covered. Whether you are fully protected from a loss depends upon what coverage parts you have. The standard coverage parts for auto insurance include: Liability, Comprehensive (or “Comp”), Collision, Medical Payments (or “Medpay”) and Uninsured Motorist (or “UM”).

Liability

Georgia requires that each individual driving an automobile on the roadways of this state have no less than $25,000.00 in liability coverage.  Liability coverage is one coverage part in a typical auto policy.  This coverage protects the world from your actions.  In the event you cause an accident, liability coverage will pay the injured party.  Your insurance company will defend you against the loss.  Your insurance company will also indemnify (or pay) for any damages you have caused up to the limits of the policy.  In other words, if you cause an accident that injured someone and you have liability policy limits of $25,000.00, then the insurance company will pay the injured party up to $25,000.00 on your behalf.

Comprehensive

Comprehensive coverage pays for damage to your car caused by theft or hazard.  If your car is stolen, comprehensive coverage will pay for the loss. This coverage will also pay for loss caused by fire, lightening, falling objects, explosion, wind, hail, water, flood or vandalism.  Comprehensive coverage does not pay for bodily injuries.

Collision

Collision coverage pays for damage to your car caused by an accident or from striking a fixed object.  It is considered “first party” coverage because you settle with your own insurance company (rather than a third party).  This coverage will pay you to fix your car unless it is totaled.  If totaled, this coverage will pay the fair market value of the car.  Collision coverage does not pay for bodily injuries.

Medical Payments

Medical payments coverage pays for your medical or funeral bills in the event you are injured or killed in an accident.  

Uninsured Motorist

Uninsured motorist coverage or “UM Coverage” pays for your bodily injuries in the event the at-fault party has little or no insurance. 

UM COVERAGE: WHAT SHOULD YOU DO?

Educate Yourself

I always ask friends and people I meet whether they know how much insurance they carry.  Typically, no one readily knows.  So, my first suggestion is to find and read your policy. 

Locate Your Dec Page and Policy

Look for your declarations page (or “dec page”) and understand what coverage parts you carry.  The insurance company sends you a dec page every six months. The dec page lists your coverage parts and insurance limits for each.   

Read your Policy

Your insurance policy is separate from your dec page.  The insurance company sends you a policy when you first purchase insurance.  The policy is the contractual agreement between you and the insurance company, which is why it is important to keep. It is usually the size of a small pamphlet printed on thin paper.  From time to time, the insurance company will mail revisions to the policy.  These revisions are called “endorsements.”  Endorsements amend the terms of the insurance. You should always keep these endorsements for your records since they modify your insurance coverage.  These days, most insurance companies will have your policy information online.  Once, you locate your dec page and insurance policy, read them.  If you don’t understand your coverage, call your insurance agent and ask questions.   

How Much Insurance do you Need?

You should buy as much UM Coverage as you can afford. I like to see my clients have no less than $50,000.00 UM “Add On” Coverage. For more affluent clients, I recommend at least $100,000.00 UM “Add On” or more.  UM coverage is not expensive.  Compared to liability coverage, the cost is a fraction of that for liability.  Resist the urge to skimp and save money by rejecting “Add On” coverage.

Don’t Skimp

Georgia now requires that insurance companies provide UM Policies that “add-on” to existing liability coverage unless the insured (that’s you) rejects the “add-on” feature in writing.  This is a very important feature.  Formerly, UM Coverage “reduced” and was therefore only available if it exceeded available liability coverage.  It sounds confusing and the best way to describe the difference is through the following examples:

(1) Add On UM Coverage

 At fault driver causes an accident and has $25,000.00 liability coverage.  Victim has $25,000.00 UM Coverage under Georgia’s new “add-on” requirement.  The total insurance available to cover the victim’s injuries in this example is $50,000.00. 

   25,000.00 Liability
+25,000.00 UM “Add-on”
  50,000.00 Total Coverage

(2)   Reduced UM Coverage

 Assume in this example that victim chooses to save money and opts to reject Georgia’s new “add-on” feature.  He signs a written rejection with his insurance company and buys “reduced” coverage.  Using the same example from above, at-fault driver causes an accident and has $25,000.00 liability coverage. Victim has $25,000.00 UM “Reduced” coverage.  The total insurance available to cover the victim’s injuries is only $25,000.00.  Of that total, the available UM Coverage from the victim’s policy is zero.  The only available recovery is from the at fault driver’s policy.

   25,000.00 Liability
  -25,000.00 UM “Reduced”
   25,000.00 Total Coverage

(3)   The Real Cost

Assume from the examples above that victim has fractured his leg requiring surgery to insert rods and screws in his femur.  His surgery bills are $30,000.00, Hospital fees are $15,000.00, Radiology bills are $2,500.00, and Ambulance is $2,500.00.  Total medical bills are $50,000.00.  In Example (1) above, victim’s medical bills would be fully covered because there is $50,000.00 in the insurance pot to cover the loss.  In Example (2) victim sought to save money on his insurance and rejected “add-on” coverage for the cheaper “reduced” UM Coverage.  Using the same medical bills of $50,000.00, victim would be short $25,000.00.  In other words, there would only be $25,000.00 available insurance coverage to pay for victim’s medical bills. Victim would therefore have to pay the remaining $25,000.00 from his pocket.    

(4)   A Real Life Example 

Here is an example from one of my recent cases.  Several years ago, I represented a retired lawyer. He was elderly and frail, a widower with one child suffering from Down’s syndrome.  My client was rear-ended near Marietta.  The accident was not his fault.  He died from his injuries.  When I began to investigate the available insurance coverage, I discovered a tragedy.  The at-fault party only carried enough liability insurance to meet the minimum Georgia requirements of $25,000.00.  My client carried $25,000.00 UM “Reduced.” He had no medical payments coverage.  So in calculating the available coverage in the pot, my client’s estate had only $25,000.00 in which to collect for his death.  The tragedy lies in the coverage my client purchased.  He carried liability insurance in the amount of $2 Million Dollars.  In essence, he had protected the entire world but not himself.  I can only assume as a lawyer he was fearful of being sued and felt the need to carry enormous liability coverage.  I suspect he did not understand the importance of UM Coverage.  

 

 

 

 

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On Tuesday, a tragic accident in Virginia forced the Federal Motor Carrier Safety Administration to fundamentally alter protocol regarding Out-of-Service orders for commercial motor carriers and passenger motorcoach companies.

A SkyExpress bus filled with passengers traveling from Charlotte, North Carolina, en route to New York City’s Chinatown, suddenly veered off Interstate 95 in Virgina. The bus hit an embankment, flipped, and crashed onto its roof. Four passengers were killed and over 50 were injured. The only person who was uninjured, and the only one with a seat belt, was the driver, whom the Virginia State Patrol believe fell asleep at the wheel.

The FMCSA was heavily scrutinized and chastised by Transportation Secretary Ray LaHood. It was revealed that SkyExpress had been issued an unsatisfactory rating on April 12, and the FMCSA would have shut down the company last Saturday,  May 28th. The FMCSA granted a 10-day extension for the company to appeal its decision. The fatal collision on Tuesday occurred on the 4th day of that extension. Secretary LaHood issued a statement today stating, “On my watch, there will never be another extension granted to a carrier we believe is unsafe.” The bus company had been involved in previous collisions within the last 24 months and had also received poor ratings for driver fitness, fatigued driving, and overall unsafe driving.

This latest accident comes almost three months after a fatal bus accident in the Bronx, in which 15 passengers were killed. As a result, the FMCSA conducted over 2800 “spot checks” and pulled 10% of drivers/vehicles off the road. Such tragic accidents show that a lot remains to be done by the federal government in order to ensure the safety of passengers as well as the driving public.

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Atlanta is not a city that is synonymous with walking. Transportation for America, a pedestrian and mass-transit advocate group, recently ranked the Atlanta-Sandy Springs-Marietta as the 10th-most dangerous metro area for pedestrians. Sidewalks often have cracks in the concrete, are poorly lit, and in many cases, do not even exist. Pedestrians are faced with even more dangerous situations because crosswalks are at a premium.  Many have to make the daily decision of either walking up to a mile out of the way to the nearest traffic light with a crosswalk or crossing the street in between traffic. While many talk of turning the Atlanta Metro area into walkable neighborhoods, the reality that pedestrians face when trying to cross the street is that the law of the jungle still reigns supreme.

When tragic stories are on the local news regarding pedestrian fatalities, more often than not the blame is placed on the victim. On Nov. 17, 2008, in Cobb County, a mother crossed outside a crosswalk with her four children. A driver struck and killed the woman’s 4-year-old daughter. In an unprecedented move by the Prosecutor, the mother was charged with involuntary manslaughter and reckless conduct.

Many Georgians fail to realize is that proper crosswalks are a rarity. The majority of pedestrians rely upon public transportation to get to school and work. According to a study by the Atlanta Regional Commission in 2008, about 25% of pedestrian accidents in the metro Atlanta region occur within 100 feet of a bus stop. Close to 50% of pedestrian accidents occur within 300 feet of a bus stop. While drivers on urban streets expect pedestrians, Atlanta’s suburbs and rural areas pose the greatest threat to the walking public, with even sparser lights and crosswalks, compounded with vehicles traveling at greater speeds.

While a walkable Atlanta may be in the future, it seems to be too far off in the distance.

 

 

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A recent study by the American Research Transportation Institute analyzed tractor trailer driver-specific data in order to relate driver behavior to future crashes. The variables used were road inspection violations, driver traffic conviction information, as well as past crash involvement. Data from 587,722 truck drivers over a two-year period showed that specific behaviors and convictions in aggregate raised a driver’s risk of being involved in a truck crash by more than 50%.

Researchers found that failure to use turn signals violations were the leading predictor of tractor trailer crashes. Drivers with this conviction  increased a driver’s likelihood of a crash by almost 96%, compared to their peers.

Other violations and convictions ranked as follows:

-Improper turn conviction (84%)
-Improper or erratic lane change (80%)
-Improper lane/location (68%)
-Failure to obey traffic sign (68%)
-Speeding more than 15 mph over speed limit (67%)

This study shows that a “safety culture” within the trucking industry is what can best assist in lowering the number of crashes on America’s highways. The Federal Motor Carrier Safety Administration has also begun weighing violations by truck drivers through its Safety Management System, in order to intervene earlier with motor carriers and ensure the safety of the driving public.

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Although traffic courts throughout Georgia have made it easier on motorists by allowing online payments of tickets, the same doesn’t apply to those caught with an expired tag. Many think that simply paying the fine will make the citation go away, but an expired tag carries with it a mandatory appearance in court. A fine of up to $500 may be imposed, and missing the court date could lead to a suspended license or even a bench warrant. You may be able to get the fine reduced, but your tag renewal needs to be in hand. Such a citation can be a quick fix, but failing to show up can cost you much more in the long run.

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One way to ensure that you will continue to be a “family attorney” to both new and old clients is to periodically reach out to your entire client base. Even though their case may be completed, it is important to remind them of your specialty within the legal practice, but also that they can always contact you with legal questions. In these economic times, not everyone can afford an attorney. Knowing that you are there or that you can refer them to someone that can help will maintain your client’s confidence in you.  They will remember the great work you did before and  see that your success was not a fluke.

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