Chicago Accident Lawyer Blog

October 31, 2024

¿Se Debería Permitir a Los Niños Montar en Patinetes Eléctricos?

El uso de scooters eléctricos ha aumentado dramáticamente en Chicago en los últimos años. La popularidad de los scooters eléctricos ha sido impulsada por la introducción de servicios compartidos como Divvy, Lime y Spin. Estos scooters se dejan en las aceras y calles y se pueden desbloquear con una aplicación de teléfono inteligente. Cuando un usuario termina su viaje, puede dejar el scooter en su destino. Este aumento en el uso de scooters eléctricos ha estado acompañado por un aumento en las visitas a la sala de emergencias relacionadas con los scooters eléctricos.

Es fácil ver lo vulnerables que son los conductores de scooters a las lesiones. Los scooters eléctricos alcanzan velocidades de hasta 20 MPH y algunos incluso van más rápido. El abogado especializado en lesiones por scooters eléctricos, Peter Zneimer de Zneimer & Zneimer, P.C., recientemente conducía por la avenida Peterson en Chicago a aproximadamente 25 MPH cuando fue adelantado por un scooter eléctrico que iba al menos a 30 MPH. Además, los scooters eléctricos tienen ruedas pequeñas que requieren superficies lisas para circular. Como cualquier residente de Chicago puede confirmar, los baches y las superficies irregulares están por todas partes en las calles de Chicago. Cuando las ruedas pequeñas de un scooter eléctrico golpean un bache o una superficie irregular, es probable que el conductor salga despedido con fuerza al pavimento. Si una persona se cae de un scooter eléctrico al pavimento a estas velocidades, las lesiones son casi seguras. Las lesiones más comunes son cortes, raspones, moretones, fracturas y lesiones en la cabeza.

Hubo aproximadamente 42,200 visitas a la sala de emergencias en los Estados Unidos en 2021, según la Comisión de Seguridad de Productos del Consumidor. Esto representa un aumento del 66% con respecto a 2020. El aumento en las lesiones afecta a niños menores de 16 años. Debido al alto riesgo de lesiones, la Academia Estadounidense de Pediatría recomienda que los niños menores de 16 años no puedan usar scooters eléctricos.

October 23, 2024

Peligro Peatonal

by Zneimer & Zneimer, P.C.

Escrito y revisado por Peter Zneimer

En los últimos años, Chicago ha invertido mucho en mejorar la seguridad en los cruces peatonales. La ciudad ha agregado señales en muchos de los cruces. Algunos incluyen advertencias de que es una violación de la ley estatal no detenerse para los peatones en un cruce peatonal. Los cruces más sofisticados tienen luces intermitentes que se activan al presionar un botón que advierte a los automovilistas que los peatones están cruzando. Los esfuerzos de la ciudad para mejorar la seguridad peatonal son dignos de elogio, dado el aumento de las lesiones peatonales en Illinois. Los abogados de lesiones personales de Zneimer & Zneimer P.C. observan que los casos de accidentes peatonales suelen tener lesiones graves porque estos accidentes, la mayoría de las veces, implican un vehículo que golpea a un cuerpo humano.

Dado el aumento constante de muertes peatonales en el condado de Cook, el dinero gastado en mejorar la seguridad peatonal está bien invertido. Según la Administración Nacional de Seguridad del Tráfico en las Carreteras (NHTSA), las muertes por accidentes peatonales en el condado de Cook aumentaron un 28% entre 2016 y 2020. En otro estudio realizado por la Asociación de Seguridad en las Carreteras de los Gobernadores (GHSA), se mostró que las muertes de peatones en Illinois aumentaron un 55% entre 2005 y 2020.

October 22, 2024

“Los SUV Son Peligrosos para Otros Coches en la Carretera.

by Zneimer & Zneimer, P.C.

Las leyes de la física se aplican a todo, incluidos los accidentes de vehículos. Cuando un SUV o camión de 5,500 libras choca con un automóvil que pesa 3,300 libras, es de esperar que el automóvil sufra más daños y, en consecuencia, es más probable que el conductor del automóvil resulte herido o fallezca. Los abogados de lesiones automovilísticas de Zneimer & Zneimer P.C. han observado que cuando automóviles más pequeños están involucrados en choques con SUVs grandes o camiones, el automóvil más pequeño sufrirá significativamente más daño. The Economist realizó recientemente un estudio en el que recopiló diez años de datos de accidentes de informes policiales de 14 estados. Sus hallazgos fueron publicados el 7 de septiembre de 2024 en un artículo titulado “Peligrosamente pesados”. Los números son sorprendentes. Para los vehículos más pesados, aquellos que pesan alrededor de 6,800 libras, los conductores de estos vehículos experimentaron 4.1 “muertes en el propio vehículo” por cada 10,000 accidentes, en comparación con 6.6 “muertes en el propio vehículo” para autos que pesan un promedio de 3,500 libras. Sin embargo, estos vehículos más pesados fueron responsables de 37 “muertes en el vehículo contrario” por cada 10,000 accidentes. Entonces, si bien los conductores de los vehículos más pesados estaban ligeramente más seguros, el resto de nosotros en autos corríamos un riesgo sustancialmente mayor de sufrir lesiones o muerte. The Economist observa, basándose en estos datos, que “por cada vida que los SUVs y camiones más pesados salvan, se pierden más de una docena de vidas en otros vehículos”. Para los vehículos en el 10% superior de peso, que pesan al menos 5,000 libras, la tasa de mortalidad fue de 26 muertes por cada 10,000 accidentes. El conductor del SUV o camión experimentó 5.9 de estas muertes por cada 10,000 accidentes, mientras que el desafortunado vehículo contrario experimentó 20.2 muertes por cada 10,000 accidentes. Para la siguiente categoría, de vehículos que pesan entre 5,000 y 4,500 libras, la distribución fue de 5.4 muertes del conductor del SUV o camión por cada 10,000 accidentes y una tasa de mortalidad de 10.3 muertes por cada 10,000 accidentes para el vehículo contrario. Lo que las estadísticas dejan en claro es que el peso mata. Además, también es evidente que el peso de los vehículos más pesados se puede reducir sustancialmente con solo un impacto mínimo en la seguridad del conductor del SUV o camión, mientras se salvan muchas más vidas de personas que conducen vehículos de peso promedio.

Dadas estas estadísticas tan contundentes, uno pensaría que se prestaría más atención a este problema de seguridad. Sin embargo, los abogados de lesiones de Zneimer y Zneimer, P.C. señalan que los automóviles estadounidenses solo están aumentando de peso, creando un ambiente de carrera armamentista en el que los conductores estadounidenses necesitan comprar vehículos cada vez más pesados solo para estar seguros de otros conductores. El automóvil nuevo promedio en Estados Unidos ahora pesa 4,400 libras, mientras que el automóvil promedio europeo pesa 3,200 libras y el automóvil promedio japonés pesa 2,600 libras. Una solución sería imponer un fuerte recargo a los vehículos más pesados. Antes de que una idea así pueda ganar tracción, sin embargo, es necesario que las personas sean más conscientes de los peligros que representan los SUVs y camiones más pesados en las carreteras.

Publicado en: Accidentes automovilísticos y Accidentes de camiones

October 4, 2024

Are Zero Bike Deaths Possible in Chicago?

by Zneimer & Zneimer, P.C.

Written by Peter Zneimer

Chicago has had only 0ne bicyclist fatality in 2024 as of September 16, 2024. Though any bike death is a tragedy, that number is a vast improvement from previous years. According to the Illinois Department of Transportation, Chicago reported seven bicyclist deaths in 2023, 10 deaths in 2022, and 11 in 2021. The question that Chicago city officials and bike safety advocates is contemplating is whether the decrease is a fluke or whether the decrease can be attributed to actions taken by the city to improve bike safety.

The bike injury lawyers of Zneimer and Zneimer P.C. note that the city of Chicago has been committed to broad program to improve bike safety in the city. Chicago, in recent years, has instituted 50 miles of bike safety upgrades and 27 miles protected bike lanes that have been completed by the Chicago Department of Transportation. Though improvements have been made, Chicago has a ways to reach its vision zero goals of zero traffic deaths since there have been 22 pedestrian deaths and 41 traffic deaths in Chicago through July of 2024 according to the Chicago Department of Transportation.

September 24, 2024

SUVs Dangerous to Cars on the Road

by Zneimer & Zneimer, P.C.

Written by Peter Zneimer

The laws of physics apply to everything including vehicle crashes. When a 5,500 pound SUV or pick-up truck crashes with an automobile weighing 3,300 pounds you would expect the automobile to sustain more damage and consequently the automobile driver is more likely to be injured or killed. The car injury lawyers of Zneimer & Zneimer P.C. have observed that when smaller cars are involved in crashes with large SUVs or pick-up trucks, the smaller car will incur significantly more damage. The Economist recently did a study where it collected ten years of crash data from police reports from 14 states. Their findings were published in September 7th, 2024 in an article entitled “Dangerously heavy”. The numbers are stunning. For the heaviest vehicles, those weighing around 6,800 pounds, the drivers of these vehicles experienced 4.1 “own car deaths” per 10,000 crashes. compared with 6.6 “own car deaths” for cars weighing the average of 3,500 pounds. However, these heaviest vehicles were responsible for 37 “partner -car deaths” per 10,000 crashes. So while the drivers of the heaviest vehicles were slightly more safe, the rest of us in cars were put at substantially more risk of injury or death. The Economist observes based on this data “that for every life that the heaviest SUVs and trucks save, more than a dozen lives are lost in other vehicles.” For vehicles in the top 10% of weight, weighing at least 5,000 pounds, the death rate was 26 deaths per 10,000 crashes. The SUV or pick-up driver experienced 5.9 of these deaths per 10,000 crashes while the unlucky partner vehicle experienced 20.2 deaths per 10,000 crashes. For the next category for vehicles weighing 5,000 to 4,500 pounds the the breakdown was 5.4 SUV or pick-up driver deaths per 10,000 crashes and a death rate of 10.3 deaths per 10,000 crashes for the partner vehicle. What the statistics make clear is that weight kills. Furthermore, it is also clear that the weight of the heaviest vehicles can be reduced substantially with only minimally affecting the safety of the SUV or pick-up truck driver while saving many more lives of people driving average weight vehicles.

Given these stark statistics one would think there would be more attention focused on this safety issue. However, the injury lawyers of Zneimer and Zneimer, P.C. note that American cars are only getting heavier creating an arms race environment where American drivers need to buy heavier and heavier vehicles just to be safe from other drivers. The average new car in America now weighs 4,400 pounds while the average European car weighs 3,200 pounds and the average Japanese car weighs 2,600 pounds. One solution would be to levy a steep surcharge on the heaviest vehicles. Before such an idea can gain traction however, people need to be more aware of the dangers poised by the heaviest SUVs and pick-up trucks on the roadways.

September 13, 2024

Melbourne Bans E-Scooters for Safety Reasons

by Zneimer & Zneimer, P.C.

Chicago has witnessed a dramatic increase of e-scooters riders on the roadways and bike paths in recent years propelled propelled by e-scooter ride share companies like Divvy and Lime setting up stations. With increased number of e-scooter riders, the e-scooter injury lawyers of Zneimer & Zneimer P.C. has also observed a dramatic increase of people injured in e-scooter accidents. Driving around Chicago, one witnesses e-scooters everywhere. One sees people riding on the bike paths, riding on the sidewalk, riding with traffic and riding against traffic. To add to the confusion, e-scooter riders have a tendency not to follow traffic rules like stopping at stop signs and stopping for red lights.

The influx of e-scooter riders on the sidewalks and on roadways have not only lead to more accidents but also more complaints from pedestrians who must dodge e-scooters. With more complaints comes more regulations. Some cities have gone a step further and have banned e-scooters all together. The city of Melbourne has recently voted to end its contracts with e-scooter operators, Lime and Neuron ending a two year trial period. “I have heard in recent days from residents, from traders, from visitors to Melbourne, literally begging us to bring the trial to an end to make our city safe again” Melbourne Mayor Nicolas Reece was quoted in saying at a news conference.

Though the e-scooters were popular, averaging 6,800 daily trips according to city statistics, the popularity also came with a sharp rise in complaints from pedestrians on footpaths and a sharp rise in emergency room visits. The Royal Melbourne Hospital reported 256 e-scooter related injuries in 2023, including one death.

August 14, 2024

Motorists in Chicago Do Not Stop For Pedestrians in Crosswalks

by Zneimer & Zneimer, P.C.

Written and Reviewed by Peter Zneimer

Chicago in recent year has invested heavily in improving cross walk safety. The city has added cross walk signs to many crosswalks. Some have included warnings that it is a violation of state law not to stop for pedestrians in a cross walk. The fanciest crosswalks have flashing lights that are activated by pushing a button that warn motorists that pedestrians are crossing. The City’s efforts to upgrade pedestrian safety should be commend given the rise of pedestrian injuries in Illinois. The personal injury injury lawyers of Zneimer & Zneimer P.C. note that pedestrian accident cases typically have severe injuries because these accidents most often involve a motor vehicle striking a human body.

Given the steady rise of of pedestrian deaths in Cook County the money spent on improving pedestrian safety is wisely spent. According to the National Highway Traffic Administration (NHTSA) pedestrian accident fatalities in Cook County increased by 28% between 2016 and 2020. In another study done by the Governors Highway Safety Association (GHSA) study showed that pedestrian deaths in Illinois rose 55% from 2005 to 2020.

July 17, 2024

Embracing Micromobility in Chicago: Take A Ride on The Wild Side

by Zneimer & Zneimer, P.C.

Written and Reviewed by Peter Zneimer

Wandering around Chicago, one will witness firsthand the micromobility revolution. In high traffic areas, everywhere you look in Chicago you will see people riding e-scooters, e-bikes and pedal bikes. The surge in micromobility is fueled by corresponding surge of on-demand bicycle and e-scooter networks such as Divvy, Lime and Spin flooding the city. Such services, hypothetically, offer young, solo riders an easy, cheap, and eco-friendly way to take way to take short trips. Over 4 million e- scooter trips have been recorded in Chicago since 2022.

Along with the benefits come with many safety risks. The rise of micromobility vehicles has been accompanied by emergency room visits by users of these vehicles. The e-scooter injury attorneys of Zneimer & Zneimer P.C. have experienced first hand the rise of e-scooter accidents with injuries by the number of call we are getting. Anyone driving a car or walking around Chicago has most likely had a close call with a Divvy bike or a Lime, Spin, Divvy E-scooter. One of the major problems with micromobility is the limited number of protected bike lanes in Chicago. Most of the so called bike-ways are at best, a painted bike lane that runs parallel to the parked car lane. At worst, the bike-way is simply a street with a bike painted on it. This state of affairs leads to micromobility commuters being exposed to getting hit by a motor vehicle. Damen Ave. and Lincoln Ave. are examples of bike-ways with painted on bike lanes that offer minimal protections. Damen Ave. in particular goes from wider bike lanes, to narrower bike lanes to bike lanes so narrow they barely afford room for a bike and car to fit on the road.

July 3, 2024

Should Children Be Allowed to Ride Electric Scooters?

by Zneimer & Zneimer, P.C.

Electric scooter use has risen dramatically in Chicago over the last few years. The popularity of electric scooters is spurred by the introduction of shared services such as Divvy, Lime and Spin. These scooters are left on the on sidewalks and streets and can be unlocked with a smartphone app. When a user is done with their trip they can just leave the scooter at their destination. With this surge of e-scooter usage has been accompanied by a surge in e-scooter related emergency room visits.

It is easy to see how susceptible to injury scooter riders are. E-scooters travel up to 20 MPH and some travel even faster. E-Scooter injury lawyer, Peter Zneimer of Zneimer & Zneimer, P.C. was recently driving down Peterson Ave. in Chicago going about 25 MPH when he was passed by an e-scooter going at least 30 MPH. On top of that, e-scooters have small wheels that require smooth surfaces to ride on. As any resident of Chicago can attest, potholes and rough surfaces are everywhere on Chicago streets. When the small wheels of a e-scooter hit a pothole or rough surface, the rider is likely to be thrown hard on to the pavement. If a person falls off an e-scooter on to the pavement at these speeds it is almost guaranteed to be injuries. The most common injuries are cuts, scraps, bruises, fractures and head injuries.

There were approximately 42,200 emergency room visits in the United States in 2021 according to the Consumer Product Safety Commission. This represents an increase of 66% over 2020. The increase in injures for children under 16. Because of the high risk of injury, the American Academy of Pediatrics recommends that children under 16 should not be allowed to ride electric scooters.

June 29, 2024

Is a city or a village responsible for injuries from falling branches?

by Zneimer & Zneimer, P.C.

Sofia Zneimer, Zneimer & Zneimer, PC

In a recent decision, the Appellate Court of Illinois distinguished immunity from liability. According to the facts as stated in Williams v. Village of Berkeley, the plaintiff filed a premises liability lawsuit against the Village of Berkeley following an incident in which a large branch from a Village-owned tree outside his home fell on him, injuring him and killing one of his dogs. Williams argued in his lawsuit that the Village had negligently failed to maintain the tree and allowed it to become and remain in a dangerous condition. Additionally, Williams alleged that the Village’s conduct was willful and wanton. He testified that in July 2018, a large branch fell from the tree, and he reported this to the police. A few days later a worker from the Village’s public works department came to remove the fallen branch. During the removal, the worker remarked to Williams, “Oh, yeah, this thing is rotten. It has to come down. It has to be cut down.” However, the village never came to cut the tree. Over the next year and a half, Williams asked various unnamed public works employees about the status of the tree removal on four or five occasions and each time the village informed me that they know about the tree and were “going to get to it” but was running behind schedule. In January 2020, when Williams walking his two dogs on the sidewalk outside his house, a large branch fell and injured him and killed one of the dogs.

The Village filed a motion for summary judgment claiming they are immune from suit. The court initially denied the motion but then reconsidered it and decided that the Village was immune from suit. The appellate court reversed the trial court’s decision and found that the trial court erred in concluding the Village was entitled to immunity. The court noted that immunity applies only if an employee with policy-making authority consciously decided not to address the dangerous condition and the court found no evidence that the Village’s superintendent was aware of the tree’s dangerous condition (rot). On the contrary, the superintendent testified that he believed that the tree was healthy in 2019. The court found that a lack of awareness of the defect means there was no conscious decision made regarding the defect, thus precluding immunity.