Busy Autumn Teaching Truck Crash Law – part 4
Each of the eight lawyers at The Law Firm for Truck Safety and one of our paralegals have participated in and continue to educate other law firms throughout the country this fall. This article starts with the first event from September 22, 2021. This autumn intensive teaching time continues.
Seven different legal organizations have hosted and continue to host various continuing legal education opportunities where our law firm spoke or presented papers. These organizations are:
- Academy of Truck Accident Attorneys
- Oklahoma Association for Justice
- Ohio Association for Justice
- Nevada Justice Association
- The Melvin M. Belli Association
- American Association for Justice Trucking Litigation Group
- Texas State Bar
The Melvin M. Belli Society
Lawyers join the Melvin M. Belli Society by invitation only and approval of the Board. The Society’s purpose is to promote international exchange of ideas among lawyers through meetings and education. Michael Leizerman was invited to speak at The Society’s annual seminar on October 10th. The Society is known for its intensive education schedule and for its black-tie dinner.
Linking liability to damages: arguing harms and takes. Michael’s talk focused on the fact that a truck crash causes great suffering behind which should not be characterized as “losing something.” Instead, the focus of the harms caused should be framed as “something taken” from our clients. The idea is to educate the jurors to return a verdict for what the wrongdoer “took.”
Webinar: The history of trucking and how to use it in your case. Michael was also invited to give a webinar presentation to The Society’s membership on October 13th. He did a deep dive into the history of trucking regulatory standards and the Code of Federal Regulations (CFR). For instance, 49 CFR 192.3 from eventually became 49 CFR 392.14 “Hazardous conditions and the use of extreme caution” in the operation of commercial motor vehicles. Michael’s independent research revealed that the language of this regulatory standard remains fundamentally the same since the Federal Regulation first existed in 1938. This is important to prove the consistent requirement that truck drivers use “extreme caution” when weather is hazardous.