The topic of vehicle underride has been discussed in many forums lately. Perhaps the most severe underride impact occurs between small passenger cars and large semi tractor trailers. Such an impact between small and large vehicles produces damage that is lethal to the occupants of the smaller vehicle in many cases. A group of underride researchers is testing a new product designed to reduce passenger vehicle damage in underride impacts with large trailers. The product is designed to resist underride impacts to the sides of the trailer, in the case of an accident where a passenger vehicle t-bones the trailer. The product is called Angel Wing and is produced by Airflow Deflector Inc. The Insurance Institute of Highway Safety has performed impact tests against the Angel Wing product at 35 mph and 40 mph impact speeds. The results of the test show that the Angel Wing effectively reduces the amount of underride to smaller vehicles, reducing the risk of decapitation type injuries to the vehicles occupants. Angel Wings are effectively large structural pieces that take up the space underneath a trailer’s main deck, behind the rear dual axles of the tractor and in front of the dual axles of the trailer. The concept of adding material in the area between the axles of the semi is not a new one, as many current trailers have large panels taking up this space currently. The difference between these large panels and Angel Wings is that Angel Wings are structural. The large panels in this area of many trailers currently is simply a panel to help reduce air turbulence under the semi in an attempt to increase fuel economy. Angel Wings may accomplish an increase in fuel economy as well as provide resistance to underride during impacts. The Insurance Institute of Highway Safety has been investigating many methods to reduce underride between passenger vehicles and semis and will be continuing testing of these devices designed to reduce injury during accidents.
Taken from www.iihs.org
A new study carried out by the Insurance Institute for Highway Safety has shed new light on the topic of seat belts and rear passengers. The study determined that the mindset of adult passengers in motor vehicles is that the rear seats are automatically safer than the front seats and that, in many cases, seatbelts are optional when riding as a passenger in the rear of a vehicle. The study showed that approximately 28 percent of individuals who participated did not wear their seat belts while in the back seats of a vehicle. 91 percent of individuals who participated claimed that they would wear seatbelts while in the front seat, however. Interestingly, of those who admitted not always using safety belts while in the back seat of a vehicle, approximately 4 out of 5 individuals stated that they would not use seat belts at all while on short trips, such as during ride-shares, taxis, or Uber.
The mindset that the rear seat is automatically safer than the front seat may have come from the early advent of seat belts in vehicles during the 1960’s and 1970’s. During this time, the rear seat was considered safer than the front seats because none of the seats were required to have seat belts. Without any seat belts, the rear seat is technically safer because the occupant is less likely to impact the hard dashboard in the event of an impact. However, with safety belts now required by federal law, the rear seat is basically just as dangerous as the front seat during a car accident.
The Insurance Institute for Highway Safety study identified that the age group of adults who were the least likely to wear seat belts while in the rear of a vehicle was those individuals 35 to 54 years of age. Only 60 percent of these individuals reported to wear seatbelts in the rear of a vehicle, compared to 76 percent 55 years old or older, and 73 percent of those aged 18 to 34 years.
Under new legislation, the National Highway Traffic Safety Administration (NHTSA) may revise the regulations set forth for fuel economy by the year 2021. The revision would effectively lower the requirements that automakers produce vehicles that meet certain fuel economy numbers for each successive year. Currently, automakers are required to meet a fleet-wide fuel economy number that increases each year. This policy has been in effect since the Obama Administration started the program in 2012. The National Highway Traffic Safety Administration is proposing to set fuel economy requirements for automakers in 2021 and leave them at this value for four years, or until 2025. Effectively, fuel economy requirements, while progressing towards better efficiencies and lowering fossil fuel burning and carbon dioxide production, will be reduced in an attempt to ease the constraints on the automobile industry to produce more efficient cars.
New Environmental Protection Agency head Scott Pruitt has also planned on reviewing the limits for environmental pollution around the same time period, however the National Highway Traffic Safety Administration has not adopted the same policies on carbon dioxide pollution as of yet. The level of vehicle pollution is increasing as the effective size of vehicles demanded by consumers in the United States increases, even with the increase in production of electric and hybrid vehicles. Consumers are attracted to big, expensive, excessive vehicles such as trucks and full-size sport utility vehicles more than small compact vehicles and sedans. The National Highway Traffic Safety Administration will provide more reviews of the effect of fuel economy and vehicle pollution levels within the next four to five years.
Many high-level environmentally conscious executives oppose the idea of peeling back the current fuel economy standards due to the effect of further pollution causing significant environmental damage. Even further, some are hinting that the Trump administration is rolling back all pollution standards in an attempt to pad the pockets of Big Oil companies and automobile industry executives.
-Taken from Green Car Reports
A recent study carried out by AAA Mid-Atlantic found that the majority of automobile crashes that result in a fatality are actually single-vehicle accidents. In other words, crashes caused by the driver are the most lethal type of crash, as opposed to multi-vehicle accidents which are typically considered more dangerous in the public’s view. Common crashes involving two or more vehicles are viewed as typically much more dangerous and common than crashes involving only one vehicle. The thought of being impacted by another vehicle in which the driver has no control over, such as being hit by a car running a red light, is typically much more daunting than a crash in which the vehicle’s own driver is at fault. Approximately 96 percent of motorists fear the thought of being hit by another vehicle, whereas single vehicle accidents are fatal for more than half of all accidents. Significant data points were taken from statewide accident data in 2015 in the states of Virginia, Maryland, and the District of Columbia. Virginia data shows that approximately 474 of 753 traffic fatalities were the result of single vehicle accidents. In Maryland, approximately 275 out of 513, or 54% of fatal accidents were caused by single vehicles. Washington DC had the highest percentage at approximately 74%. Nationwide averages show that single vehicle fatalities take up approximately 55% of fatal crashes.
Single vehicle accidents manifest themselves in different ways. For example, a vehicle rollover is considered a single vehicle accident. Vehicle rollovers are typically extremely dangerous because the occupants can be hit multiple times from multiple directions during the accidnent, causing severe injury at the minimum. Leaving the roadway is also considered a single vehicle crash, or colliding with a fixed object such as a telephone pole or concrete barrier. However, crashes that involve hitting a pedestrian or bicyclist are also considered single-vehicle accidents. These accidents are also often fatal due to the significant injuries that can occur during impact.
taken from www.wtop.com
A disturbing trend has increased in the past few years with the rapid increase in cell phone usage: texting while driving. Not necessarily limited to just sending texts while driving a vehicle, texting while driving is defined as virtually any cell phone input by the driver while driving a vehicle that takes visual attention off the road. Even some popular smart phone based games that use an augmented reality for gameplay (think Pokemon Go or similar) require significant attention of the user and can still be played while a vehicle is in motion. Texting while driving is very dangerous to the driver and to those drivers nearby. A new form of technology is aimed at detecting when texting while driving has occurred and law enforcement agencies are interested in utilizing it. The technology, termed “Textalizing”, can detect whether or not a cell phone was used to send texts and whether or not the vehicle was moving while the texts were sent. The technology works in much the same way that law enforcement “breathalizers” work in that, after a traffic stop by a police officer, the officer requests that the driver submit their cell phone for a brief examination by the textalizer which analyzes the text messages that were recently sent and determines whether or not the phone was used by the driver, while driving.
The technology behind the textalizer is being developed to help curb the rise in texting while driving. Many accidents occur due to driver distraction and texting while driving is especially distracting because it requires the person texting to take their eyes off the road for a prolonged period of time to focus on sending the texts. The textalizer technology still has a ways to go before it can be implemented by law enforcement agencies, though. Issues, such as determining who is actually texting if multiple people are in a vehicle, or whether or not hands free systems were used to send the texts, etc. still need to be properly addressed so that the textalizer can accurately detect distracted driving.
-taken from www.npr.org
Increasing speed limits on highways and urban roadways has had an effect on the number of traffic-related fatalities in recent years. New studies carried out by the Insurance Institute for Highway Safety have shown that many of the incremental speed limit increases have increased the number of deaths on the roadways where the speed limit increases have occurred. Speed limit increases are typically carried out in an effort to reduce traffic jams, traffic related breakdowns, driver road rage, and transportation costs. Many of the reasons that speed limits are increased are to reduce financial and time-related costs and reduce traffic annoyance. New thinking from congress is working towards reducing traffic fatalities; however lowering speed limits may, in turn, raise financial costs of travel.
Individual states are responsible for managing their own speed limits. Texas is currently the only state in the union that has a maximum speed limit of 85 mph. There are six other states, including Utah, that have maximum speeds limits of 80 mph. The majority of remaining states in the middle of the country have maximum speed limits of 75 mph. In 1995, Congress repealed federally mandated speed limits and turned the responsibility of establishing maximum speed limits over to states.
The main conclusion drawn from the data shows that, for every 5 mph of speed limit increase, fatal traffic deaths increase by approximately 4 percent in rural areas, and 8 percent, or more, in urban areas. See graphs below. Unfortunately many fatalities are not reported or not included in the Insurance Institute for Highway Safety survey, so the results of increasing the speed limit are most likely under-estimated. The speed limit that was federally mandated back in 1993 was 65 mph. Since then, many states have increased their maximum speeds as shown in the graph below.
taken from http://www.iihs.org
Semi Trailer bumpers are becoming more technologically advanced in an effort to reduce the likelihood of severe injury or death in the event of a rear-end collision. The Insurance Institute of Highway Safety, IIHS, has tested new semi bumpers and determined that new designs are performing much better than previous iterations used on older trailers. The trailer bumpers, known in the industry as ICC bumpers (after the Interstate Commerce Commission) or simply as underride guards, are put in place to protect passenger vehicles against the high-slung blunt edges of a trailer in the event that a passenger vehicle collides with the rear of the trailer. Typically, trailer decks on semi trailers sit at a height of about 48 inches, whereas a typical passenger vehicle’s front clip sits much lower than this. In some cases, the entire front of a passenger car can fit underneath a trailer deck, positioning the deck edge at a point where the vehicle’s occupants’ heads could be decapitated in the event of an accident.
The IIHS has undertaken testing of trailer ICC bars from trailer manufacturers such as Great Dane, Manac, Stoughton, Vanguard, Wabash, Hyundai Translead, Strick, and Utility to find out how new ICC bar configurations fare against three distinct rear-end collision tests. The first test is directed at the full width of the ICC bar, impacted by a vehicle traveling 35 mph. The second test focuses at approximately 50 percent of the width of the ICC bar, again at 35 mph. The third test focuses the impacting vehicle at only the edge of the ICC bar to determine how well it sustains an offset collision.
Despite the improvements in ICC bar technology, government statistics show that commercial vehicle versus passenger vehicle accidents are still on the rise. Even worse, the number of fatalities caused by commercial vehicle crashes has increased between 2011 and 2015 by over 39 percent.
Taken from www.motor1.com
Driving on the roads and highways in the United States can be dangerous. Statistics showing the number of fatalities caused during driving have been released by the National Highway Traffic Safety Administration. NHTSA released the stats which showed that traffic deaths increased in 2016 over the number of deaths recorded during the same amount of time in 2015. The trend for traffic-related fatalities has been increasing every year since 2014. This has some researchers at NHTSA concerned and looking for an answer as to why the numbers are increasing. Experts have mentioned that the increase in deaths is due to an increase in the number of miles that Americans are driving. The amount of driving has steadily increased as the economy has improved and Americans are also taking advantage of the low cost of fuel. However, the increase in deaths has far outpaced the increase in miles driven. In fact, the increase in traffic-related deaths has risen approximately 8 percent since the beginning of 2015, where the increase in miles traveled has only increased about 3 percent.
The increase in fatalities seems to be located around certain areas of the country. For example, in the heart of New England, traffic related deaths have increased significantly; around 20 percent more than in 2015. In the western center of the United States, an area that includes North Dakota, South Dakota, Wyoming, Colorado, Utah and Nevada, the increase in fatalities has only risen about one percent.
Even more concerning is the fact that traffic-related deaths have increased even while almost all automakers have developed significant safety systems in new vehicles in an attempt to make the vehicles safer. Systems such as stability control, traction control, lane departure warnings, backup cameras and other similar systems are now common in new vehicles. Despite the increase in vehicle safety systems, traffic deaths are on the rise.
-taken from Detroit News