Of special interest to those concerned about truck underride is information which I discovered on March 2, 2016. It refers to a published statement by a U.S. DOT agency on March 19, 1969.
That information stuck in my mind more than it would for most people because March 19 is my anniversary and today I celebrated 42 years of marriage to my loving husband, Jerry. Only at the time, I was 13 — not even driving yet.
On that day, 50 years ago, the DOT said that they intended to extend underride protection to the sides of large vehicles. Why would they do that? Because underride is a potential risk all around the truck (except at the tires). They had mandated a weak (we found out thanks to IIHS) rear underride guard but not side.
Imagine. They still have not done so! Many years have come and gone. I have raised a family of nine and buried two of them due to truck underride. And, yet, this country has dragged its feet and neglected to make it a priority to solve the underride problem — despite the fact that technology has advanced by leaps and bounds in other areas.
From that March 2, 2016 post: A Public Comment on Underride Rulemaking re: original intent of NHTSA in 1969
I just read an interesting Public Comment on the Underride Rulemaking: Comment from 7-E Seven Hills Engineering, LLC – Transport Canada
Perry Ponder also commented on the Single Unit Truck Underride Rulemaking last fall: Comment from 7-E Seven Hills Engineering, LLC – Transport Canada
Of special interest to me was the information in both of his Comments on 1969 rulemaking:
“I will begin by pointing out that continuing to allow truck and trailer induced PCI to occur at otherwise survivable crash speeds (delta-V’s of 45mph and beyond) discards years of crashworthiness efforts and wastes the safety benefits we have come to expect and pay for in our cars.
From an engineering perspective the need for vehicle crash compatibility in the form of adequate heavy truck underride guarding is apparent in order to protect against the hazard of PCI which exposes the vulnerable head and neck region to severe, potentially fatal or crippling injury.
This hazard – easily remedied by readily available materials and simple structural analysis – is present also on the sides of heavy trailers and trucks. The FMVSS standard should be broadened to include guarding for the sides and rear of heavy straight trucks, as well as the sides of heavy trailers. This was the original intent of NHTSA rulemakers in the 1969 NPRM, Docket No. 1-11; Notice 2.”
Note: Perry Ponder later that year came to the First Underride Roundtable and through connections made there completed development of his AngelWing side guard — successfully tested on March 30, 2017 at the Insurance Institute for Highway Safety: https://www.youtube.com/watch?v=mrL7AUMT4To
The AngelWing, along with the Safety Skirt, will be tested at the D.C. Underride Crash Test Event on March 26 — as well as a crash into the side of a trailer with no side underride protection.
Other March underride posts:
- March Historically a Momentous Month for Truck Underride Safety Advocacy; Beware the Ides of March!
- 2 Moms Collaborate With Innovative & Insightful Truck Industry Leaders
- 2 Moms, Sick & Tired of Waiting, Draft Truck Underride Legislation
March has indeed been an eventful month for truck underride. And next week at this time, we will have hosted the first ever D.C. Underride Crash Test Event. 
