Tag Archives: side underride

Another Tesla Side Underride Tragedy Points to Need for Truck Side Guard Mandate

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Late yesterday afternoon, I heard the news that another man has lost his life when his Tesla went under the side of a tractor trailer in Florida. No matter how it actually came about, doesn’t it seem tragic that we didn’t learn our lesson from Joshua Brown’s tragic death going under the side of a tractor trailer in a Tesla in May 2016?

Earlier today, a Tesla Model 3 owner died in a tragic accident with a semi truck. The Model 3 went under the truck’s trailer resulting “in the roof being sheared off as it passed underneath,” which is known as a “side underride” accident. Tesla Model 3 driver again dies in crash with trailer, Autopilot not yet ruled out

NTSB is sending a team to investigate this crash

Earlier this week, I wrote about the disturbing documentation that current Automatic Emergency Braking (AEB) technology on passenger vehicles is not reliably detecting large trucks: “AEB that reliably detects trucks could prevent underride crashes.” Meanwhile, what should we do? Yet, many of the voices opposing the STOP Underrides! Bill point to Collision Avoidance technology as the better route to prevent underride crashes.

Clearly, collision avoidance technology is not ready to prevent truck underride tragedies at this point in time. In contrast, comprehensive underride protection technology is ready to go — awaiting a mandate to get the ball rolling to save lives.

Here are two practical, viable solutions offered by engineers to prevent the gruesome, deadly passenger compartment intrusion (PCI) which occurs with side underride:

Download this video file to view a recent crash test by Aaron Kiefer into the side of a trailer equipped with the latest version of his SafetySkirt: Video Feb 24, 2 24 45 PM

AngelWing side guard successfully tested at the IIHS at 35 and 40 mph in 2017:

We cannot wait for the trucking industry to handle it themselves and the automotive industry is not prepared to prevent collision with large vehicles. Congress should feel proud to be the ones to make sure that this happens. Unless they want people to die!

STOP Underrides! Petition

D. C. Underride Crash Test, March 26, 2019

From the May 2016, Joshua Brown Tesla side underride crash: Witnesses reveal new details behind deadly Tesla accident in Florida

The police report indicated that Brown’s Model S collided with a tractor trailer that was perpendicular to it and continued to travel underneath it after having its windshield and roof sheared off. Because the vehicle was in Autopilot at the time, the vehicle continued to travel before veering off the road, careening through two fences, and finally coming to a rest after striking a utility pole approximately 100 feet south of the road.

Tesla released a statement on their blog:

“What we know is that the vehicle was on a divided highway with Autopilot engaged when a tractor trailer drove across the highway perpendicular to the Model S. Neither Autopilot nor the driver noticed the white side of the tractor trailer against a brightly lit sky, so the brake was not applied. The high ride height of the trailer combined with its positioning across the road and the extremely rare circumstances of the impact caused the Model S to pass under the trailer, with the bottom of the trailer impacting the windshield of the Model S.”

By the way, these are not “extremely rare circumstances.” Hundreds of vehicles collide with the sides of large trucks every year. Furthermore, both of these crashes clearly involved side underride. Why is this not being acknowledged and addressed?

How Imp’t Is It To Know Exactly How Many People Die From Underride Before Taking Action To Prevent It?

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We know from experience and reading studies that truck underride is vastly undercounted. But how important is it to know precisely how many people are impacted by this before taking decisive action to end these preventable tragedies?

Because of the requirement to do cost/benefit analysis when doing federal rulemaking, some people refuse to budge until they get more information than we have already provided. Isn’t the spilled blood we are already aware of enough? Especially coupled with the convincing crash testing which proves that the outcome of collisions could be completely changed!

Here’s another study on estimating side underride fatalities:  Estimating Side Underride Fatalities Using Field Data. I was a little hesitant to post it but asked the opinion of Matt Brumbelow, Senior Research Engineer at the IIHS. He says,

While I do have a few concerns with the methodology, the results actually support the conclusion that side underride guards would be greatly beneficial.  Specifically, she found that FARS underestimates the occurrence of side underride: over half (52%) of the cases coded as “no underride” actually did have side underride.  When you include the crashes that are coded as underride in FARS, they find that 61% of all side impact crashes with a tractor-trailer resulted in underride with PCI.  In other words, around 180 fatalities per year (61% of 300) could potentially be prevented with sufficient side underride protection.

While this 61% figure is still smaller than estimates we’ve made, I don’t see how it could lead anyone to think that the benefit of side guards would be small.

For goodness sake, what are we waiting for?!

Every Month Passing of the STOP Underrides! Bill Is Delayed Means More Unnecessary, Preventable Deaths

Underrides happen frequently & a solution is at hand … and it is something many truckers would support.

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From the inventor of the AngelWing Side Guard:

“This video conveys, through wide and varied news coverage, the frequency that underrides happen and that a solution is at hand … and it is something many truckers would support. Please share liberally.”

In 1969, DOT planned to add side guards after technical studies. Well, they’ve been completed. Now what?

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Well, on the way home from DC on Amtrak, I read Computer Modeling & Evaluation Of Side Underride Protective Device Designs — the 90-page side underride research report published in April 2018 by the Texas A&M Transportation Institute from a study they did through a NHTSA contract. Here are my preliminary thoughts. . .

From the report’s Introduction:

Use of side underride protection devices (SUPDs) has been suggested to mitigate passenger car underride during impacts with the side of a trailer. SUPDs attach to the frame of the trailer and act as a guard or a barrier to prevent the impacting passenger car from underriding the truck. However, attachment of additional weight to the truck is viewed unfavorably by some due to the related increase in fuel consumption and reduction in cargo capacity.

Past studies have looked at designing SUPDs for 90-degree impacts with passenger cars at speeds up to 50 mph (Bodapati, 2006; Galipeau-Belair, 2014). Different design impacts may result in different SUPD characteristics and weight. If the design impact conditions are
changed from 90-degree impacts to oblique impacts, it may be possible to further reduce the weight of the SUPDs, thus making them more favorable for use on heavy trucks.

[Besides hoping to get the trucking industry to agree to a lighter weight side guard — and assuming that they would get resistance to a rulemaking with a heavier guard], why would the Department of Transportation (NHTSA) commission a study of guards to prevent only oblique angle (less than 90 degrees) side impacts? Especially when there is talk of a weight exemption (with the legislation) for the underride safety equipment.

Presumably, these lighter weight guards would not stop cars impacting a truck at 90 degree angles. Yet, we know that many people have died and are dying from both 90 degree or T-bone crashes as well, like these two cases:

Are we going to issue a rule that will protect people from some side underride crashes but not others — even though it is technologically and practically feasible? Really?!

What was the point of designing the study that way — as directed by NHTSA? In my opinion, that research money could have been better spent — since we already have proof that cars can be stopped in a T-bone crash at 40 mph. Like on research to prevent front underride/override or to find the outer limits of rear underride protection (are the updated rear guards as strong as they could be?) — as called for in the STOP Underrides! Bill.

In 1969, DOT planned on adding side guards to trucks after technical studies had been completed. Well, they’ve been completed. We’ve been waiting almost 50 years. Will they act now?

Let’s get the Committee On Underride Protection (COUP) established immediately — as called for in the STOP Underrides! Bill. Let’s get engineers, along with an interdisciplinary team, talking together and collaboratively communicating to inform effective actions. Daylight’s burning!

Note: As I hear from engineers, I will share their feedback as well.

 

New NHTSA Study: Computer Modeling & Evaluation Of Side Underride Designs

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NHTSA has finally released the report from the side underride study which they commissioned Texas A&M to do in 2016-2017. Here is the press release:  https://www.nhtsa.gov/crashworthiness/truck-underride

The study: Computer Modeling and Evaluation Of Side Underride Protective Device Designs

More later on our analysis of the research.

Knee-jerk reaction: I am glad that they finally proceeded with technical studies on side underride. But countless lives have been lost since 1969 when DOT announced that they intended to extend underride protection on the sides of large trucks after technical studies were completed.

It is high time for someone to act responsibly. Either Senator Thune can respond and move the STOP Underrides Bill forward, or NHTSA can act on its own and do supplemental comprehensive underride rulemaking. Either way, many lives will be saved.

If they refuse to act appropriately, who should bear the blame for continued preventable underride tragedies?

“It doesn’t take much force at all to turn an otherwise minor accident into a deadly one.” #truckunderride

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“It doesn’t take much force at all to turn an otherwise minor accident into a deadly one.” Insightful coverage of the truck underride problem by a reporter in Dallas/Fort Worth who contacted and interviewed Rebekah Karth Chojnacki today. Well done, Rebekah.

“AnnaLeah died instantly. Mary had a stroke and died several days later at a Children’s Hospital in Georgia,” said their sister, Rebekah Chojnacki.

The family soon learned that tractor trailers in the United States are required to have a rear guard to prevent so called ‘underride’ crashes where passenger vehicles slip underneath larger trucks. In many cases, though, like in the Karths’ collision, they fail.

“We don’t want to just say this a tragedy and there’s nothing we can do about it. There are solutions, and we want to help be the solution,” said Chojnacki. . . 

Frustrated by the lack of progress, the Karth family helped write legislation that would require these improved standards for rear guards and, for the first time, mandate side impact guards. . .

Karth knows, though, the fight is not over yet. “Until we get enough support to get this bill passed, people will continue to die,” she said.

Family Trying To Change Law, Save Lives 5 Years After Deadly Big Rig Crash

Thank you, Andrea Lucia & CBS DFW.

Rebekah & Susanna Karth were also interviewed by a DFW station shortly after the crash: https://www.youtube.com/watch?v=nbKhY0gXQqY We are thankful that this issue is getting needed attention and have high hopes that this will come to a vote soon to mandate an end to these needless, preventable tragedies.

With the help of He who watches over us. . . may this be done swiftly for the preserving of many lives.

Congress, Act Now To End Deadly Truck Underride!

Underride Briefing on The Hill; Video Excerpts of Panel Discussion on October 12

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On October 12, 2017, staff from Congressional Offices gathered to hear presentations from five experts on the topic of truck underride. The presentations were followed by a question & answer period as legislative staff sought to understand the problem and solutions of deadly but preventable underride crashes.

The STOP Underrides! Act of 2017 has been drafted by Senator Kirsten Gillibrand. She is working with Congressman Steve Cohen, who will be drafting a House Companion Measure.  They are both seeking Republican co-leads for this long-overdue, life-saving legislation.

The videos below cover the individual presentations but, unfortunately, the question period was not recorded. Questions about any of the topics covered can be directed to marianne@annaleahmary.com, for follow-up with these and other experts nationally and internationally.

This video includes all five presentations:

Malcolm Deighton, engineer with Hydro (formerly Sapa), discusses their aluminum rear underride guard — successfully crash tested at 40 mph:

Jason Levine, Director of the Center for Auto Safety, discusses the flaws in the cost/benefit analysis of truck underride protection:

Robert Lane, VP of Product Engineering at Wabash National — a trailer manufacturer, discusses their commitment to development of rear and side underride protective devices for the prevention of underride deaths and debilitating injuries:

Matt Brumbelow, a research engineer at the Insurance Institute for Highway Safety (IIHS), discusses the problem of truck underride and the research which IIHS has done to study rear and side underride protection:

Keith Friedman, Friedman Research Corporation, discusses Front Underride Protection:

Further information on truck underride can be found at:

Hosted by Lois Durso (https://stopunderrides.org/) and Marianne Karth (https://annaleahmary.com) who are working to STOP Underrides! in memory of their daughters — Roya Sadigh and sisters AnnaLeah & Mary Karth.

Senator Gillibrand Directs Pointed Questions on Underride to Federal Highway Administration Nominee

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Senator Gillibrand asked Paul Trombino — in his nomination hearing for the position of Administrator of the Federal Highway Administration (FHWA) — some pointed questions about the underride problem. Her questions to him included asking whether he was aware that the IIHS had successfully crash tested a side guard at 40 mph in August and whether he would commit to studying the issue and responding to her within three months if he was appointed to that position.

Go, Senator Gillibrand! Thank you for drawing attention to this and asking for tangible action.

 

In underride, first point of contact with the truck is your windshield, then your head.

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Just yesterday, as Isaac and I were nearing the end of our road trip from the Atlantic coast to the Pacific coast, Isaac said, “Maybe next time we make this trip, the trucks will look different and be a whole lot safer.”
 
I am very grateful that we are seeing significant progress in underride protection. And the gathering of almost 100 people at the Insurance Institute for Highway Safety on August 29 has helped to continue the work of many people to make that possible.
 
Dawn King, president of the Truck Safety Coalition, with photos and video, describes the recent Underride Roundtable at the IIHS and why it was so important. Because a truck underride crash can happen to anyone. To AnnaLeah & Mary. To you or somebody you care about.
 
As Dawn explained,
“When you slide under a trailer your car’s safety features aren’t activated because your front bumper doesn’t hit anything. The first part of your car to come in contact with the trailer is your windshield. And then your head.”
 
“Someday soon the results of lots of peoples dreams will come to fruition. And it will happen because people from all walks of life sat down and talked. Trailer manufacturers, truck companies, safety experts, devastated families, government officials.”
 
Just what I’ve been hoping for:
 
After our crash, Jerry wrote to numerous trailer manufacturing companies asking them to voluntarily step up their underride guard standards. We got some positive response and stirred up interest in companies — to whom he also wrote — who purchase trailers–enlightening them as well. One of the manufacturers, Great Dane, invited us to tour their Research & Design Center on June 25, 2014.
 
Afterwards, I posted this: Underride Guards: Can we “sit down at the table together” and work this out? with this video: “Underride Guards: Now What?” to summarize what I saw as the frustrating lack of progress on improving underride guards and the seeming lack of communication among the various responsible parties with the authority to do something about it.
 
Of course, we weren’t the only ones frustrated with the inaction on what seems to be a drastically-needed change. When we took our 11,000+ signed petitions to DC in May 2014, we met with the Insurance Institute for Highway Safety (IIHS). At that time, they put it like this: “It is safer to run into a brick wall than into the back of a truck.” Yet, seemingly, nothing was being done about it. So we helped to organize the first and then the second Underride Roundtable.
 
Now something is being done about it.
 
We don’t have to let this continue to happen. We can do something to prevent deadly truck underride crashes. I’ve put together some ways that YOU, too, can help make trucks safer: https://annaleahmary.com/how-you-can-help/
 
See more video and media coverage here: Media Coverage of the Second Underride Roundtable

Media Coverage of the Second Underride Roundtable

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The Second Underride Roundtable was held at the IIHS Vehicle Research Center in Ruckersville, Virginia, on August 29, 2017. Read media reports of this successful gathering of various stakeholders to work together to improve comprehensive underride protection:

  1. Insurance Institute Conducts Successful Test of Side Underguard Protection http://www.ttnews.com/articles/insurance-institute-conducts-sucessful-test-side-underguard-protection 
  2.  Side guard on semitrailer prevents underride in 40 mph test http://www.iihs.org/iihs/news/desktopnews/side-guard-on-semitrailer-prevents-underride-in-40-mph-test
  3. Advocates for Truck Safety Hold Underride Roundtable and Crash Test at IIHS http://www.nbc29.com/story/36245364/advocates-for-truck-safety-hold-underride-roundtable-and-crash-test-at-iihs
  4. Grieving parents break down after crash test shows life-saving technology http://www.wusa9.com/news/investigations/underrides/grieving-parents-break-down-after-crash-test-shows-technology-that-could-have-saved-their-kids/469019354
  5. “Hall of Crashes” may hold the key to safer cars and roads  http://www.wusa9.com/news/investigations/underrides/hall-of-crashes-may-hold-the-key-to-safer-cars-and-roads/466377388
  6. Once again, Eric Flack and WUSA 9 continued an in-depth investigation of the truck underride problem & solution with insight, energy, & intent. Facebook Live at the Roundtable Crash Test:  https://www.facebook.com/marianne.karth/posts/10214194153315951

How You Can Help Us Get Comprehensive Underride Protection On Trucks

I know that I can’t be the only person in this country (or the planet for that matter) who would like to see trucks made safer to drive around. So, for anyone else who would like to help get comprehensive underride protection on trucks in the U.S., here are some ideas:  https://annaleahmary.com/how-you-can-help/