Truck Safety Coalition Statement on Introduction of the Stop Underrides Act of 2017

In 2015, 4,067 people were killed in large truck crashes in the United States

Truck Safety Coalition Statement on Introduction of the Stop Underrides Act of 2017

We commend Senator Gillibrand, Senator Rubio, and Representative Cohen and Representative DeSaulnier for sponsoring the Stop Underrides Act. This lifesaving legislation will strengthen rear underride guards, mandate side underride guards, and require proper maintenance of these guards. The Truck Safety Coalition and our volunteers call on all Members of Congress to join this bipartisan effort to reduce the unnecessary deaths and injuries that occur because of truck underride collisions.

In 2016, there were 4,317 truck crash fatalities in the United States, an increase of 28 percent since 2009. Unfortunately, this deeply troubling safety trend is in line with trends for truck crashes and truck crash injuries, which rose 45 percent and 57 percent, respectively, between 2009 and 2015. This does not need to be the case.

There are existing, data-driven solutions that can be implemented today to prevent truck crashes and save lives, like mandating comprehensive underride protections on all trucks. Today is certainly a step in the right direction, but there is still a long road to zero truck crash fatalities and injuries. Until we achieve that ultimate goal, we will continue to work with families of victims and survivors of large truck crashes as well as policy-makers to improve truck safety on our roads.

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ELD Letter to House Small Business Committee

November 28, 2017

The Honorable Steve Chabot, Chair

The Honorable Nydia Velazquez, Ranking Member

U.S. House of Representatives Committee on Small Business

Washington, D.C. 20515

Dear Chairman Chabot and Ranking Member Velazquez:

As you prepare for tomorrow’s hearing, “Highway to Headache: Federal Regulations on the Small Trucking Industry,” our public health, safety and law enforcement organizations, trucking companies, truck drivers, families of loved ones killed in truck crashes and truck crash survivors write to express our staunch opposition to any attempts to delay, create special interest exemptions from, or impede full implementation of the long overdue electronic logging device (ELD) rule.

The rule requires most commercial motor vehicles (CMVs), namely large trucks and buses in interstate commerce, to install an ELD to track driver on-duty time by December 18, 2017. The regulation was required in bipartisan legislation, the Moving Ahead for Progress in the 21st Century Act (MAP-21, P.L. 112-141), enacted in 2012. Subsequently, the regulation was issued by the Federal Motor Carrier Safety Administration (FMCSA) in 2015.

Truck driver fatigue has been a well-documented safety problem in the industry for decades. The National Transportation Safety Board (NTSB) has repeatedly cited fatigue as a major contributor to truck crashes and included reducing fatigue-related crashes in its 2017/2018 “Most Wanted List” of safety changes. ELDs are a proven and cost-effective technology that will save lives and reduce injuries, and according to the U.S. Department of Transportation will result in over $1 billion in annualized net benefits. Additionally, ELDs provide an objective record of a CMV driver’s on-duty time, will increase compliance with hours of service (HOS) rules, and will simplify and streamline the efforts of law enforcement.

There already is widespread use of ELD technology in the United States and other countries. Nearly a third of trucks currently in service are equipped with electronic logging technology. Similar technology has been used in Europe for decades and is required in the European Union, Japan, and many other countries. Members of the trucking industry have known about this rule for years and have had ample time to prepare for it.

Moreover, the legal challenge to the final rule was unanimously rejected by the U.S. Court of Appeals for the Seventh Circuit in 2016. The three judge panel denied each and every claim brought by the parties that sought to vacate the rule. In addition, the request to the U.S. Supreme Court to review the Seventh Circuit’s ruling was denied.

Truck crash deaths and injuries are on the rise. In 2016, 4,317 people were killed in crashes involving large trucks, representing an increase of more than five percent from the previous year and the highest number of fatalities since 2007. Additionally, in 2015, the most recent year for
which complete data is available, an estimated 116,000 people were injured in crashes involving large trucks.

We urge the Committee to oppose any weakening of this overdue, commonsense truck safety regulation. Delaying, deferring or carving out exemptions to the ELD requirement will only contribute to more fatigued commercial drivers sharing the road with families and jeopardizing everyone’s safety.


PDF Version of Letter with Signatures: ELD letter to Small Business Cmte 11-28-17

Underride Roundtable 2015

The Truck Safety Coalition co-hosted the first ever Underride Roundtable at the Insurance Institute for Highway Safetys testing facility in Ruckersville, VA. The conference brought together researchers, safety advocates, government officials, and industry leaders to discuss truck underride crashes, examine the scope of the problem, and determine how to reduce the risks for passenger vehicle occupants through regulation and voluntary action. A crash test was also conducted to demonstrate improved underride guards.

underride roundtable 2015

“This conference is a critical milestone in the decades-long effort to strengthen underride protections for large trucks to prevent needless injuries and fatalities,” said John Lannen, Executive Director of the Truck Safety Coalition. “We hope that today’s discussion will spur swift industry and government action on underride which has long been recognized as a major safety issue.”

John Lannen continued, “Reviewing the research underscored startling data that demonstrate the need for long-overdue action to prevent underride crashes. At this conference, however, we did not stop at identifying the issues. We also worked to identify common ground to create commonsense reforms that have a meaningful impact on safety.”

At the conference, Jennifer Tierney, a board member of Citizens for Reliable and Safe Highways (CRASH), presented the Distinguished Safety Leadership Award to Greer Woodruff, Senior Vice President of Safety, Security, and Driver Personnel of J.B. Hunt Transport Services, Inc. for his outstanding and longtime dedication to improving truck safety.

“I have been advocating for stronger underride guards after my father, James Mooney, was killed in a truck underride crash thirty-three years ago. While many lives would have been saved had there been action following his death, this Underride Roundtable is major step in the right direction” stated Jennifer Tierney. “I look forward to working with government and industry officials as a member of the Underride Initiative at the Truck Safety Coalition to achieve a goal of zero underride crashes.”

Were you unable to attend the Underride Roundtable? View the entire event here: https://event.webcasts.com/starthere.jsp?ei=1100569

Truck Safety Awards – Press Release

Articles on Underride Roundtable

Underride Roundtable Pictures

The roundtable was organized and sponsored by

IIHS, the Truck Safety Coalition and Annaleah & Mary for Truck Safety

TSC Logo

Statement of the Truck Safety Coalition for the Record – Hearing on: FAST Act Implementation: Improving the Safety of the Nation’s Roads

Hearing on: FAST Act Implementation: Improving the Safety of the Nation’s Roads

Subcommittee on Highways and Transit

Committee on Transportation and Infrastructure

United States House of Representatives

July 18, 2017

Thank you Members of the Subcommittee on Highways and Transit for holding this important hearing on the safety of the nation’s roads. The Truck Safety Coalition is dedicated to reducing the number of lives lost and injuries sustained in large truck crashes.

Since 2009, the number of truck crashes has increased by 45 percent, and the number of truck crash injuries and fatalities have gone up by 57 percent and 20 percent, respectively. The number of truck vehicle miles traveled, however, has decreased by 3 percent in that same time. Moreover, in 2009, the European Union had a greater number of truck crash fatalities than the United States, but in 2014, the last available year for comparable data, they recorded less truck crash fatalities than the United States. While the European Union continues to utilize lifesaving technologies, the United States continues to remain behind adoption of many of these technologies.

The National Highway Safety Administration (NHTSA) states that its mission is to save lives, prevent injuries, and reduce economic cost due to road traffic crashes. The agency notes that 94 percent of serious crashes are due to human error. In their budget proposal, NHTSA also notes, the development of a new standard for stability control is estimated to prevent a significant number of rollover crashes involving tractor-trailers and motor coaches. In addition, stability control systems provide a technology foundation for forward collision avoidance and mitigation (FCAM) systems that hold the promise for substantial reductions in rear-end crashes involving heavy vehicles. Given the agency’s positive view about the potential safety benefits of electronic stability control, both as a stand-alone safety system as well as a basic building block of highly automated vehicles, we are concerned that it is considering electronic stability control for heavy vehicles as an area for deregulatory actions.

Additionally, speed limiter technology already exists in almost all trucks manufactured since the 1990s, and the Federal Motor Carrier Safety Administration (FMCSA) determined that mandating that speed limiters be set on large trucks would result in a net benefit. In fact, a recently released study by the Ontario Ministry of Transportation that found that speed-related, at-fault truck crashes fell by 73 percent after mandatory speed limiter technology took effect in Ontario.

Unfortunately, the agency continues to delay and neglects to commit to finalizing a rule this year. The Administration’s recently released Unified Agenda revealed that FMCSA and NHTSA designated the Heavy Vehicle Speed Limiter rule as a long-term action item, meaning that the agencies need a minimum of 12 months to make progress on the rule. This delay directly defies an amendment offered by Senator Johnny Isakson that was included in the FY 17 Senate THUD Appropriations bill, which directed the Secretary to promulgate a final rule within six-months of the bill’s enactment.

This is not the only area that the new Administration has decided to kick the can on regulations that will prevent injuries and save lives. The Unified Agenda also revealed that rulemakings that would strengthen requirements for rear underride guards on trailers and require single unit trucks to be equipped with them were also moved to the long-term action list. At a time when we are seeing major trailer manufacturers go above and beyond the government’s proposed standard for rear underride guards, the government should not be backing away from this lifesaving technology. If anything, the agency tasked with promulgating this rulemaking should be looking for ways to maximize the potential safety benefits by accounting for the new developments in underride protections.

Link: https://transportation.house.gov/calendar/eventsingle.aspx?EventID=401738 

 

Require Side Underride Guards

Side Underride Crashes:

NHTSA has reported that large truck side impacts comprised 17 percent of fatal two-vehicle collisions between large trucks and passenger vehicles during 2015. One reason why collisions with the sides of tractor-trailers are hazardous is that there is a large area of the trailer where underride may occur during these collisions. In addition, bicyclists and pedestrians are particularly vulnerable to side underride interactions because of their size and the lack of protection. As the length of a truck increases, so does the size of the blind spot area. These interactions can occur when a truck is turning or making an illegal U-turn, and the cab or trailer obstructs the driver’s view.

Side Underride Crash Test:

The Truck Safety Coalition’s Underride Initiative, consisting of families of truck underride crash victims and survivors, is extremely pleased with the results of a recent crash test conducted by the Insurance Institute for Highway Safety (IIHS) that assessed a side underride guard for the first time ever.

The IIHS conducted two tests of a midsize car traveling at 35 mph colliding with the center of a 53-foot-long dry van at a 90-degree angle – the most difficult type of side underride collision to prevent.

In one scenario, the trailer was equipped with a fiberglass side skirt intended (only) to improve aerodynamics, which did nothing to prevent the car from riding underneath the trailer. The car was decimated, the roof sheared, and any passengers would have been killed.

In the other scenario, the trailer was equipped with an AngelWing Side Underride protection device –manufactured by Airflow Deflector Inc. Instead of riding under the trailer and allowing for passenger compartment intrusion, this innovative side underride guard allowed the car’s airbags to deploy and its crumple zone to help diffuse the kinetic energy transferred upon impact. These safety features have been rendered ineffective in the past due to the lack of crash compatibility between cars and the sides of trailers.

 

Truck Underride Roundtable

Underride Protections

Rear/ Side Underride and Front Override Guards

The federal government should require all trucks and trailers to be equipped with energy-absorbing rear, side, and front underride guards to protect car occupants from underride crashes. These crashes can be catastrophic because the car rides under the trailer, bypassing the crumple zone and airbag deployment sensors; in severe collisions, passenger compartment intrusion occurs. The safety benefits of underride guards are proven and well known. In fact, five of the eight leading trailer manufacturers have developed rear underride guards that qualify for the Insurance Institute for Highway Safety’s (IIHS) ToughGuard rating, which greatly exceeds the proposed federal standard by preventing underride crashes at 100, 50, and 30 percent overlaps at 35 mph.
For several years, the National Transportation Safety Board (NTSB) has issued multiple recommendations for improved rear underride guards, for side underride protection systems, and front underride guards. In addition, NTSB identified the need for improved data collection, including vehicle identification numbers to better evaluate trailer design and the impact on safety.
On July 10, 2014, the National Highway Traffic Safety Administration (NHTSA) announced it would grant the petition brought by Truck Safety Coalition (TSC) and the Karth family to issue a Notice of Proposed Rulemaking (NPRM) for rear underride guards on trailers. Additionally, NHTSA has started an Advanced Notice of Proposed Rulemaking (ANPRM) for rear guards for single unit trucks, and will continue to evaluate side and front guards.

Rear Underride Crashes:

NHTSA reported that large truck rear impacts comprised 22 percent of fatal two-vehicle collisions between large trucks and passenger vehicles during 2015. IIHS crash tests demonstrated that the rear underride guards mandated for trailers by NHTSA in 1998 performed poorly, and that there are available underride guards that far exceed the proposed force requirement by up to 70 percent.

Rear Underride Crash Tests – IIHS ToughGuard Winners:

Great Dane

Manac

Stoughton

Vanguard

Wabash

Truck Underride Roundtable

 

STATEMENT OF THE TRUCK SAFETY COALITION ON RELEASE OF IIHS SIDE UNDERRIDE CRASH TEST RESULTS

ARLINGTON, VA (May 10, 2017) – The Truck Safety Coalition’s Underride Initiative, consisting of families of truck underride crash victims and survivors, is extremely pleased with the results of a recent crash test conducted by the Insurance Institute for Highway Safety (IIHS) that assessed a side underride guard for the first time ever.

The IIHS conducted two tests of a midsize car traveling at 35 mph colliding with the center of a 53-foot-long dry van at a 90-degree angle – the most difficult type of side underride collision to prevent. In one scenario, the trailer was equipped with a fiberglass side skirt intended (only) to improve aerodynamics, which did nothing to prevent the car from riding underneath the trailer. The car was decimated, the roof sheared, and any passengers would have been killed.

In the other scenario, the trailer was equipped with an AngelWing Side Underride protection device –manufactured by Airflow Deflector Inc. Instead of riding under the trailer and allowing for passenger compartment intrusion, this innovative side underride guard allowed the car’s airbags to deploy and its crumple zone to help diffuse the kinetic energy transferred upon impact. These safety features have been rendered ineffective in the past due to the lack of crash compatibility between cars and the sides of trailers.

[embedyt] https://www.youtube.com/watch?v=mrL7AUMT4To[/embedyt]

With more than 2,000 passenger vehicle occupants killed in two-vehicle crashes in which the passenger vehicle strikes side of the tractor-trailer between 2009 and 2015, there is a clear need to address this fatal problem. It should also be noted that the aforementioned fatality figure greatly underestimates the true extent of people killed in side underride crashes as it does not include crashes involving bicyclists and pedestrians, multi-vehicle crashes, and any crash that happened in a jurisdiction that does not record whether underride occurred.

At a time when truck crash injuries and deaths continue to climb, up 57 percent and 20 percent respectively between 2009 and 2015, the industry and regulators should share our sense of urgency to reverse these trends. We need more innovation, action, and collaboration.

When we do work together, like at the first ever Truck Underride Roundtable, we can make real advances in truck safety. In fact, that meeting of industry leaders, government officials, and safety advocates helped lead to the creation of this side underride guard that successfully prevented a side underride crash at 35 mph.

This side underride guard would have made a big difference in many of our lives, and we are proud that our advocacy will help prevent others from sustaining a major injury or losing a loved one in a side underride crash. We call on our Members of Congress and federal regulators to ensure that this technology is fully adopted by the trucking industry by requiring all trailers to be equipped with side underride guards.

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STATEMENT OF JOHN LANNEN, EXECUTIVE DIRECTOR OF THE TRUCK SAFETY COALITION ON TOUGHGUARD ANNOUNCEMENT BY IIHS

STATEMENT OF JOHN LANNEN,

EXECUTIVE DIRECTOR OF THE TRUCK SAFETY COALITION

ON TOUGHGUARD ANNOUNCEMENT BY IIHS

ARLINGTON, VA (March 1, 2017) – The Insurance Institute for Highway Safety (IIHS) announced today that five out of eight major North American semitrailer manufacturers met their TOUGHGUARD standard. Great Dane, Manac Inc., Stoughton Trailers LLC, Vanguard National Trailer Corp., and Wabash National Corp, received this recognition of their rear trailer guards that prevent underride crashes involving a mid-size car traveling at 35mph into the rear of the trailer in three different scenarios – 100, 50, and 30 percent overlap.

Underride crashes have long been identified as a safety issue, but little has been done to prevent or mitigate the severity of these of truck crashes, which can nullify a car’s protections and result in passenger compartment intrusion. The Truck Safety Coalition has been a leading voice in advocating for stronger rear underride guards. Unfortunately, both Congress and National Highway Traffic Safety Administration (NHTSA) have missed opportunities to make a real improvement in this area.

The United States government is so far behind on regulating the issue of underride guards, that NHTSA, has proposed a rule to replace the antiquated U.S. standard with an outdated Canadian standard. The semitrailers manufactured by the recipients of the TOUGHGUARD qualification greatly exceed the Canadian force requirements.

The Truck Safety Coalition salutes IIHS and the abovementioned companies for this major step forward in underride protection. These rear guards will reduce the number of fatalities and injuries resulting from rear underride crashes. We call on Hyundai Translead, Strick Trailers LLC, and Utility Manufacturing Co. – the major North American semitrailer manufacturers whose trailers failed the 30 percent overlap test – to upgrade their rear underride guards to meet the IIHS TOUGHGUARD standard.  

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AngelWing – Crash Test – Side Underride Guard

https://www.bing.com/videos/search?q=angelwing+truck&&view=detail&mid=4E5A67CB7CF0A57533564E5A67CB7CF0A5753356&FORM=VRDGAR

Motorcyclist Killed in Truck Crash in Union County, NJ

On May 13, 2016, sometime before 10:00 a.m., Phillip Loureiro, 39, was riding his motorcycle on U.S. Route 1, when the motorcycle was involved in a collision with a tractor-trailer.

Mr. Loureiro was fatally injured in the crash.

The truck driver was not injured. The crash is under investigation by the Linden Police Department and the Union County Prosecutor’s Office.

The current federal weight limit for a large interstate truck is 80,000 pounds, but for some states, there are exemptions and permits allowing even heavier trucks to travel on our roadways. Bigger, heavier trucks are more likely to be in a crash, more likely to cause damage to our roads and bridges, and more likely to result in an injury or death.

To find more information please visit the website: http://www.trucksafety.org or send an email to info@trucksafety.org

                                                          WE ARE HERE TO HELP

Tampa-Area Businessman, Lance Ringhaver Died in Truck Crash

On April 4, 2016, at approximately 8:35 p.m., Lance C. Ringhaver was driving an Infinity Q705 south in the center lane on U.S. Highway 41 in Apollo Beach when it came upon a tractor-trailer, blocking the roadway. The truck driver attempted to make a left turn north of U.S. Highway 41, but failed to make a complete turn when Ringhaver crashed into the tractor trailer truck and his car was wedged underneath.  Mr. Ringhaver died at the scene.

The truck driver, identified as Isbel Perez Guzman was not injured, but was cited for failing to yield the right of way.

Trucks with weak underride guards, or none at all, offer little to no protection for motorists, bicyclists, and pedestrians who can possibly crash into the sides or rear of a truck and trailer. Rear underride guards are required on many trucks and trailers, but the standard is antiquated and ineffective in preventing underride crashes from becoming injurious or fatal. Overall, more than 4,000 people are killed in truck crashes every year in the United States and a portion of the preventable fatal crashes involve underride.

To find more information please visit the website: http://www.trucksafety.org or send an email to info@trucksafety.org

                                                              WE ARE HERE TO HELP

Underride Roundtable Articles

WLMT TV (Memphis)

http://www.localmemphis.com/news/local-news/parents-turn-tragedy-of-losing-son-into-life-saving-mission

WVIR TV (Charlottesville, VA)

http://www.nbc29.com/story/31903456/iihs-unveils-new-safety-improvements-for-tractor-trailers

The Virginian-Pilot (Norfolk, VA)

http://pilotonline.com/news/media/videos/safety-group-tests-rear-crash-bar-on-trucks/youtube_4f226daa-f4c2-59bc-8f7e-c720d4fe360e.html

Truckinginfo.com

htp://www.truckinginfo.com/news/story/2016/05/truck-safety-coalition-honors-industry-leaders-for-safety-commitment.aspx

Trucks.com

https://www.trucks.com/2016/05/06/traffic-experts-debate-how-to-prevent-deadly-truck-crashes/

Business Wire

http://www.businesswire.com/news/home/20160505006752/en/Greer-Woodruff-J.B.-Hunt-Transport-Services-Recognized

Gobytrucknews.com

http://www.gobytrucknews.com/tsc-recognizes-safety-leaders/123

Automotive World

http://www.automotiveworld.com/news-releases/truck-underride-roundtable-addresses-problem-deadly-crashes/

Rocky Mount Telegram (NC)

http://www.rockymounttelegram.com/News/2016/05/13/Underride-roundtable-generates-awareness.html

Karth, Anna Leah and Mary

AnnaLeah and MaryAnnaLeah Karth

DOB: May 15, 1995

DOD: May 4, 2013

AnnaLeahMary Lydia Karth

DOB: August 6, 1999

DOD: May 8, 2013

Mary KarthLink to AnnaLeah and Mary for Truck Safety: http://annaleahmary.com/about/

karth-annaleah-mary-muskegon

Truck Safety Coalition Honors Industry Leaders for Safety Commitment

The Truck Safety Coalition has honored three trucking industry leaders for commitment and dedication to fleet safety.

TSC, often seen as an “anti-truck” group, presented the Distinguished Safety Leadership Award to Greer Woodruff, senior vice president of safety, security and driver personnel of J.B. Hunt Transport Services.

The group gave special recognition for J.B. Hunt’s purchase of 4,000 Wabash trailers with enhanced rear underride protections. The underride guards are engineered to prevent underride crashes at higher impact speeds and overlap percentages. Woodruff was also recognized for using telematics to supervise driving behaviors and enhanced drug testing procedures to promote safe driving at J.B. Hunt.

“The Truck Safety Coalition commends Greer Woodruff for his strong commitment to advancing truck safety during his 28 years at J.B. Hunt,” said John Lannen, executive director of the TSC. “I applaud Woodruff and his team for their tireless efforts to eliminate all crashes involving J.B. Hunt drivers and equipment.”

In addition to Woodruff, TSC announced that Reggie Dupre, CEO of Dupre Logistics, and Steve Williams, chairman and CEO of Maverick USA, will receive the Truck Safety Leadership Award at a later date.

Dupre was noted for implementing a training program for drivers, a fatigue management plan that includes hourly pay for many of Dupre Logistics’ drivers, and the use of “common-sense safety technologies.”

“We also commend Mr. Dupre for his involvement in the Trucking Alliance, which supports an increase for the minimum insurance required by motor carriers, and recently announced its opposition to efforts going on right now in the United States Senate to roll back federal hours of service rules for truck drivers,” said Jane Mathis, vice president of the Truck Safety Coalition.

Williams is a founder of the Trucking Alliance and has advocated for electronic logging devices and opposed increases to truck size and weight. He has also implemented collision avoidance technology on fleet vehicles, including electronic stability control, collision mitigation systems, and lane departure warning systems with forward-looking cameras.

“Steve Williams, Reggie Dupre and Greer Woodruff and their companies are leaders in the Trucking Alliance,” said Lane Kidd, who serves as managing director of the Trucking Alliance. “And these awards are further recognition of their commitment to reduce accidents and a belief that we must work with all transportation stakeholders to promote greater highway safety for truck drivers and motorists alike.”

The Truck Safety Coalition is made up of Citizens for Reliable and Safe Highways and Parents Against Tired Truckers. The group is dedicated to reducing the number of deaths and injuries caused by truck-related crashes and provides support to truck crash survivors and families of truck crash victims.

Link: http://www.truckinginfo.com/news/story/2016/05/truck-safety-coalition-honors-industry-leaders-for-safety-commitment.aspx

Change is Hard: Dawn King’s Comments on the Underride Roundtable

by Dawn King, President of the Truck Safety Coalition

Crash dummy survives!

Crash dummies waiting to go to work.
I’d never been a witness to a test crash before. I suppose not many people have. It’s kind of a surreal experience, especially for a person that’s had a loved one die in a violent crash.My husband and I, along with several other of our truck safety volunteers attended an all day conference at the Insurance Institute of Highway Safety in Charlottesville Virginia on Thursday.

And it wasn’t just us in attendance.

In an unprecedented move truck companies, trailer manufacturers, safety advocates, bicycle and pedestrian representatives, policy makers, and researchers were all together in one room to talk about the problem of truck underride.

Most of you don’t know what truck underride is, and I wish I didn’t have to explain it to you. But because our country is a generation behind Europe you probably haven’t seen a truck sporting a side guard to keep a car from traveling under the trailer in a crash.

Perhaps, if you’ve been in New York City or Boston recently, you’ve seen city trucks with side guards; those two cities have now mandated this safety precaution after several bicyclists and pedestrians were killed by falling beneath the trailers and being crushed by the wheels.

Side and rear underride is a huge problem outside cities too. As you pass a semi out on the freeway, and if it’s safe, glance over and see where the underside of that trailer would hit you if you slid under. Just about the height of your head. And if you slide under your airbags won’t deploy as there would be no impact of the engine and front of your car. The first impact would be the windshield, and that won’t save you.

And don’t think you’re safe if you hit a semi from behind. Many of the rear guards were built to 1953 standards and will collapse if you hit them with any speed. Once again, the only thing between your head and the back of that trailer will be the windshield.

In the lobby of IIHS.  No airbags in the old days.

So for years safety advocates, including the Truck Safety Coalition, has been asking the Department of Transportation to require better rear guards, and to start the process to mandate side guards. It’s another one of those no-brainer things that we just can’t seem to get done through normal channels.

Thursday’s conference wasn’t a normal channel. Never before has the industry met with the safety people to discuss making changes that would move ahead of any regulations that might some day come out of the D.O.T. Never before has such candid conversations been held, without animosity, without rancor, with only safety in mind.

It was amazing.

At noon we went into the lab and watched a test crash of a Malibu slamming at 35 mpr into the back of a semi trailer that had been equipped with a new, stronger rear guard. Some of us weren’t sure we wanted to witness such a thing, but we’re all glad we did.

The dummy survived this crash because the rear guard was strong.

Because in this case the new rear guard held up and the passenger compartment, crash dummy inside, was not penetrated. (You can watch the crash test here.) Everyone inside this particular car would have survived. For many people the test crash was the highlight of the day. But I thought the highlight was later in the program.

During the day we had speakers from New York City and Boston tell us about the processes they went through requiring side guards on trucks within their city limits. We had speakers from government talking about where in the regulatory process we are, speakers from trailer manufacturers talking about stronger rear guards that are ready for market now, from a truck company that has ordered 4,000 of the new, safer rear guards, and from Virginia Tech students who showed us their own new design for a stronger, safer rear guard.

Explaining one of their designs they didn't end up choosing to build.

Those students almost made me cry. They were undergraduates, the project assigned to them was to build a better rear guard for a semi truck. They, like most people, had never heard of underride crashes before. They learned about the problem, dreamed up a number of potential solutions, weeded their options down to four, and then figured out which one was the most plausible, most acceptable to both the trucking industry and safety advocates.

And then they built a it.

Virginia Tech student and a Truck Safety Volunteer who has been fighting for side guards since her dad was killed 33 years ago.

Incredibly 18 and 19 year old young people spent a year on this project, realized the importance of their work, and were brave enough to come and speak about it to a group of adults working in the industry. They were excited about their design and proud to show it off. And a room full of jaded adults sat respectfully listening, leaning forward, following along, congratulation the students at the end for a good design, inviting them to join the industry after they graduate. To think that this whole room of people, including the kids, was there to make the roads safer for everyone. Well. That just about made me tear up.

It should make you tear up too.

Because change is happening. It’s happening because we’ve moved past regulations and asked the industry to listen and to do what’s right. And they are responding. Not everyone. And not every request. But some. And some change will lead to more change. And every step we make toward safety saves another life.

Change is hard. But it’s not impossible.

Link: https://dawnkinster.wordpress.com/ 

Underride Roundtable Pictures

TRUCK SAFETY COALITION RECOGNIZES INDUSTRY LEADERS FOR COMMITMENT TO SAFETY

Arlington, VA (May 5, 2016) – At a time when truck crashes are increasing nationwide and truck safety rules are under attack by special interests in Congress, the Truck Safety Coalition (TSC) recognizes three individuals who stand out for their safety leadership in the motor carrier industry. This happens against the backdrop of the U.S. Senate scheduled next week to take up a transportation spending bill, which includes a provision to roll back the federal rule governing the maximum hours a truck driver can drive and work. Their efforts within their own companies underscore why each of these trucking executives continue to be examples of how good corporate policies can also have good public health and safety results.

The Truck Safety Coalition presented the Distinguished Safety Leadership Award to Greer Woodruff, Senior Vice President of Safety, Security, and Driver Personnel of J.B. Hunt Transport Services, Inc. for his outstanding and longtime dedication to improving truck safety. The award was presented during the Underride Roundtable at the Insurance Institute for Highway Safety’s testing facility in Ruckersville, VA. The conference brought together researchers, safety advocates, government officials, and industry leaders to discuss truck underride crashes, examine the scope of the problem, and determine how to reduce the risks for passenger vehicle occupants through regulation and voluntary action.

“The Truck Safety Coalition commends Greer Woodruff for his strong commitment to advancing truck safety during his 28 years at J.B. Hunt. In particular, we want to recognize his support for his company’s forward-thinking purchase of 4,000 Wabash trailers with enhanced rear underride protections,” said John Lannen, Executive Director of the TSC. “The improved underride guards are engineered to prevent underride crashes at higher impact speeds and various overlap percentages. J.B. Hunt is one of the first companies to adopt this new protection for its trucks. Implementing stronger rear guards to reduce truck crash injuries and deaths will serve as a leading example for the industry.”

“Additionally, Woodruff’s early development of the use of real-time telematics supervision of driving behaviors and enhanced drug testing procedures has promoted safe driving and established him as an industry safety leader. During his tenure, the company has seen reductions in all types of collisions, and their post-accident positive drug tests between 2008 and 2014 were effectively zero percent.” Lannen continued, “I applaud Woodruff and his team for their tireless efforts to eliminate all crashes involving J.B. Hunt drivers and equipment.”

The Truck Safety Coalition also announced that Reggie Dupre, CEO of Dupre Logistics, LLC, and Steve Williams, Chairman and CEO of Maverick USA Inc. will receive the Truck Safety Leadership Award at a later date.

“Steve Williams has initiated and supported numerous efforts to make the industry safer for truck drivers and the public sharing the road with large trucks. As founder and president of the Trucking Alliance, he has advocated for electronic logging devices and opposed increases to truck size and weight,” Dawn King, President of TSC, stated. “In addition, he has implemented crash-reducing technologies on his company’s trucks such as: electronic stability control since 2004, collision mitigation systems since 2008, and lane departure warning systems with forward-looking cameras since 2013. Under his leadership, and with a focus on safety, Maverick experiences significantly lower driver and vehicle out-of-service rates compared to the national averages.”

Jane Mathis, Vice President of TSC, remarked, “Mr. Dupre has promoted and oversees a safety culture that strives for best practices rather than simply following basic regulations, which he views as minimum standards. This is demonstrated by his implementation of training programs for drivers, a fatigue management plan that includes pay-by-the-hour for many of his drivers, and equipping their fleet with common sense safety technologies, which has helped the company experience much lower driver and vehicle out-of-service rates compared to industry averages. We also commend Mr. Dupre for his involvement in the Trucking Alliance, which supports an increase for the minimum insurance required by motor carriers, and recently announced its opposition to efforts going on right now in the United States Senate to rollback federal hours of service rules for truck drivers. As a leader in the trucking industry, his opposition is critical. Truck driver fatigue is a major problem in the trucking industry and proposed changes included in the current transportation spending bill coming up next week in the Senate will make our roads and highways more dangerous for the public and truck drivers.”

The Truck Safety Coalition is made up of Citizens for Reliable and Safe Highways (CRASH) and Parents Against Tired Truckers (PATT). The Truck Safety Coalition is dedicated to reducing the number of deaths and injuries caused by truck-related crashes, providing compassionate support to truck crash survivors and families of truck crash victims, and educating the public policy-makers and media about truck safety issues.

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One dead and Two in Critical Conditions after a Truck Crash in Wildwood, FL

On April 16, 2016, at approximately 5:40 a.m., a man, identified as Clayton Tripp, 84, was driving a Chevy Malibu westbound on freeway SR44 when he collided with a semi-truck trailer truck and his car was wedged under the truck.

The truck driver was on eastbound SR44 when he was making a U-turn to travel westbound towards interstate 75. He was not injured and was cited for violation of right-of-way.

Mr. Tripp and his passengers, his wife, Janice Tripp, 85, and his daughter, Dianne Tripp, 58, were all seriously injured. One person was airlifted to Ocala Regional Medical Center and the other two were taken in an ambulance. Clayton Tripp died a few days later from his injuries.

Trucks with weak underride guards, or none at all, offer little to no protection for motorists, bicyclists, and pedestrians who can possibly crash into the sides or rear of a truck and trailer. Rear underride guards are required on many trucks and trailers, but the standard is antiquated and ineffective in preventing underride crashes from becoming injurious or fatal. Overall, more than 4,000 people are killed injury statistic should be here as well in truck crashes every year in the United States.

To find more information please visit the website: www.trucksafety.org or send an email to info@trucksafety.org. 

                                                               WE ARE HERE TO HELP

Tampa-Area Businessman, Lance Ringhaver Died in Truck Crash

On April 4, 2016, at approximately 8:35 p.m., Lance C. Ringhaver was driving an Infinity Q705 south in the center lane on U.S. Highway 41 in Apollo Beach when it came upon a tractor-trailer, blocking the roadway. The truck driver attempted to make a left turn north of U.S. Highway 41, but failed to make a complete turn when Ringhaver crashed into the tractor trailer truck and his car was wedged underneath.  Mr. Ringhaver died at the scene.

The truck driver, identified as Isbel Perez Guzman was not injured, but was cited for failing to yield the right of way.

Trucks with weak underride guards, or none at all, offer little to no protection for motorists, bicyclists, and pedestrians who can possibly crash into the sides or rear of a truck and trailer. Rear underride guards are required on many trucks and trailers, but the standard is antiquated and ineffective in preventing underride crashes from becoming injurious or fatal. Overall, more than 4,000 people are killed in truck crashes every year in the United States and a portion of the preventable fatal crashes involve underride.

To find more information please visit our Underride Initiative page or send an email to info@trucksafety.org.

                                                              WE ARE HERE TO HELP

21 Years Old Woman Died in Middlesex County Truck Crash

On April 3, 2016, in the middle of the afternoon, Jacqueline Sanchez, 21, was driving a Toyota Camry southbound on the New Jersey, Woodbridge Turnpike when she crashed into the back of a disabled tractor trailer truck that was stopped in the right-hand lane. Sanchez was pronounced dead at the scene.

New Jersey State Trooper, Lawrence Peebles confirmed that the tractor trailer truck was not pulled over off the road and remained in the far right traveling lane. It is not clear why the truck did not pull off the road entirely.  The truck driver was not injured and the crash is under investigation by the New Jersey State Police.

Trucks with weak underride guards, or none at all, offer little to no protection for motorists, bicyclists, and pedestrians who can possibly crash into the sides or rear of a truck and trailer. Rear underride guards are required on many trucks and trailers, but the standard is antiquated and ineffective in preventing underride crashes from becoming injurious or fatal. Overall, more than 4,000 people are killed in truck crashes every year in the United States and a portion of the preventable fatal crashes involve underride.

To find more information please visit our Underride Initiative page or send an email to info@trucksafety.org  

                                                            WE ARE HERE TO HELP

Truck Underride Roundtable

When: Thursday, May 5, 2016 (9:00 AM to 3:00 PM)

Where: Insurance Institute for Highway Safety Vehicle Research Center in Ruckersville, VA

Please join us as researchers, government officials and industry leaders gather to discuss truck underride crashes and how to reduce the risks for passenger vehicle occupants. We will explore the scope of the problem and how regulation and voluntary action can help address it. In a crash test, IIHS researchers will demonstrate how underride protection has already improved. The full agenda and additional details will follow in the coming weeks.

Please RSVP to Chamelle Matthew at cmatthew@iihs.org or 703.247.1530

HOTEL INFORMATION

Rooms have been reserved for the night of May 4, 2016, at these Charlottesville hotels:

Omni – IIHS room rate:  $199

Cut-off date to make reservation:  Sunday, March 20, 2016;

located at 212 Ridge McIntire Rd, Charlottesville, VA 22903.

Hyatt Place – IIHS room rate: $109

Cut-off date to make reservation:  Wednesday, April 20, 2016;

located at 2100 Bond Street, Charlottesville, Virginia, 22901.

The roundtable is being organized and sponsored by

IIHS, the Truck Safety Coalition and Annaleah & Mary for Truck Safety

J.B. Hunt Transport Services, Inc. Orders 4,000 Trailers with New Rear Impact Guard Design

J.B. Hunt Transport Services, Inc., (NASDAQ:JBHT) one of the largest transportation logistics companies in North America, announced today that it recently ordered 4,000 Wabash National DuraPlate® dry van trailers that include the new RIG-16 Rear Underride Guard System. This new rear impact guard is engineered to prevent underride in multiple offset, or overlap, impact scenarios. The guard reduces the risk of injury or death for individuals involved in an accident with the rear of a trailer.

“At J.B. Hunt, we value safety above all else,” said John Roberts, President and Chief Executive Officer of J.B. Hunt Transport, Inc. “We applaud Wabash National’s leadership and advancements in rear impact protection, and we’re proud to be the first fleet to specify the new rear impact guard design.”

The rear impact guard is made of advanced, high-strength steel. It includes two additional vertical posts and a longer, reinforced bumper tube. This design will better absorb the impact should any part of the bumper become engaged in a collision. Additionally, the guard is formulated to resist corrosion.

The Truck Safety Coalition commends companies that take a proactive approach to promoting safety through smart purchasing decisions. Truck Safety Coalition volunteer and underride advocate Nancy Mueleners said, “I am glad that J.B. Hunt is equipping their trailers with an improved rear guard. Introductions of rear guards using new engineering approaches are a much-needed safety improvement that will prevent injuries and save lives.”

Production of units specifically for J.B. Hunt began in January. Wabash National formally unveiled this new technology at the American Trucking Associations’ Technology and Maintenance Council annual meeting in Nashville, Tennessee last month.

About J.B. Hunt
J.B. Hunt Transport Services, Inc., a Fortune 500 and S&P 500 Company, focuses on providing safe and reliable transportation services to a diverse group of customers throughout the contiguous United States, Canada and Mexico. Utilizing an integrated, multimodal approach, the company provides capacity-oriented solutions centered on delivering customer value and industry-leading service. J.B. Hunt Transport Services, Inc. stock trades on NASDAQ under the ticker symbol JBHT and is a component of the Dow Jones Transportation Average. J.B. Hunt Transport, Inc. is a wholly owned subsidiary of JBHT. For more information, visit www.jbhunt.com.

Link to Article: http://www.reuters.com/article/ar-jb-hunt-transport-idUSnBw255195a+100+BSW20160325

From the Truck Safety Coalition… Wabash Introducing Rear Impact Guard That Far Exceeds U.S. Safety Standard

Wabash National Corporation, a leading manufacturer of commercial trucking equipment, announced that it will be introducing a new rear impact guard for trailers. As TSC noted in our comments on NHTSA’s notice of proposed rulemaking (NPRM) to address underride protection in light vehicle crashes into the rear of trailers and semitrailers, this is just one example of available technology that highlights how woefully inadequate the agency’s safety standards are for trucking. Currently, NHTSA is proposing to enhance the U.S. standard by adopting the Canadian standard for rear underride guards and protections. While we welcome improvements to safety, we also noted that NHTSA’s NPRM would be a meaningless move and a missed opportunity to actually advance truck safety. Not only did the agency determine that 93 percent of new trailers meet or exceed the proposed Canadian standard, but as Wabash notes in this article, it has been producing rear impact guards that exceed the Canadian standard since 2007. TSC appreciates the Wabash improved guards and we will continue to educate the public about the dangers of underride crashes, like passenger compartment intrusion (PCI), as well as how improved underride guards and protections can prevent PCI at higher speed and/or overlap crashes between light vehicles and trailers.

Link: http://trailer-bodybuilders.com/trailers/wabash-national-introducing-new-rear-impact-guard

The Truck Safety Coalition Team

From the Truck Safety Coalition… Video on Truck Blind Spots Highlights Need for Side Underride Guards

Side underride guards are a simple improvement that can make large trucks safer for pedestrians and cyclists by physically covering the cavity between the front and rear wheels of the truck. Given that nearly half of bicyclists and more than one quarter of pedestrians killed by a large truck first impact the side of a truck, TSC will continue to advocate for these safety enhancements on all interstate single unit trucks and trailers. Please watch this video from the British Safety Council (below) that illustrates the dangers of trucks’ blind spots and underscores why these side protections would reduce the instances of side impact truck crashes with pedestrians and bicyclists that result in needless fatalities and injuries.

 

Rulemaking to Improve Rear Impact Guards and Protections

This NPRM proposes to upgrade Federal Motor Vehicle Safety Standard (FMVSS) No. 223, “Rear impact guards,” and FMVSS No. 224, “Rear impact protection,” which together address rear underride protection in crashes into trailers and semitrailers. NHTSA is proposing to adopt requirements of the Canada Motor Vehicle Safety Standard (CMVSS) for underride guards (CMVSS No. 223, “Rear impact guards,”) that became effective in 2007. The CMVSS No. 223 requirements are intended to provide rear impact guards with sufficient strength and energy absorption capability to protect occupants of compact and subcompact passenger cars impacting the rear of trailers at 56 km/h (35 mph). As the current requirements in FMVSS Nos. 223 and 224 were developed with the intent of providing underride crash protection to occupants of compact and subcompact passenger cars in impacts up to 48 km/h (30 mph) into the rear of trailers, increasing the robustness of the trailer/guard design such that it will be able to withstand crash velocities up to 56 km/h (35 mph) represents a substantial increase in the stringency of FMVSS Nos. 223 and 224.

This NPRM also proposes to adopt Transport Canada’s definition of “rear extremity” to define where on a trailer aerodynamic fairings are to be located to avoid posing a safety hazard in rear underride crashes.

Rear underride crashes are those in which the front end of a vehicle impacts the rear of a generally larger vehicle, and slides under the rear-impacted vehicle. Underride may occur to some extent in collisions in which a small passenger vehicle crashes into the rear end of a large trailer or semi-trailer because the bed and chassis of the impacted vehicle is higher than the hood of the passenger vehicle. In excessive underride crashes, there is “passenger compartment intrusion” (PCI) as the passenger vehicle underrides so far that the rear end of the struck vehicle collides with and enters the passenger compartment of the striking passenger vehicle. PCI can result in severe injuries and fatalities to occupants contacting the rear end of the struck vehicle. An underride guard prevents PCI when it engages the striking end of the smaller vehicle and stops the vehicle from sliding too far under the struck vehicle’s bed and chassis.

The occupant crash protection features built into today’s passenger vehicles are able to provide high levels of occupant protection in 56 km/h (35 mph) frontal crashes. (1) If guards were made stronger to remain in place and prevent PCI in crashes of severities of up to 56 km/h (35 mph), the impacting vehicle’s occupant protection technologies could absorb enough of the crash forces resulting from the impact to significantly reduce the risk of fatality and serious injury to the occupants of the colliding vehicle.

Link: http://www.regulations.gov/#!documentDetail;D=NHTSA_FRDOC_0001-1548

After cycling deaths, a plea for truck safety guards

Some of Dustin Weigl’s fondest memories of his older brother, Christopher, include their long-winded arguments about which to spread first, peanut butter or jelly, on a sandwich.

But that banter between brothers ended in 2012, when Christopher, a 23-year-old Boston University graduate student, was killed by a truck as he rode his bicycle in Boston.

“My world was absolutely shattered in a way that can never really be repaired,” Weigl said. His voice cracking at times, he testified before the Legislature’s Joint Committee on Transportation Wednesday in support of two bills that would require the installation of protective side guards on certain large vehicles. He said the safety gear could have saved his brother’s life.

“My family believes that this whole collision could have been prevented,” Weigl said. “If side guards had been installed on this truck, Christopher probably would have survived.”

The bills were filed by Representative Daniel Hunt and Senator William Brownsberger, who say bicyclist fatalities often occur when large vehicles take sharp turns and riders fall beneath the vehicles’ rear wheels.

Side guards between the front and back wheels help push cyclists away from the vehicle. The guards can be installed on existing trucks or built into new vehicles.

The lawmakers said side guards and convex mirrors, which would give drivers better visibility, could help reduce bicyclist and pedestrian deaths.

“It’s the appropriate response to a very real issue that the city and the state is facing,” Hunt said.

At least five people died in crashes with trucks in Boston in the past four years, city officials testified at the hearing.

The latest was in August, when Cambridge resident Anita Kurmann was killed while bicycling near the intersection of Massachusetts Avenue and Beacon Street. The truck had neither side guards nor convex mirrors, officials said.

“If you look at communities around the Commonwealth, these tragedies are playing out in Cambridge, Brockton, Malden, Northampton, and Wellesley, just to name a few,” said Kris Carter, cochairman of Boston’s New Urban Mechanics office. Carter testified while sitting alongside Weigl.

Boston passed a side-guard ordinance in 2014, following a successful pilot program. Billed as a US first, it requires all large city-contracted vehicles to be fitted with side guards.

But Carter said trucks that are not contracted by the city aren’t required to have the guards, and the city doesn’t have authority to expand the requirement to other trucks.

“That’s where we look to your leadership,” Carter told the panel. “We look to your leadership in recognizing a simple fix that can greatly improve the streets across the Commonwealth for the people of Massachusetts, and set an example for the rest of the country.”

Members of the Boston Cyclists Union and Massachusetts Bicycle Coalition also spoke in favor of the bills.

“We can potentially prevent these incidents from happening,” said Barbara Jacobson, program director at the coalition, “rather than dealing with the after-effects of tragedy.”

The committee also heard testimony about several other bills designed to keep vulnerable road users safe.

One, also filed by Brownsberger, would make it illegal for a motorist to double-park or to idle in lanes designated specifically for cyclists. A violation of the law would lead to a fine of $100.

Another bill would require at least 3 feet of space between cars passing bicyclists or joggers, and even more distance if the car is traveling faster than 30 miles per hour.

Meghan McGrath, an emergency medical doctor who works at Lahey Hospital and Medical Center in Burlington, said her husband was riding in a bike lane last year when he was cut off by a car, causing him to fall off of the bicycle, split his helmet open, and break his hand.

“I feel strongly that we need better rules to protect vulnerable road users,” McGrath said. “Riding a bike or jogging should not mean taking your life in your hands.”

Brianna Arnold, a political science major at Stonehill College whose uncle was killed last week while riding his bicycle in Worcester, agreed.

Tears welling in her eyes, Arnold recalled her uncle’s love for biking.

“The family feels hopeless after such an accident happens,” she said. “Maybe the people . . . listening could hear what happened, and hopefully choose to make those changes that would save someone else’s life.”

Steve Annear can be reached
at steve.annear@globe.com. Follow him on Twitter @steveannear.

Link to Article: https://www.bostonglobe.com/metro/2016/01/06/bike-advocates-headed-state-house-for-safety-hearing/eqaZPieLFQ4xnpKTWiJkqK/story.html

Industry Makes Improvements While Rule for Better Underride Languishes

INDUSTRY MAKES IMPROVEMENTS WHILE RULE FOR BETTER UNDERRIDE LANGUISHES 

IIHS Report Shows Trailer Manufacturer Improved Rear Underride Guard Design

WASHINGTON, D.C. (October 9, 2014) – Today, the  Insurance Institute for Highway Safety (IIHS)  released a new report showing improvements in underride guard safety adopted by a trailer manufacturer in advance of rulemaking. Less than three months after the National Highway Traffic Safety Administration (NHTSA) issued a grant of petition for rulemaking to evaluate options for increasing the safety of underride guards, on trailers and single-unit trucks, the IIHS report states trailer manufacturers are making underride guard improvements and are expected to ask for retesting, while NHTSA continues to work on a new standard. Truck safety advocates are heartened by the industry’s initiative, noting that further improvements should be made to ensure that all manufacturers’ rear underride guards pass the 30 percent overlap test. To date, IIHS reports this test has been passed by only one trailer manufacturer, Manac.

Marianne Karth, a Truck Safety Coalition (TSC) Volunteer, whose “AnnaLeah and Mary Stand Up For Truck Safety” petition helped to spur NHTSA’s decision to begin underride guard rulemaking said, “All trailers should have underride guards that withstand the 30 percent overlap test. We should not settle for less when safer guards are known and available.”  Karth and her family started their petition that gained over 11,000 supporters after losing daughters AnnaLeah and Mary, in May 2013, in an underride truck crash that also injured Marianne and her son.

“I am glad that advances are being made by the industry. Having advocated for better underride guards for over thirty years, I can personally testify that it takes far too long to produce a requirement for lifesaving safety improvements,” said Jennifer Tierney, Board Member for Citizens for Reliable and Safe Highways (CRASH), Truck Safety Coalition (TSC) North Carolina Volunteer Coordinator, and Member, FMCSA, Motor Carrier Safety Advisory Committee (MCSAC), after losing her father in an underride crash.

During 2011, NHTSA reported that large truck rear impacts comprised 19 percent of the fatal two-vehicle collisions between large trucks and passenger vehicles, and that large truck side impacts comprised 15 percent of fatal two-vehicle collisions between large trucks and passenger vehicles. On July 10, 2014, NHTSA announced plans to issue two separate notices for underride guards that have not yet been fulfilled. One is an advanced notice of proposed rulemaking focusing on single-unit trucks and the other is a notice of proposed rulemaking focusing on trailers and semitrailers. NHTSA also indicated that they will research front and side guards for rulemaking.

Tierney added, “In addition to rear underride, the IIHS report notes that 63 percent of fatal truck crashes involve the front of the truck, and that in Europe, front underride guards (also called front override guards) have been required since 1994. It’s past time for us to address improvements to all types of underride including front, side and rear.”

Nancy Meuleners, TSC Minnesota Volunteer Coordinator, barely survived an underride crash that left her permanently disfigured. Meuleners, who has worked to advance underride guard safety for decades said, “NHTSA has the power to greatly reduce the needless loss and suffering that result from underride crashes, and I hope that they will act quickly to start rulemaking. I am glad that individual manufacturers are making improvements, but we really need a new underride guard rule, as well as side and front guard rules, to set a higher standard across the industry.”

The Truck Safety Coalition (www.trucksafety.org), a partnership between the Citizens for Reliable and Safe Highways (CRASH) Foundation and Parents Against Tired Truckers (PATT), is dedicated to reducing the number of deaths and injuries caused by truck-related crashes, providing compassionate support to truck crash survivors and families of truck crash victims, and educating the public, policy-makers and media about truck safety issues.

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Truck Safety Advocates in the News

Two of our volunteers are now featured in two recent articles published by Bloomberg News. In these articles, Marianne Karth and Ed Slattery, speak out about their personal experiences on living after a tragedy.

After Marianne lost two of her daughters, AnnaLeah and Mary, in a truck crash last year, she turned her pain into advocacy. Marianne started a petition directed at Secretary Foxx that accrued over 11,000 signatures. The petition urges the Department of Transportation Secretary to address the truck safety issues that could have helped prevent the truck crash that killed her daughters. In the petition, Marianne asks him to (1) raise the minimum levels of insurance required for truck drivers, (2) decrease driver fatigue and monitor their hours on the road with Electronic Logging Devices, and (3) take needed steps to improve underride guards.

Karth turned to Facebook, created her own website and sent more than 11,000 petitions to pressure U.S. regulators, including Transportation Secretary Anthony Foxx, in a bid to force safer trucking practices and equipment.

Speaking about her advocacy work, Marianne told Bloomberg News,

If there’s anything I can do to help prevent some other family from having to go through the same thing, then it’s worth it.

Ed’s wife, Susan, was killed and son, Matthew, was permanently injured in a truck crash. According to the article,

Matthew is making slow and steady progress, yet will always need care.

The Truck driver responsible for the crash has since lost his job and was sentenced to prison, after admitting to falling asleep while driving. Much of Ed’s story involves conflict with the driver, and as the article states,

Their combined experiences add up to a tale of loss, forgiveness and denial that is still evolving.

At the heart of this story, however, is Ed’s relationship with his son. Speaking about Matthew, Ed tells Bloomberg News,

I love him so much it hurts.

Auto safety is Not Alone: Truck safety Also Suffers from NHTSA’s “Tiny” Budget and Workforce

In response to reports released that show how regulators failed to identify an ignition defect in millions of G.M. cars that has been linked to at least 19 deaths, The New York Times published an editorial discussing how Congress needs to strengthen the National Highway Traffic Safety Administration (NHSTA), the federal agency responsible for investigating auto defects.The editorial points to a lack of funding from Congress as a reason for the agency’s failure to identify this defect.

Truck safety also suffers from NHTSA’s small budget and staff. We are overdue on rulemaking for rear underride guards, side and front guards, speed governors, forward collision avoidance and mitigation systems and electronic stability control technology. Each year that these rules are not released results in serious injuries and loss of lives.

Truck Safety Advocates Step Closer to Goal of Advancing Underride Protection

Contact: Beth Weaver

301.814.4088,/beth_weaver@verizon.net

TRUCK SAFETY ADVOCATES STEP CLOSER TO GOAL OF ADVANCING UNDERRIDE PROTECTION 

NHTSA Issues a Grant of Petition for Rulemaking to Improve the Safety of Rear Impact Guards on Trailers and Single-Unit Trucks – Evaluation of Side and Front Underride Guards Continues

WASHINGTON, D.C. (July 10, 2014)—Today, the National Highway Traffic Safety Administration (NHTSA) issued a grant of petition for rulemaking to evaluate options for increasing the safety of rear impact guards, or underride guards, on trailers and single-unit trucks. Underride guards are steel bars installed onto the back of truck trailers in order to help prevent passenger vehicles from sliding underneath a truck in the event of a crash. Truck safety advocates have long advocated for an improvement to the rear underride guard standard, as well as requirement for side and front guard protection systems. NHTSA’s decision to begin rulemaking is a victory for truck safety advocates who have been working toward improving the safety of underride guards for decades.

Marianne Karth, a Truck Safety Coalition (TSC) Volunteer, after losing her daughters AnnaLeah and Mary one year ago in an underride truck crash that also injured Marianne and her son, said, “It was a bittersweet moment as I realized full well that these were needed changes that we had advocated for—because we lost AnnaLeah and Mary—and which we hope will save other lives but will never bring them back to us.”

The Karth family’s “AnnaLeah and Mary Stand Up For Truck Safety” petition gained more than 11,000 supporters seeking to improve underride guard protections, as well as raise minimum insurance level requirements and expedite a final rule for electronic logging devices (ELDs). Marianne and her family members delivered the petition to the U.S. Department of Transportation in May 2014, and are named, along with TSC, in today’s Federal Notice for underride guards. Karth continued, “We are forever grateful to everyone that signed on to the petition, as well as the other TSC volunteers who have been working on this issue throughout the years.”

Jennifer Tierney, Board Member for Citizens for Reliable and Safe Highways (CRASH), TSC North Carolina Volunteer Coordinator, and Member, FMCSA, Motor Carrier Safety Advisory Committee (MCSAC) reacted to the notice, “Having advocated for underride protection improvements for over thirty years, I am so grateful that the decision has finally been made to start rulemaking to consider improving the rear guard standard and to evaluate side and front guard protection requirements. Underride crashes have always been particularly devastating to car passengers, and are now even more so as efforts to raise fuel efficiency produce smaller cars, lower to the ground.”

Tierney, a recipient of the Advocates for Highway and Auto Safety (Advocates) 2014 Highway Safety Hero Award, and whose advocacy began after losing her father, James Mooney, in an underride crash in North Carolina said, “Simple, common sense changes in underride guard requirements, to make them more energy absorbing and lower to the ground, will help to keep our families whole and prevent catastrophic injuries.”

During 2011, NHTSA reported that large truck rear impacts comprised 19 percent of the fatal two-vehicle collisions between large trucks and passenger vehicles, and that large truck side impacts comprised 15 percent of fatal two-vehicle collisions between large trucks and passenger vehicles. NHTSA plans on issuing two separate notices for underride guards. One is an advanced notice of proposed rulemaking focusing on single-unit trucks and the other is a notice of proposed rulemaking focusing on trailers and semitrailers.

Roy Crawford, TSC Kentucky Volunteer Coordinator, after his son Guy was killed in an underride crash with a single unit truck twenty years ago said, “As a board certified forensic engineer and a father who lost a son in a underride crash, I have a full understanding of the physical and emotional outcomes from these crashes, and both are completely devastating. I am grateful that NHTSA will move forward to improve underride protections, and I urge them to act expediently to proceed through rulemaking to implementation. Our families’ lives depend on it.”

Nancy Meuleners, TSC Minnesota Volunteer Coordinator, also a recipient of Advocates 2014 Highway Safety Hero Award for nearly 25 years of advocacy after surviving an underride crash said, “I am fortunate to be alive, but it has come at an unnecessary and significant cost. The crash that nearly decapitated me has left me permanently disfigured. After 40 surgeries, I will need more just to maintain my progress.” Meuleners added, “NHTSA has the power to greatly reduce the needless loss and suffering that result from underride crashes, and I hope that they will act quickly to do so.”

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Watch a Broad Coalition Speak out against Increasing Truck Size and Weight Limits

The videos from the Truck Size and Weight press conference are now posted. Thank you to all the speakers for doing such a fantastic job. Please watch below:

U.S. Representative James McGovern (D-MA)

Jennifer Tierney (Kernersville, NC), Board Member, Truck Safety Coalition, and Member, Motor Carrier Safety Advisory Committee – Her father was killed in 1983 in a truck crash in North Carolina

Joan Claybrook,Chair, Citizens for Reliable and Safe Highways and Former Administrator, NHTSA

Mark Burton, (Knoxville, TN) Director, Transportation Economics for the Center for Transportation Research, University of Tennessee

Bruce Gower (Clyde, OH), Chief of Police

James P. Hoffa, General President, International Brotherhood of Teamsters

Georges Benjamin, MD, Executive Director, American Public Health Association

 

Mother Loses Daughters, calls attention to insufficient underride guards

To see Marianne Karth’s interview, please follow the below link:

http://www.theindychannel.com/news/call-6-investigators/mother-loses-daughters-raises-truck-underride-concerns