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

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.

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.

 

[embedyt] https://www.youtube.com/watch?v=pZMB2uptVi4[/embedyt]

 

[embedyt] https://www.youtube.com/watch?v=7xxJr_hApYk[/embedyt]

Truck Underride Roundtable

Strengthen Rear Underride Guards

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:

[embedyt] https://www.youtube.com/watch?v=2Mi9XH2h06c[/embedyt]

[embedyt] https://www.youtube.com/watch?v=6ZbvnM-6BD8[/embedyt]

[embedyt] https://www.youtube.com/watch?v=bHVCWtZjxm4[/embedyt]

[embedyt] https://www.youtube.com/watch?v=4HXwCgsFqfA[/embedyt]

[embedyt] https://www.youtube.com/watch?v=dy8P_8J3eiI[/embedyt]

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

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