All posts by Mike

Your Back Seat Can Kill You, or How to Pack Safely

May 1, 2014 Mike

This is a brief video on the importance of packing objects securely in a vehicle. Most folks don’t think about this when driving, but the same forces that act on entire vehicles in collisions also act on all of the components within these vehicles. In other words, if you’re traveling at 55 mph, every object within your vehicle is also traveling at 55 mph right alongside you (otherwise they’d fall behind!). So if you’re in a frontal collision and slow to zero in less than a second, everything in your car that’s unrestrained will fly forward at 55 mph until stopped by something…like you or the other occupants of your vehicle. To prevent this, you want everything in your vehicle secured.

The link above begins with the story of Heather Storey, 25, who died in March 2009 in Surrey, British Columbia, when her car was struck by a tow truck as she was driving to work. Per police reports, the collision itself was survivable; what killed her was the impact of her laptop crashing into the back of her head and neck at the speed of the collision. Per her brother, she typically kept her laptop in her back seat, and because it was unsecured, it likely flew forward at 60 mph, per her mother.

A 5lb laptop traveling at 60 mph is equivalent to 815J of energy, or a little less than 4 fastballs hitting you at 100 mph each at the same time. Presuming one were hit in a vital area, such as in the back of the head or neck, this could certainly result in one’s death.

Take the time to pack things safely each time you enter a car.

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Driving in the US More Dangerous Than in Europe

April 28, 2014 Mike

In this blog, I focus on the dangers of driving vehicles in the United States and ways to minimize those risks through safe driving practices and the selection of safe vehicles. I also present a variety of case studies in effort to learn from the mistakes of others.

However, this does not mean that I believe the solution to auto safety involves the use of ever larger vehicles. In fact, the truth of the matter is that there are a range of countries in which the risks of dying in auto collisions are significantly lower than they are here in the US. An article in Newsweek provides a brief introduction to this point.

(A map of Blood Alcohol Limits in Europe).

“Americans die on the roads at twice the rate of Europeans. Against all rich countries the U.S. doesn’t fare much better. The World Health Organization calculates an average of 8.7 fatalities per 100,000 people in high income countries compared with 11.4 in the U.S. and only 5.5 in the European Union. Subpar road safety in the U.S. shows up in other measures too, such as deaths per car or deaths per mile driven.”

The difference in those rates is significant. The US auto fatality rate of 11.4 per 100,000 people is not only higher than the 8.7 rate in fellow rich countries, it is more than twice as high as the EU rate of 5.5.

As Bernasek notes, these differences are unlikely to simply be a result of the greater public infrastructure available in the EU than in the US and the resultant decrease in reliance on personal transportation, as the US discrepancy is also visible in higher rates of deaths per car or deaths per mile driven in the country. Whichever way you slice it, people tend to die more when in cars while driving in the US than when driving in the EU.

The differences, however, do not lie specifically in vehicular design, as one might expect. While auto safety testing is a significant force in the EU (e.g., the Euro NCAP), cars in the EU are not significantly larger or heavier than they are in the US. If anything, they are, on average, smaller. So what else could it be?

Driving Safety in Sweden Doesn’t Prioritize Convenience

“So what are other countries doing that we’re not? Some countries made road safety a priority and got results. Sweden for instance, has a zero-tolerance policy on traffic-related deaths and injuries, and it has been building roads for safety rather than speed or convenience. Last year, 264 Swedes died on the roads, the lowest level ever, around three fatalities per 100,000 people.”

Bernasek astutely describes the focus a number of other countries place on road safety. In Sweden, where the Volvo car company was born, the goal of traffic deaths and injuries is to reduce them to zero, which has led to a policy of building roads with safety foremost in mind instead of roads that make it easier to speed or more convenient for the automobile. As a result, Sweden’s fatalities last year were 264, an all time low (since the early years of the automobile, of course), reflecting a death rate of 3 per 100,000. Think of how many fewer head on collisions we’d have in the US if we phased out undivided highways, for example. So many of the stories I cover are directly the result of individuals crossing center lines.

“Other countries have focused on drunk-driving laws. Researchers found random breath testing is the single most effective way to reduce deaths related to driving and alcohol. Australia had significant success in lowering road deaths related to alcohol by introducing widespread breath testing and its death rate is now around five fatalities per 100,000 people. In general, other rich countries tend to allow less alcohol in drivers’ blood than prevailing limits in the U.S.”

This is a key, key point. The US limit of 0.08 is one of the highest in the world of rich countries. In Sweden, for example, the limit is 0.02, or 1/4th of the US limit. Studies have shown that as few as *one* drink results in measurably poorer driving abilities than those found in completely sober drivers, yet the 0.08 limit in the US permits several drinks before a person is declared unfit to drive. As a result, year after year, 1/3rd of fatalities on the road in the US are linked to alcohol, which is reflected in the crashes I study on this blog.

Views on Speeding Differ in Europe from US

“Last, enforcement of speed limits is stricter in many European countries. Speed cameras, for instance, can be very effective. Speeding tends to be haphazardly enforced in the U.S., where it is sometimes considered an important source of revenue rather than a means of ensuring safety.”

The topic of speed cameras is a hotly contested one in the United States. Many drivers tend to see them as money traps, but the research shows they significantly reduce the risk of red light running, which is a significant factor in the incidence of side impact collisions, which tend to be much more likely to lead to fatalities than front impact collisions. Similarly, the tendency in the US for states to grant ever-higher speed limits also has negative consequences on the likelihoods of individuals to survive collisions at such speeds.

I will write more about these issues in the future. The key point to remember, however, is that no amount of focus on vehicular safety will make the roads safe to everyone unless driver behaviors (e.g., speeding, alcohol consumption) are modified along with environmental factors (e.g., road design, traffic cameras). Oh, and it’s also important to make sure we’re following best practices with regard to how we transport children. It’s no coincidence that Sweden, with its incredibly low auto death rates, also leads the world in protecting children in cars.

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Two Men Die in De Soto, KS in Car vs. Pickup Crash

April 25, 2014 Mike

Who:
Robert Anthony Zevenbergen, 20, and Johnnie Royce Jackson, 45, died on 3/20/14 at around 1:10 AM in De Soto, KS on the eastbound lane of Kansas Highway 10, just east past Kill Creek Road. Zevenbergen drove a 2013 Toyota Avalon, while Jackson drove a 2007 Chevrolet Silverado.

How:
Per Kansas Highway Patrol reports, Jackson was originally westbound in K-10, but crossed the center grassy median and then begun heading westbound in the eastbound lanes. He then crashed nearly head-on into Zevenbergen’s Avalon. Jackson did not wear a seat belt and was ejected from his vehicle, while Zevenbergen wore his belt and required extrication. Both died at the scene. Per Trooper Howard Dickinson, the crash was unsurvivable due to the forces present at the impact speed of 70 mph. The crash was referred to in a number of media sources as a “crossover” crash due to the lane crossing of Jackson’s vehicle.

Why:
This is another tragic collision that could have been prevented had one of the drivers maintained his lane. It is not known why Jackson crossed the median, which is designed specifically to prevent such kinds of collisions. However, police stated such crashes tend to be caused by drinking or sleeping drivers, which seems accurate given the time in which the collision occurred (1 AM). Furthermore, later reports revealed Jackson had a license that had been suspended since 1990 and a long history of driving under the influence, so I’d wager this was just another one of those instances. Here is the analysis:

The 2013 Avalon is one of the safest cars one can buy. It weighs ~3490 lbs and had a “good” frontal score per the IIHS, which is the primary score relevant here. It was impacted by a 2007 Silverado, a large pickup with a “good” frontal score that weighs ~5179 lbs, or 148% of the weight of the Avalon. As a result, the Avalon driver automatically faced 48% more force in the collision than he would have if he’d collided with another Avalon, placing him at a severe disadvantage in the collision. This is also 148% of the weight of the simulated vehicle (another Avalon) in the IIHS frontal impact test.

Jackson should have been at an advantage, as his vehicle would have experienced 33% lower forces due to his weight advantage. However, he did not wear his seat belt, and was ejected from his vehicle, effectively guaranteeing his death.

Given the likely speeds of the collision (~70 mph), the collision likely imparted at least 1.15MJ of energy into the Avalon. The Avalon’s frontal impact test simulates 253KJ of energy (an Avalon impacting another Avalon at 40 mph). In other words, the Avalon driver faced 454% of the force he’d have experienced in the type of crash his car was rated for. Given the speed of the collision, his odds of survival were, sadly, virtually non-existent.

Interestingly, the Silverado’s frontal test simulated 376KJ of energy (a Silverado impacting another at 40 mph), indicating that its driver would have faced 204% of the forces his truck was rated to safely withstand, given that the Avalon imparted 766KJ of energy into the Silverado. While these were still tremendous forces, his odds of survival were still much better than those of the Avalon’s driver…or would have been, had he been belted. This is one of the few examples I’ve found so far of a multi-vehicle collision where fatalities occurred in the higher weight vehicle.

This was ultimately a wholly preventable tragedy.

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Diono Pacifica / Rainier to Offer 50 Pound Rear-Facing Car Seats!

April 22, 2014 Mike

I’ve discussed the need for higher rear-facing car seats in the United States, given how much safer it is for young children to rear-face instead of forward-face. The AAP recommends children rear-face until at least the age of 2, while in Sweden, the standard is for children to rear-face until the age of 4. However, in the United States, we lag behind in rear-facing abilities since the vast majority of car seats on the market can only rear face to around 30 or 35 pounds. Diono is helping to change things.
The majority of rear-facing car seats have weight or height limits that preclude rear-facing for extended periods of time. This is why the new Diono line is so important.

This May, the Diono Pacifica (pictured) and Rainier are slated for release on the 15th. Each has a 50 pound rear-facing limit, which are the highest limits currently available anywhere in the United States. Both seats also extend the forward facing limit to a high of 90 pound and the booster mode to 120 pounds. The Pacifica is available for pre-order on Amazon for $280 and the Rainier is available for pre-order at $315.

I would recommend the Pacifica or Rainier to any parent or adult interested in providing a safe car seat for a child between the ages of birth and 12; either can easily be the only car seat you ever need, and will provide the highest amount of protection available from any car seat in the United States.

Update: Reviews for the Pacifica and Rainier are available here. A comparison between the seats is available here.

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Ashley Browder, 21, in Albuquerque, NM, Killed in SUV vs. SUV Crash

April 19, 2014 Mike

Who:

Ashley Browder, 21, killed on 2/10/13 around 2:30 AM as a passenger, while Lindsay Browder, 19, her younger sister and the driver of the 2001-era white Honda CR-V, broke her hip and fractured her spine. Browder was an Air National Guard member. The crash occurred at Eagle Ranch NW and Paseo del Norte intersection in Albuquerque. They were impacted by a 2008-era Chevrolet Tahoe (police edition) driven by off-duty APD Sargeant Adam Casaus, 21.

How:

According to Casaus, he was westbound on Paseo del Norte and was using lights and sirens while driving to find a suspected drunk driver. He went through a red light at approximately 65 mph. He then impacted the CR-V, which was northbound on Eagle Ranch in the intersection, in the passenger side. Ashley died at the scene, while Lindsay was seriously injured. Casaus called in the crash, noting that he had a laceration to his head and some chest pain.

It was soon revealed by APD dispatch records that Casaus had never reported the alleged chase, while witnesses indicated they had never seen a driver. Investigators also determined that the CR-V had not been speeding, and that Casaus had not had his siren or lights activated. In other words, he was completely lying. He was fired on May 24th and charged with reckless vehicular homicide.

When:

This is an unfortunate case of a public safety officer who violated a number of legal and ethical principles (abusing his department-issued vehicle, speeding, running a red light, providing several false statements…) in effort to get away with vehicular homicide. In terms of the vehicle analysis, the fatality occurred because he ran the red light, was speeding, and collided with a vehicle that had the right of way.

The 2001-era CR-V weighed ~3214 lbs and did not come with a side impact score or side airbags. It would have received a “poor” or “marginal” side rating due to the lack of airbags and high degree of cabin intrusion (as was visible in the 2002-era CR-V). It was impacted by a police-modified 2008-era Tahoe, which weighed at least 5524 lbs. That’s 167% of the weight of the simulated vehicle in the IIHS side impact test.

Given the likely speeds of the collision (~65 mph), the collision likely imparted at least 1.06MJ of energy into the CR-V. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, Ashley faced 741% of the force she’d have experienced in the types of crashes cars are side rated for. Given the speed of the collision and the lack of airbags and structural integrity of the CR-V, her odds of survival were, sadly, virtually non-existent.

It is noteworthy, though not unexpected, that there is significant damage to the front of the Tahoe but there appears to be a minimal amount of cabin intrusion. The same cannot be said the side of the CR-V, where there is a significant amount of intrusion, the A frame is severely compromised, and the roof is buckled.

This collision was completely preventable, and it is a tragedy that a young life was cut short by reckless driving. Casaus is scheduled to go on trial this September (2014).

2016 Prologue: Casaus was charged with vehicular homicide, but the jury decided to only convict him of reckless driving, which carried a maximum 90 day jail term. He completed his sentence in March 2015 and sought rehire from the APD. Broder’s family filed a civil suit against him and the city, which has also been chastized for destroying evidence related to the original case.

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35,000 Americans will die this year on the road. You don't have to be one of them. A car seat and car safety blog to promote best practices for families.