Tag Archives: crash

Four Adults and Two Children Killed near Kane, PA, in SUV vs. Car Crash

May 10, 2014 Mike

Who:

Gary Biemel, 62, as well as his three passengers in a 2005-era Pontiac Bonneville–David Cuneo, 54, Florence Donachy, 81, and Elaine Beimel, 55, were killed on 8/31/13 at around 4:30 PM on US Route 219 along the Allegheny National Forest close to Kane, PA in Hamlin Township. Also killed were Jarrett Costanzo, 6, and Olivia Douglas, 12, daughter of Kathleen “Kathy” Douglas, 37. Costanzo was her cousin, and Douglas drove a 2005 Jeep Liberty. Douglas was seriously injured, as was her 10 year old son, David.

How:

Per police reports, Douglas was driving southbound and crossed the center line and caused the head-on collision with the Bonneville that was northbound. Olivia was found dead in the front passenger seat Douglas‘ son was located in the rear driver’s side seat, while her nephew, who died, was found in the rear passenger’s side seat. Two of the children in her vehicle were not properly restrained–her son and Jarrett. All four occupants of Beimel’s vehicle died at the scene, at least one was unbelted, and all the deceased died from multiple blunt force traumas.

It was determined that Douglas had picked up a prescription the previous day for 60 Clonazepam pills to be taken twice daily. The bottle found in her purse on the day of the collision had only 33 pills left. The toxicology report indicated her bodily levels of Clonazepam were several times higher than indicated per the prescription. When interviewed, Douglas indicated she did not remember the day of the crash, and stated that she had only taken one pill prior to the crash. She was charged with six count of vehicular homicide and a number of other charges.

The official police report is here.

Why:
This is yet another tragic case of impaired driving. Regardless of Douglas’ statements, it is clear that she was under the influence of several times the recommended dosage of a benzodiazepine, and this is why she crossed the median and crashed. The full police report is worth reading, as it contains the list of charges, documentation of the scene, and interview with Douglas.

The 2005 Bonneville weighs ~3558 lbs and is rated “good” in its IIHS frontal score, which is the primary score relevant here. It was impacted by a 2005 Liberty, a midsized SUV with a “marginal” frontal score that weighs ~4100 lbs, or 115% of the weight of the Bonneville. As a result, the Bonneville occupants automatically faced 15% more force in the collision than they would have if they’d collided with another Bonneville, placing them at a disadvantage in the collision. This is also 115% of the weight of the simulated vehicle (another Bonneville) in the IIHS frontal impact test.

Douglas and her occupants should have been at an advantage, as their vehicle would have experienced 13% lower forces due to their weight advantage. However, there were two significant drawbacks to their survivability. First, at least two of the children appeared to be unbelted–the nephew, who died, and the son, who was injured. This severely increased their risks of death. Second, the “marginal” score of the Liberty indicated it did not protect them the way a 4100 lb vehicle should have. Instead, it probably protected them like a 3000 lb vehicle with a “good” score would have, although it still behaved like a 4100 lb vehicle to the Bonneville’s occupants.

Given the likely speeds of the collision (~65 mph), the collision likely imparted at least 785KJ of energy into the Bonneville. The Bonneville’s frontal impact test simulates 258KJ of energy (a Bonneville impacting another at 40 mph). In other words, the Bonneville occupants faced 304% of the force they’d have experienced in the type of crash their car was rated for. It is understandable that they succumbed to these forces, especially considering the advanced ages of the occupants. Furthermore, at least one of the occupants in the Bonneville was reportedly unbelted, potentially turning that individual into a human cannonball who may have caused the deaths of one or more additional occupants in the vehicle.

The Liberty’s frontal test simulated 297KJ of energy (a Liberty impacting another at 40 mph), indicating that its occupants would have faced 229% of the forces their truck was rated to safely withstand, given that the Bonneville imparted 681KJ of energy into the Liberty. Given the “marginal” score, combined with the higher forces, the risks of deaths were high. These risks were increased further by the lack of proper restraints.

Reviewing the pictures of the accident, it appears clear that Douglas had crossed almost completely to the other side of the road, as the primary impact location was to the passenger side of the Liberty, and presumably the passenger side of the Bonneville. The severity of the crash in the passenger area explains the deaths of both Olivia, who would have experienced more of the crash than her mother, and who also had a slighter and less mature frame (children under 13 should sit in the back, per the NHTSA), as well as the death of Jarrett, who sat directly behind her and was unbelted. The two survivors in the Liberty were on the driver’s side, which was significantly less impacted, as evidenced by the relatively intact A-frame.

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. The poor frontal score, lack of seat belt use, and unsafe placement of the children contributed to these deaths.

This was ultimately a wholly preventable tragedy. Douglas awaits trial.

Prologue: Douglas was later sentenced in September 2014 to more than 11 years in prison for the events of August 2013.

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Karen Lee Greenstein, 58, by Medford, OR, Killed in Car vs. Van Crash

May 7, 2014 Mike

Who:

Karen Lee Greenstein, 58, from Ashland, worked at Emergency Communications of Southern Oregon as an Emergency Dispatcher, and was driving home from work, and was killed on 3/27/14 at around 3:15 5 miles south of Medford on I-5 southbound. She drove a 2006 Honda Civic and was killed by Richard Webster Scott, 32, who drove a 2003 Dodge Grand Caravan. He was seriously injured.

How:

Per reports, Greenstein was driving southbound while Scott crossed the center line and started driving north in the southbound lane. Greenstein, who was wearing her seat belt, was ejected from her vehicle; she died at the scene, while Scott, who was seriously injured, was transported to the hospital. Per police reports, he was drunk.

Why:

This is another sad case of alcohol use leading to a fatality, as are 1 of every 3 traffic deaths in this country, year after year. Such crashes are more likely at night, as was this one, since drunk drivers drive more at night than they do during the day.

Investigating the physics of the crash, it is not surprising that Greenstein died while Scott lived, as her vehicle was massively outweighed by his. The 2006 Civic weighs 2751 lbs and comes with a “good” IIHS frontal score. It was impacted by a 2003 Grand Caravan that weighs 4224 lbs, or 154% of the Civic’s weight. As a result, the Civic driver automatically faced 54% more force in the collision than she would have if she’d collided with another Civic, placing her at a severe disadvantage in the collision. Scott, meanwhile, experienced 35% lower forces due to his weight advantage.

Given the likely speeds of the collision (~65 mph), the collision likely imparted at least 809KJ of energy into the Civic. The Civic frontal impact test simulates 199KJ of energy (a Civic impacting another at 40 mph). In other words, the Civic driver faced 407% of the force she’d have experienced in the type of crash her car was rated for. Given the speed of the collision, her odds of survival were, sadly, virtually non-existent, especially given her ejection.

Interestingly, the Dodge’s frontal test simulated 306KJ of energy (a Dodge impacting another at 40 mph), indicating that its driver would have faced 172% of the forces his minivan was rated to safely withstand, given that the Civic imparted 527KJ of energy into the Dodge. While these were still tremendous forces, his odds of survival were still much better than those of the Civic’s driver.

This was ultimately a wholly preventable tragedy.

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Laura Anne LaPlante, 26, in Chicago, IL, Killed in Car vs. Car Crash

May 5, 2014 Mike

Who:
Laura Anne LaPlante, 26, from New Hampshire, was killed in Chicago, IL on Friday, 5/1/14, at around 1:50 AM on Lake Shore Drive by Randolph St. She was in a 2013 Toyota Prius taxi and was hit by a wrong way drunk driver, Erik Johnson, 23, in a 2014 Subaru Crosstrek. She died at the hospital at 6:30 PM while a 24-year-old passenger, a fellow law student, was transported to the hospital in critical condition. The driver of the Subaru and of the taxi, a 38-year-old man, were also hospitalized. LaPlante was a 3rd year law student at the University of Chicago Law School and would have graduated this June 14th. She planned to work at a Boston law firm in the fall upon graduation.

How:
Per reports, the taxi was in the northbound lane and collided with a Crosstrek that was southbound in the northbound lanes. Police have stated alcohol factored in the crash and charges are pending. Witnesses reported that one of the passengers in the taxi went through the front windshield of the vehicle and needed to be extricated, and the other passenger was partially ejected. Neither wore seat belts. Johnson confessed to having had several beers and hard liquor when questioned at the scene, and presented a BAC of .195 when tested at the hospital. The 24-year old suffered broken ribs and a broken sternum, head trauma, and a collapsed lung. The taxi driver fractured his elbow.

Why:
This is another tragic case of alcohol-induced wrong way driving that resulted in a fatal head on collision. LaPlante had her life ahead of her, as have so many victims of drunk drivers, and died because an individual chose to drive while inebriated.

The 2013-era Prius weighs around 3064 pounds and has a “good” frontal score. It was impacted in what looks like a moderate overlap collision by a 2014 Crosstrek, which is a twin of the Impreza that weighs ~3142 lbs, or 106% of the weight of the Prius, and has a “good” frontal score. The weights were close enough that the advantage of the Crosstrek was not significant in this collision.

The speed limit on LSD is typically 40 mph, but drivers routinely travel at 50 mph or more on the roadway. Assuming a 55 mph speed in each vehicle, the collision likely imparted at least 431KJ of energy into the Prius. The Prius’ frontal impact test simulates 222KJ of energy (a Prius impacting another at 40 mph). In other words, the Prius occupants faced 194% of the force they’d have experienced in the type of crash the car was rated for.

Given the speed of the collision, the risk of injury was high, but the collision should have been survivable, which was evidenced by the survival of not only the driver but one of the two passengers. However, I would wager that LaPlante was the passenger who was ejected through the windshield, which would have significantly increased her risk of severe injury. She was not wearing her seat belt, and the risk of ejection is several times higher in unbelted occupants than in belted ones. I suspect she sat in the front and received severe head and chest trauma due to her being unrestrained and in close proximity to the crash. I believe she would likely have survived this collision had she been wearing her seat belt.

The survival of the Crosstrek driver was to be expected based on the forces referenced above, as well as from an analysis of the far greater degree of structural integrity visible in the image of the Crosstrek post-collision compared to the Prius. In other words, the Crosstrek performed significantly better in the collision, which may also have been due to the “good” score the Crosstrek received in the small overlap test. The Prius at this time did not have a small overlap score, but would likely have received a poor one, as the current generation Prius, which was strengthened for the small overlap test, has an “acceptable” score.

This was ultimately a wholly preventable tragedy, and again points to the need to reform our laws and cultural attitudes toward the consumption of alcohol in relation to driving. At the same time, greater attention needs to be paid by all individuals to the need to be properly restrained, every time, on every ride, in every vehicle.

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Two Children Killed in Montgomery County, AL, in Car vs. SUV Crash

May 4, 2014 Mike

Who:

Naycha Night, 11, a Goodwyn Middle School student, and Heaven Brooks, 2, were killed in a 2/23/14 crash that occurred at around 12:17 PM in Montgomery Cty., AL, close to the Waugh exit southbound on I-85. Night was in Lametric Willetta Maddox’s 2005 Toyota Corolla and her daughter, while Brooks was in her mother, Joy Brooks’ 2003 Jeep Liberty. Charletta Griffen, 12, was also in the Corolla, and was injured along with Brooks in the Liberty.

How:

It appears that the Liberty lost control while southbound and was impacted in the passenger’s side by the Corolla at highway speeds. Night died at the scene while Brooks died two days later. Per authorities, she was not in a child-restraint system when the crash occurred.

Why:
I’m not sure what led to the collision, but there was clearly a loss of control on the part of the Liberty for it to end up sideways on the highway to be impacted by the Corolla. It is likely that Night was a front-seated passenger, while Brooks was almost certainly seated in the back and likely simply belted, since she was not in a child-restraint system (i.e., a rear-facing car seat) as she should have been. Being under 13, Night should also have been in the back, as recommended by the NHTSA here.

Given these dynamics, the 2005 Corolla weighs ~2584 lbs and is classified as a small car. It has a “good” frontal score, which is the only score relevant for the Corolla, since it experienced a frontal impact. The 2003 Liberty weighs ~4100 lbs as a midsized SUV. It doesn’t have a tested side score, but would almost certainly have received a “poor” score had it been rated, since it did not come with side airbags standard and since the next generation, which did, only received a “marginal” rating. It also didn’t come with ESC, which might have helped prevent the loss of control that put the Liberty in T-bone position for the Corolla.

Given the likely speeds of the collision (~70 mph), the collision likely imparted at least 574KJ of energy into the Corolla / Liberty. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, the Liberty occupants faced 401% of the force they’d have experienced in the types of crashes cars are side rated for. The lack of side airbags wasn’t what killed Brooks, however, but the fact that she was not properly restrained in a high-speed collision. Properly restrained in a center, rear-facing car seat, the degree of intrusion presented by the Corolla into the Liberty might have been survivable. The roof buckled, and there was significant intrusion, but the A and B-frames were intact.

Meanwhile, the Corolla was designed to perform well in a frontal impact test simulating 187KJ of energy (i.e., a Corolla impacting its twin at 40 mph). The Corolla’s occupants faced 307% of these forces. The frontal airbags clearly deployed, and there was a significant amount of damage to the front engine compartment, as designed. However, the cabin looked highly intact, right down to the intact A-frame. Again, this crash might have been survivable, and it was for 2 of the 3 occupants in the vehicle–the adult, who had more mass and a more developed skeletal and muscular structure, and the child restrained in the back seat. The child in the front seat, sadly, did not fare as well.

The circumstances leading to the collision are unclear, but examining the forces involved and the visual conditions of the vehicles after the collisions suggests that this could have been a non-fatal multi-vehicle collision had both children been properly restrained in the back.

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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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