2018 update:

Jason Kamp, Sarah’s husband, won a $3 million settlement for wrongful death against Stephenson County due to the failure of the county to replace the sign or provide an adequate warning the morning of the crash. It doesn’t bring back his wife or unborn child, but it does hopefully make life easier for him and his son.

Who:

Sarah Kamp, 32, of Byron, an English teacher at Polo High School, was killed 5/20/13 at at 7:07 AM at the intersection of Rock City Rd and Montague Rd 6 miles to the SE of Freeport, IL. She drove a 2002 Toyota Rav4 and was impacted by a 2006 Saturn Vue driven by Barbara Faulkner, 56. Faulkner and a 19-year old passenger received non-life-threatening injuries. Per Kamp’s husband, Jason, she was pregnant and on the way to a medical checkup that morning. She leaves behind her husband and 21-month old son, Nathan.

How:

Per police reports, Kamp was westbound on Montague and entered the intersection with Rock City Rd without stopping at the stop sign that would typically have been located there. In the process, she was impacted by a northbound Vue on the driver’s side. She died at OSF in Rockford, where she was airlifted. All occupants were belted. Per police reports, the stop sign had been reported missing 16 minutes prior to the crash. The sign was located nearby in a field and had apparently been damaged by weather, suggesting it had been blown away the previous night due to weather conditions. Later reports revealed that the sign had been reported missing at the intersection up to an hour before the crash, but that the information had not been relayed to road crews until a few minutes before the crash.

Why:

This is a sad, sad case. From reading additional reports, it seems that weather conditions led to the sign’s displacement, the sign was reported missing at 6:51 AM, and that a dispatcher forgot to relay the information regarding the downed sign to the appropriate resources as s/he took another call. There was a 7 AM shift change, and no one was notified, and the crash then occurred at 7:07. It is unclear whether the highway department would have been able to reach the scene in time had the call been relayed, but it would certainly have helped Kamp’s odds of survival.

Given these dynamics, the 2002 RAV4 weighs ~3113 lbs and is classified as a small SUV. It has a “poor” side score, since it did not come with side airbags standard. The 2006 Vue weighs ~3534 lbs as a small SUV. It had a “good” frontal crash score.

Given the likely speeds of the collision (~55 mph), the collision likely imparted at least 485KJ of energy into the Rav4 / Vue. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, the Rav4 occupant faced 339% of the force she’d have experienced in the types of crashes cars are side rated for. On top of this, her car already failed the side test due to high risks of pelvic fractures, serious neck injuries, rib fractures, and internal organ injuries.

Meanwhile, the Vue was designed to perform well in a frontal impact test simulating 256KJ of energy (i.e., a Vue impacting its twin at 40 mph). The Vue’s occupants faced 189% of these forces. Their survival was expected, despite the significantly higher forces, and is a testament to the “good” frontal score, the presence of front airbags, and the occupants’ use of seat belts. It is essential to note, however, given the split second dynamics of the crash, that had the Rav4 entered the intersection a moment later, it might have impacted the Vue in the passenger side, resulting in almost certain death to the 19-year old passenger and potentially to the vehicle’s driver, as the Vue also had a “poor” side impact score. The Rav4 driver, in turn, would almost certainly have survived such a crash.

I cannot recommend the 2002-era Rav4, 2006-era Vue, or any other vehicle that does not come standard with head/torso side airbags. The stakes are just too high.

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Who:

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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Who: 

Patricia Rosoff, 64 (killed) on 3/25/14 at around 7:10 AM in West Hartford, CT. She was involved a collision in her 2000 Saab 9-3 with a full-size school bus at the Boulevard and Mountain Road intersections. No injuries were reported to the driver or 18 students aboard the bus. She was the dean of humanities and an art / English teacher at Kingsword Oxford School, where she had worked for 39 years and where she was headed to work that morning.

How:

Rosoff was eastbound while the bus was southbound. At the intersection, she was hit on the driver’s side by the bus. She was wearing her seat belt and was cut out of the car by firefighters. She was taken to the local hospital and pronounced dead.

Why:

It’s unclear at this time whether the bus driver ran the light or whether Rosoff did, although one of the drivers almost certainly did. However, what is clear is that she was driving a 2000 Saab 9-3, a midsized vehicle weighing ~3137 lbs and equipped with front seat combination head and torso side airbags. The vehicle was never side impact tested, but would likely have received a marginal or acceptable score. It was impacted, however, by a full-size school bus, which weighs between 22,000 and 28,000 lbs empty. Adding 19 occupants at an estimated weight of 120 lbs, we can estimate its weight at 28,000 lbs. That’s 848% of the weight of the simulated vehicle in the IIHS side impact test.

Given the likely speeds of the collision (~31 mph), the collision likely imparted at least 1.22MJ of energy into the Saab. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, Rosoff faced 853% of the force she’d have experienced in the types of crashes cars are side rated for. Even though she was wearing her seat belt and traveling in a vehicle equipped with head and torso side air bags, her odds of survival were, sadly, virtually non-existent.

It is noteworthy, though not unexpected, that there is negligible damage to the front of the school bus, while the same cannot be said for the side of the Saab, where the front and side deployed airbags are visible, as is a significant amount of intrusion.

In most side impact crashes I’ve looked at, the predetermining factor in the KE = .5 * M * V^2 equation that leads to death from the kinetic energy is the speed (V) of the T-boning vehicle. However, in cases such as these, even though the speed was likely no higher than that in side impact tests, the overwhelming M of the school bus proved just as severe in provoking a fatal amount of KE transfer.

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Who: 
Wanda B. Fetters, 79, was killed on 3/25/14 around 4 PM at the intersections of Township Road 179 and County Road 10 close to Bellefontaine, OH. She drove a 1999 Toyota Camry and to have collided with a 2010 Ford F-150 pickup truck driven by Marvin C. Tuente.

How:

Fetters was heading south on Township Rd 179 in her Camry and did not yield at a stop sign and was hit by a westbound F-150 on County Rd 10 in the driver’s side. After the impact, the Camry traveled down a hill and impacted a tree. Fetters died at the scene. Tuente was injured and transported to the hospital. His injuries were not life-threatening.

Why:
Unfortunately, this looks like a textbook case of a failure to yield at a stop leading to a high speed side impact. The 1997-era Camry weighs ~3128 lbs and did not come with any form of side airbags as standard features, which indicates it would have received a “poor” side score, had it been tested. It was hit by a 2009-era F-150, which weighs ~5199 lbs, or 57% more than the simulated vehicle in the IIHS side impact test.

Given the likely speeds of the collision (~55 mph), the collision likely imparted at least 713KJ of energy into the Camry. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, the Camry occupant faced 499% of the force she’d have experienced in the types of crashes cars are side rated for. Without side airbags, her odds of survival were, sadly, virtually non-existent. It is likely that she would still have been severely injured in a newer Camry with greater structural integrity and airbags, but her odds of survival would have been significantly (37%) greater.

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The Who:

Date: 10/18/13, 1:30 AM.
Fatalities: 6 (Eid Badi Shahad, 39; Entisar W. Hameed, 31; Shuaa Badi, 16; Amma Badi, 14; Ekbal Badi, 12; Lina Badi, 2).
Injuries: 1 (Shawn Paytner, 30).

Where: Riverside Dr & Fishinger Rd, Upper Arlington, OH.
Vehicles: Ford Crown Victoria (police interceptor), Toyota Corolla (2000-era).

Human element: The Shahad family emigrated three years ago to the US from Iraq as Syrian refugees. In addition to their 4 daughters, they had 5 sons between the ages of 5 and 17 who were not in the vehicle but who also lived with the family. Per family accounts, the family had spent the evening with friends and was driving home at the time of the collision.

The How:

Upper Arlington Police Officer Shawn Paynter was driving northbound on Riverside Dr. responding to a McDonalds armed robbery and abduction at 1905 W. Henderson Rd. Paynter had his lights and sirens on and was traveling at up to 86 mph when responding to the call. At the Fishinger Rd intersection, Shahad was driving westbound and ran a red light. He slowed close to a stop, and then began to roll through the intersection. Paytner saw him, veered to the right in a deliberate effort to avoid the Corolla, and was able to slow down to approx. 49 mph before impacting the Corolla (a full frontal impact for the Ford, and a driver’s side impact for the Toyota). Of the 7 vehicle occupants, only Hameed was wearing a seat belt. Every occupant of the Corolla died, while Paynter survived with head injuries, although he was able to return to work a month later.

The Why:

Risk factors:
Running a red light.
Driving without seat belts.
Driving at night.
Speed (on the part of the officer).
Lighter vehicle in collision.
Lack of side airbags.
Overloaded vehicle.
Distracted driving.

Protective factors:
Seat belt use (Hameed).

Vehicle analysis: This is an extremely sad and extremely preventable tragedy. First of all, the entire collision could have been prevented had Shahad not run the red light. Investigative reports indicate the light would have been clearly visible to Shahad for several seconds prior to the collision, and toxicology reports concluded he had not been drinking or consuming drugs. However, his refusal to stop may have been related to the late hour (driving at night = fatigue?) or due to distractions from the high number of occupants (in particular, children) in the vehicle. Whatever the reason, he ran the light.

The running of the light was why the crash occurred, but it is possible that there could have been survivors if all of the occupants of the Corolla had worn seat belts. Only Hameed, the mother, wore a seat belt, which meant that none of the children or husband did, which meant they each turned into projectiles and likely contributed to the trauma each suffered, including Hameed, in the vehicle. The risk of fatalities in collisions where even one occupant is unbelted is significantly higher due to the forces the unbelted occupant places on belted occupants, not to mention on himself or herself.

It is also significant to note that with 6 people in the Corolla, it would have been impossible for each to have been belted, as the Corolla seats 5 individuals. It is likely that the 2-year old sat in the lap of either the belted mother or one of the unbelted children in the rear seats. The 2-year old should have been in a car seat like any of these..

Paynter’s survival of the collision is entirely attributable to the greater weight of his vehicle and its good frontal score, which was based on the vehicle’s frontal structure and presence of a frontal airbag. He significantly increased his risk of death by not wearing his seat belt, and received head injuries in the impact. However, the standard moderate offset crash, which is even more strenuous than the full frontal impact-type crash that Paynter experienced, is at 40 mph, or considerably closer to the 49 mph impact Paynter experienced than 49 mph is to the tested side impact speed of 31 mph (more on that in the following paragraph). He is lucky to have survived, and likely impacted his frontal air bag and possibly the steering wheel through the air bag due to his lack of belt restraint, but was able to survive his injuries because he inhabited a much heavier, well scoring, and airbag equipped car.

The speed of the officer also certainly played a role in the deaths of the Corolla occupants, although he was legally allowed the speeds at which he was traveling and had the right of way. However, the intersection of the vehicle speed and the safety features of the vehicles came sharply into play here. The 2000-era Corolla, a small car, weighs around 2504 lbs, while the 2008-era Crown Victoria, a large car, weighs ~ 4074 lbs, or 63% more. The fact that the Crown Victoria was a police interceptor version means it likely weighed significantly more than this. In other words, the Corolla occupants faced 23% more force than they would have if impacted by the 3300-lb test sled in the IIHS side impact test from mass alone. At 49 mph, the Crown Victoria imparted 250% more force on the Corolla than it would have at the IIHS side impact test speed of 31 mph. Combining the higher mass and higher speed (KE = .5*m*v^2), the Crown Victoria imparted 443KJ of energy. The standard side impact test simulates 143KJ of energy (a 3300-lb sled impacting a vehicle at 31 mph). In other words, the Corolla occupants faced 310% of the force they’d have experienced in the types of crashes cars are side rated for. And the 2000-era Corolla didn’t come with side airbags of any kind as a standard feature, which are a big part of why the side impacts the IIHS tests for are survivable.

A review of the post-impact photos shows a severe amount of intrusion into the Corolla cabin and essentially no intrusion into the Crown Victoria, as would have been predicted by the frontal score of the Crown Victoria, within which it received a “good” mark overall and a “good” score for its structure and safety cage. The Corolla had no side impact rating, but would clearly have received a “poor” rating overall due to the lack of side airbags and a “poor” rating for its structure and safety cage.

Finally, the most significant elements to take away from this tragic story is that it would have been wholly preventable had the Corolla stopped at the light. The next best element would have been for all of the vehicle’s occupants to have worn their seat belts or car seats, although given the poor side impact performance of the Corolla and the speed at which the impact occurred, it is likely that there would still have been multiple fatalities.

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