TRUCK skid wrecks avoidable - new article in trial news
Courtney L. Davenport May 5, 2011
Underrun protection guards on the back of the large truck not often an automobile prevent under a truck during a collision, according to a report last month by Insurance Institute for highway safety (IIHS) issued.
"On the back of the large truck is a game changer," IIHS President Adrian Lund wrote in the report. "You could be in a vehicle, which earned top ratings in frontal crash tests, but fails, if the truck Underride Protection Guard fail horseback riding opportunities, your be - or is it not at all - walk away from the still a relatively low-speed crashes not good."
The Organization carried out six crash tests with three rear waking, complied with the U.S. security regulations and were attached to parked trailers. In three tests, the car under the truck slipped enough that the manikin's head was taken, that decapitation would probably occur in a real crash. The strongest guard prevents skid, if you the car head-on the truck rear struck and slightly oblique. Taken in every other test, in which the car truck at an angle, all allows the guards skid.
"Damage to the cars in some of these tests was so devastating that it is hard to see the footage without wincing," Lund wrote. "If this real crashes had been, there would no survivors."
The skid has often, treated Morgan Adams, Chattanooga, Tennessee, lawyer, said that, although the report highlights the dangers of faulty underrun protection guards, the likelihood of injuries even larger than the report suggests.
"That the study used underrun guards are very new, but in the real world agree to truck load the docks and rear underrun protection devices hit the docks over and over again," he said. "they are bent, twisted, rusted, scraped, and already have a huge amount of wear and tear."
He said that truck companies refuse to replace the guards, because stronger systems would create a slight increase in weight, which would increase the company fuel costs.
The IIHS criticized lack of meaningful rules of the National Highway Traffic Safety Administration (NHTSA). The last security standard ECB underrun protection guards more than a decade ago has been issued, and he freed many of the commonly used heavy trucks, including single unit vehicles such as dump trucks. And guard manufacturer shall test each component - the followers, guard, screws and welding - separately, so there is to know there is no way, whether the guard strongly enough, as a unit, would the IIHS argues.
The Organization and security advocates urge NHTSA to demand stronger guards.
"The standard is a farce," said Roy Crawford, White Castle, Kentucky, who argued that the regulations more than weak need to wake up skid forensic engineer.
Many times, "the trucks are overloaded and don't go the speed of 40 mph." "They have not see not enough light or reflectors, so that drivers can, and they crash into them," he said. "There is an old myth that if you run into something, it's your fault.""But people are simply not see the truck."
In his Rulemaking and research priority plan released last month, NHTSA recognised that the truck Underride Protection has the third largest fatalities in frontal collisions and said it "research data to assess and decide on the next steps" up 2012.
TRUCK skid wrecks avoidable - new article in trial news
Courtney L. Davenport May 5, 2011
Underrun protection guards on the back of the large truck not often a car prevent under a truck during a collision, according to a report last month by Insurance Institute for highway safety (IIHS) issued.
"On the back of a large truck a game-changer", IIHS President Adrian Lund wrote in the report. "You could be in a vehicle, which earned top ratings in frontal crash tests, but fails, if the truck Underride Protection Guard fail riding your chances on foot are removed - or is it not at all - of even a relatively slow crash not good."
The Organization carried out six crash tests with three rear waking, U.S. compliance with safety regulations and were attached to parked trailers. In three of the tests, the car under the truck slipped enough that the manikin's head was taken, that decapitation would probably occur in a real crash. The strongest guard prevents rear underrun protection, if you the car head-on the truck rear struck and slightly oblique. In every other test in the the car hit the truck at an angle, all allows the guards rear underrun protection.
"Damage to the cars in some of these tests was so devastating that it is hard to see the footage without wincing," Lund wrote. "If this real crashes had been, there would no survivors."
The skid has often, treated Morgan Adams, a Chattanooga, Tennessee, lawyer, said that, although the report highlights the dangers of faulty rear underrun protection guards, the likelihood of injuries even larger than the report suggests.
"The rear underrun protection are used guards in the study entirely new, but in the real world, secure load truck to the dock, and the rear underrun protection devices hit the docks over and over again," he said. "they are bent, twisted, rusted, scraped and already have a huge amount of wear and tear."
He said, trucking refuse company to replace the guards as a slight increase in weight, would build stronger systems, which the company fuel costs would increase.
The IIHS criticized lack of meaningful rules of the National Highway Traffic Safety Administration (NHTSA). The last security standard ECB underrun protection guards more than a decade ago has been issued, and he freed many of the commonly used heavy trucks, including single unit vehicles such as dump trucks. And manufacturer must guard every part of the test - the trailer, guard, screws and welding - separately, so there is no way to know, whether the guard strongly enough, as a unit, would the IIHS argues.
The Organization and security advocates urge NHTSA to demand more guards.
"The standard is a farce," said Roy Crawford, White Castle, Kentucky, who argued that the regulations more than weak must watch skid forensic engineer.
Many times, "the trucks are overloaded and go 40 mph below the speed limit." "They have not see not enough light or reflectors, so that drivers can, and they crash into them," he said. "It is an old myth that if you run into something, it's your fault." "But people are simply not see the truck."
In his Rulemaking and research priority plan released last month, NHTSA recognised that the truck Underride Protection caused the third-largest casualties in frontal collisions and said it "assess research data and decide on the next steps" up 2012.
