Understanding Side-Impact Tests

As with the frontal tests, the side-impact tests that the two groups conduct are also quite different. Both tests simulate the type of side collision that would typically occur in an intersection, by crashing a deformable barrier into the vehicle being tested. In the NHTSA test, two dummies that represent average-sized men are placed in the driver seat and in the rear, directly behind the driver. A 3,015-pound barrier is then slammed into the vehicle at 38.5 mph. The force of the impact to the dummies’ head, neck, chest and pelvis is measured, but star ratings indicate only the chance of serious injury to the chest. Head injuries, which are not included in the star rating, are reported separately as what NHTSA calls a “safety concern” if the likelihood of head injuries is considered excessive.

The IIHS test differs from the government test in the type of barrier that is used, the size of the dummies placed in the vehicle and what the test measures. Using a “Good” to “Poor” rating system, the group measures the potential of injury to the head, neck, chest, abdomen, pelvis and femur, and gives a rating based on the performance in all of these areas. The IIHS uses two dummies that represent small women or 12-year-old children (5 feet tall and 110 pounds) and places them in the driver seat and in the rear seat behind the driver.
In addition, the IIHS’s barrier has a different shape and weighs more. The group uses a 3,300-pound deformable barrier that is taller and is shaped like the front of a pickup or SUV that is propelled into the side of the test vehicle at 31 mph. The Institute’s test is so severe, in fact, that it is unlikely people who experienced such a crash in the real world would come away free of injuries. The group looks for side-impact protection that allows the occupants to survive these types of crashes without serious injury.

In order to design vehicles to cause less injury to a pedestrian in a collision, engineers and researchers spend time reviewing real-world crash data, using computer simulations of crashes and performing actual crash testing with full dummies and test devices, called impactors, that represent portions of dummies’ bodies. Statistics show that most pedestrians are struck by the front of a vehicle, but what happens in the crash varies widely depending on several factors, including the type of vehicle, its speed and the height of the pedestrian. The result is a multitude of scenarios that makes studying these accidents challenging.

To respond to this wide range of scenarios, automakers began addressing pedestrian accidents decades ago by focusing on the obvious vehicle features that could cause harm. Protruding hood ornaments, for example, were embedded in the grille or designed to collapse on impact, while exterior mirrors are now mounted on springs. Even a styling feature such as recessed door handles has helped reduce pedestrian injury. In recent years, vehicle design has focused on making subtle changes to the front end of the vehicle that aren’t obvious to consumers. One example is changing the way that the fenders, hood and windshield wipers are attached, so their performance strength is maintained but they can easily collapse when impacted by a pedestrian.

Hood design and engine compartments have received many subtle design changes. Today the vast majority of vehicles sold in the U.S. have braces supporting the hood that crush when they are impacted from above, such as by a person’s head. In addition, a plastic engine cover serves to soften the impact, as does increased space between the hood and the cover.  Automotive engineers and researchers, as well as experts from the safety and medical fields, continue to study vehicle-pedestrian collisions, developing other ways to reduce pedestrian injury while still maintaining a high level of safety for the vehicle’s occupants.

One vehicle design we may see on future U.S. models is a pop-up hood system, which would lift the hood a few inches in the area closest to the windshield, effectively giving a larger cushion of space underneath it in the event of a pedestrian impact. It’s likely that the future design changes we see on vehicles in the U.S. will be driven by safety standards overseas. Both Japan and Europe recently instituted more pedestrian safety standards and the European Union has even more stringent standards set to go into effect in 2010.

News of the decrease in traffic fatalities is an encouraging sign that the safety measures employed by the Department of Transportation, the automakers, and American drivers themselves are having a positive effect. Each new car sold in America is designed with safer materials, arranged in a safer way, to produce safer outcomes in case of accidents.

The overall number of deaths (33,963) is an 8.9% decrease from 2008 and is the lowest on record since 1954. The data is in line with a continuation of declining traffic fatalities since they hit a near-term high in 2005, in which there were 43,510 deaths. The data also indicates that the national vehicle miles traveled (VMT) increased by about 6.6 billion miles, a 0.2% increase from the 2008 VMT. Though American drivers traveled more, the fatality rate per 100 million VMT decreased to 1.16 in 2009, the lowest on record.

Still, it is important to remover that the current death rate on American roads, which is in the 30 thousands, is too many. Lawmakers, automakers, and those in the safety technology industry are working hard to make the numbers even lower. But it can’t be done without consumers help. Buckle up, drive safe, keep distraction away, and do your best to get home safely every night.

All Season tires are not designed to be optimal in one specific weather condition. They are meant to be adequate in all weather. To be able to handle different types of weather, compromises have to be made. The tread design of an all season tire is not as aggressive as that of a winter tire and is also not as flexible in the cold. An all season tire’s tread will quickly get packed with snow and you lose traction. Another common misconception among SUVs and other 4WD vehicles’ drivers is that a 4 wheel drive vehicle provides them with the safety measures they need when driving on the ice. This deadly misconception has no grip on reality whatsoever. A 4WD vehicle will help you get started from a full stop and will slightly help you around corners, but will certainly not help you to stop or slow down the car any faster.

If you do not own winter tires, don’t wait too long with your purchase decision as this might severely affect your mobility. Early winter storms can sometimes result in hot demand that leads to a shortage or even a complete sold out of winter tires in specific locations. You may be wondering what is the best time to install your winter tires, and for what duration should you have them installed. This primary depends and your local weather. One thing is for sure, don’t wait for the very last minute and have them installed beforehand. A good guideline for installing your winter tires is once the temperature is regularly 10 degrees Celsius or less, and they should be removed once the temperatures are consistently higher than 10 degrees Celsius. This will ensure that they do not wear prematurely in warmer weather, but you shouldn’t get caught by surprise.

There are two types of safety systems in every car. First are the active safety systems. These devices are designed to get us out of trouble and avoid an accident in the first place. Anti-lock brakes, traction control, and stability systems, are active safety systems as they can help us before an accident even occurs. The second type is known as passive safety systems. A passive safety system protects us once a vehicle has been engaged in an accident. These include airbags, seatbelts, and crumple zones. Airbags, seatbelts and other passive safety systems must work together. Airbags for example, do little to help you unless you’re wearing a seatbelt. Seatbelts are considered the foundation of passive safety.

Another part of car safety that has come far is the structure and design. This is the true root of a safe car. High-strength steel can reduce the chance of an impact intruding on the passenger compartment, reducing the chances of serious injury. A smart design will distribute the energy from an impact around the passenger cell, rather than directly into it. The goal is to reduce the deformation of the passenger compartment. High strength steel is very effective at keeping the passenger compartment of an SUV intact during a rollover.

The bottom line with vehicle safety is to remember that, while vehicles themselves have many more tools to keep the driver safe, no system, no matter how advanced, can compensate for an alert driver behind the wheel.

The first step, an obvious one, is to make sure you and your passengers are ok, if possible move as far off the roadway as you can, and turn on your hazards. The next step is to call 911; even in a minor accident where no one is visibly injured, it is important to complete a police report. Look over any damage to the vehicles involved, but never admit fault. Let the police and insurance companies determine this.

Always approach the other driver involved in a calm manner. Although this can be difficult, as an accident can ruin your day, yelling at someone will do no good, and only make a bad situation worse. Vise versa, if the other driver is irate and rude, do your best not to bow to his level. Sometimes responding with a calm voice will make them realize how they are acting. Once the police arrive exchange vital information with the other driver involved in the car accident. Write down the name, address, phone number and license numbers of all drivers and witnesses, particularly those who were not riding in a vehicle involved in the accident. Ask for the name of the insurer and policy number of all drivers involved in the car accident.

Lastly, contact your insurance company and report the claim.  The sooner your insurance company knows about the accident, the sooner it can start working to resolve your claim. Fender benders can be scary and overwhelming. Keeping your cool is the most important step.  Remebering to get the others driver information, calling police, and contacting your insurance company are the key steps to a resolution.

The institute, based in Arlington, Va., released its first results of new tests on vehicle roof strength.  Modern vehicles only need to withstand direct pressure of 1.5 times the weight of the vehicle. The rules only apply to vehicles of 6,000 pounds or less, excluding many SUVs and pickup trucks. Under the institute’s criteria, a vehicle roof must withstand a force of 4 times the vehicle’s weight to receive the top score. For the second-highest rating, a roof must withstand a force of 3.25 times the vehicle weight.

While models such as the Liberty and Chevy Equinox performed well, many small SUV models received ‘poor’ ratings.  While a new federal standard has been in the works for years, nothing has been made official.  Automakers have improved overall SUV safety with new technologies, such as electronic stability control, which is specifically targeted to prevent rollovers.  In the meantime, for those shopping for an SUV, it may be worth considering the latest crash test results and the available safety technologies in the model.

Vehicles of today may have advanced safety technologies such as curtain side airbags and traction control, yet the braking system is still one of the most important.  The fact is, brakes do need maintenance over time.  Repeated braking is obviously going to put wear and tear on components.  There are different reasons why your brakes may need some work. Crystallized brake pads and/or shoes can become hardened from heat and are no longer effective at grabbing and stopping the rotation of the brake drum or rotor. This condition usually occurs after the brakes have been overused, either because of excessive panic stops or “riding of the brake.” There is sometimes a loss of pressure from broken brake lines, which run to all four wheels. Oil or grease soaked brakes can also affect braking. Oil from the rear differential or front transaxle can get on the brakes from an oil seal that might have failed. Grease from a failed rubber boot on a front end component (such as a ball joint or tie rod) can find its way onto the brakes and cause this symptom as well. “Hot Spots” on the brake drums or rotors are hardened spots in the metal makeup of the drum or rotor that form from excessive overheating of the brakes. The pads and shoes have nothing to grip.

Knowing the signs of compromised brakes is very important.  Here is what to look for:

Loss of Brake Pedal Pressure: If the pedal is going further down than it normally does, it means the system has lost its hydraulic pressure and is likely brake fluid leakage due to failure of a brake hose or a rusted metal brake line.

Squealing/grinding occur when braking: This is usually an indication of worn or glazed brake pads. The squealing noise comes from wear indicators, which come in contact with the brake rotor when the brake pads are worn to the point of needing replacement. If you hear squealing, get your brakes checked; waiting for the grinding noise will likely end up costing more money.

Grabbing to One Side: This can happen for a number of reasons; pulling can occur from maladjustment of the brakes, a frozen brake, brake fluid leakage, frozen emergency brake cables, or oil/grease leakage on the brake shoes or pads.

Drag during Acceleration: If it feels like the brake is still on while trying to accelerate, it may be caused by the emergency brake cables.  If you do not use your emergency brake rust can buildup, causing it not to release.

The bottom line is to go with your instincts.  If it seems like your brakes are performing in an abnormal way or making a strange sound, then do not ignore it.  Beyond being unsafe, waiting will likely end up becoming more of a problem and costing more money.

The law, also known as “Kids and Cars Act,” focuses on three auto safety issues: Rear visibility, Power windows, and Gearshifts.  Within three years the U.S. Department of Transportation must establish a standard to provide drivers with ways to detect a person, including a small child, behind a vehicle. This could be done with additional mirrors, sensor devices, cameras or other technology and may differ by vehicle. All vehicles must be in compliance within four years of the rule’s enactment. Presumably, automakers could meet whatever standard is developed either by changing vehicle design, adding technology such as cameras and sensors, or both. The DOT has 18 months to decide if power windows that automatically reverse direction if they hit an obstruction, including a child, are “reasonable, practicable and appropriate.” If so, DOT will have a year to develop a rule. If not, DOT will have to explain its decision to Congress. And by September 1, 2010, every car and truck sold in the United States must have a mechanism that prevents it from being shifted out of Park unless a foot is on the brake. This is designed to prevent children from accidentally putting a car into gear, causing it to roll. Rear cameras and back-up sensors are already optional on many new and used vehicles, so car shoppers should keep an eye out for them.

Drivers are not alone.  We must share the road with each other, with pedestrians, and with bicyclists.  The hustle and bustle of this modern day, the stress of jobs and the rush to get form place to place has evoked a country wide problem with road rage.  The NHTS states that road rage involves a criminal act of violence, and aggressive driving can range from tailgating to speeding to running red lights. They estimate that aggressive driving accounts for about one-third of all crashes and about two-thirds of the resulting fatalities.

Road rage comes in many forms, from yelling at another motorist to physically assaulting other drivers. As the roadways get more and more congested, drivers become frustrated.  Yet, It is a personal responsibility to reduce stress while driving, to slow down, and to remain composed, no matter the situation. There are many ways to prevent road rage. Following these tips will most likely result in a much more calm and patient driver no matter the situation.

Plan for extra time:  This starts with making morning preparations the night before, whether its kids lunches or your clothing for the next day.  Shoot for leaving a half hour earlier than you really need to leave.  The less rushed you are will less stressed you will be by backed up traffic or slow moving drivers.  When people are late getting somewhere they are more likely to speed and to lose their temper.

Avoid ‘Emotional Drives’: Use your car for transportation purposes only.  Your car should not be driven to blow off steam, and it should not be driven to prove anything, no matter how big the engine is. Most certainly do not carry on an upsetting conversation on your cell while trying to drive.

Think about your music:  Aggressive music, such as heavy metal, tends to make people aggressive.  If you are prone to these feeling, certainly don’t listen to music that would ignite them.  There is plenty of other stuff on the radio, try a comedy station for example.

Adequate Sleep:  Many adults sleep less then six hours a night, and this is not adequate sleep, it is  recommended that we get at least seven.  Tired people results in cranky drivers and less focus.

Give other a break:  If you are cut off, don’t assume the driver is targeting you.  People make mistakes, they get distracted.  A quick honk of the horn is adequate.  If you really think about it there are more problems in this world than slow or wild drivers.

Act as an example:  If you walk into a confrontation calm and well behaved, the other driver may realize how ridiculous they are acting – you never know. Just because another driver is being rude, enraged, or irresponsible doesn’t mean you have to copy him.  Keeping your cool gives you an upper hand, and sometimes dissolves a potential situation into nothing.