The Insurance Institute for Highway Safety (IIHS) has carried out tests to determine whether an underride guard can prevent a passenger vehicle from sliding beneath the side of a semitrailer.
Strong underride guards on the rear of tractor-trailers have already proven effective in preventing underride in crash tests conducted by the IIHS.
The latest tests mark the first time that IIHS has evaluated a side underride guard. IIHS ran two 35-mph crash tests: one with an AngelWing side underride protection device from Airflow Deflector Inc. and a second test with a fiberglass side skirt intended to improve aerodynamics, not to prevent underride. The results were dramatically different.
In both tests, a midsize car struck the center of a 53-foot-long dry van trailer. In the AngelWing test, the underride guard bent but didn’t allow the car to go underneath the trailer, so the car’s airbags and safety belt could properly restrain the test dummy in the driver seat. In the second test with no underride guard for protection, the car ran into the trailer and kept going. The impact sheared off part of the roof, and the sedan became wedged beneath the trailer. In a real-world crash like this, any occupants in the car would likely sustain fatal injuries.
The Institute has been testing rear underride guards for several years. In March, IIHS announced the first winners of the new TOUGHGUARD award recognizing rear underride guards designed to prevent underride in a range of crashes into the backs of tractor-trailers. So far, five North American semitrailer manufacturers have qualified for the award.
The latest tests illustrate the importance of countermeasures to prevent side underride crashes, too.
In 2015, 301 of the 1,542 passenger vehicle occupants killed in two-vehicle crashes with a tractor-trailer died when their vehicles struck the side of a tractor-trailer. This compares with the 292 people who died when their passenger vehicles struck the rear of a tractor-trailer. Because of gaps in federal crash data, IIHS researchers can’t determine exactly how many of these crashes involve underride, but they estimate that underride occurs in about half of fatal crashes between large trucks and passenger vehicles.
Federal law requires large trucks to have rear underride guards but not side underride guards. At least three U.S. cities — Boston, New York and Seattle — mandate side guards on city-owned and/or contracted trucks as part of Vision Zero initiatives to eliminate crash deaths and injuries, particularly among pedestrians and bicyclists.
“Our tests and research show that side underride guards have the potential to save lives,” said David Zuby, the Institute’s executive vice president and chief research officer. “We think a mandate for side underride guards on large trucks has merit, especially as crash deaths continue to rise on our roads.”
