{"id":37946,"date":"2024-01-22T18:59:19","date_gmt":"2024-01-22T18:59:19","guid":{"rendered":"https:\/\/carsp.ca\/?p=37946"},"modified":"2024-01-22T18:59:19","modified_gmt":"2024-01-22T18:59:19","slug":"death-angles-exposed-safeguarding-vulnerable-road-users-from-vehicle-blind-zone","status":"publish","type":"post","link":"https:\/\/carsp.ca\/en\/news\/safety-network-newsletter-news\/death-angles-exposed-safeguarding-vulnerable-road-users-from-vehicle-blind-zone\/","title":{"rendered":"DEATH ANGLES EXPOSED: SAFEGUARDING VULNERABLE ROAD USERS FROM VEHICLE BLIND ZONE"},"content":{"rendered":"By: Benoit Anctil, P.Eng. and Dominique Charlebois<\/p>\n

Abstract<\/strong><\/h4>\n

Since the 1980s, the automotive industry has seen a consistent trend of larger and heavier vehicles, driven by regulations aimed at reducing greenhouse gas emissions. Paradoxically, these regulations often encourage automakers to produce larger vehicles, leading to safety challenges, particularly blind spots. This trend raises concerns as pedestrian and cyclist fatalities increase. Current countermeasures, like mirrors and cameras, offer partial solutions but do not address the core issue of drivers\u2019 reduced direct visibility due to vehicle size. Transport Canada is exploring innovative solutions for Vulnerable Road Users (VRUs) through advanced testing of pedestrian detection systems and the measurement of blind spots all in order to reduce risks to pedestrians and cyclists. Transport Canada's ongoing research aims to quantify risks, inform manufacturers, and educate the public about blind spot risks using evidence-based data. This article highlights the complex challenges in balancing safety regulations, vehicle design, and the prevalence of larger vehicles, as well as emphasizes the importance of addressing blind spots to enhance road safety for all road users.<\/p>\n

Introduction<\/strong><\/h4>\n

Since the 1980s, there has been a consistent trend of vehicles increasing in size and weight, and it is not just a fashion trend. This is mainly attributed to regulations aimed at reducing greenhouse gas emissions. While this may seem counterintuitive, the current regulatory framework often makes it easier for automakers to meet the requirements by producing vehicles with a larger footprint or by emphasizing the production of light trucks over passenger cars. (The size of the vehicle's footprint directly correlates with the level of greenhouse gas emissions (CO2<\/sub>) allocated to a specific vehicle category, with higher CO2<\/sub> emissions tolerance for larger vehicle footprint) [1]. Larger vehicles are also the result of demands for enhanced crash protection with the need of more deformable structures and increased airbag installations. Consequently, these safety enhancements often contribute to vehicles growing larger than their predecessors, affecting their overall packaging and size. With the increase in size came the increase in blind zones around the vehicle, or \u201cdeath angles\u201d from the French literal translation. The unfortunate phenomenon appears to be trending with passenger vehicles and similarly, with commercial vehicles\u00a0[2].<\/p>\n

A growing trend<\/strong><\/h4>\n

Why is this concerning? Back in 2008, cars and light trucks shared the market almost equally, with 54.2% and 45.8% respectively when compiling the data from Automotive News Research and Data Centre<\/a>. This changed rapidly and in 2021, cars accounted for only 19.5% of total sales, a clear switch in consumer choices. As a result, the growing inclination for larger vehicles poses bigger challenges to driver visibility and reduces pedestrians\u2019 ability to make eye contact (and we\u2019re not talking about tinted windows here).<\/p>\n

\"\"<\/p>\n

The external view and the driver\u2019s view of a child cyclist beside a large pickup truck<\/p>\n

The \u201cbig\u201d problem<\/strong><\/h4>\n

In 2021, pedestrians and cyclists accounted for 18.3% of fatalities and 18.7% of serious injuries\u00a0[3]. A key message of the Road Safety Vision Zero <\/em>approach is that our bodies are at a disadvantage in impact with a vehicle. Especially big commercial vehicles where more often than not others have extended blind spots that prevent the driver from seeing vulnerable road users (VRUs).\u00a0 VRUs can be pedestrians, cyclists or e-scooter riders that don\u2019t stand a chance against a 60-ton moving vehicle. Blind spots can be created unintentionally by engineering and design decisions such as high cabin positions, structures that can hide entire vehicles (e.g., A-pillars, extended hoods), and mirrors that improve indirect visibility but can also obscure views.<\/p>\n

Countermeasures such as additional convex mirrors, surround view cameras, and proximity sensors have been implemented to mitigate the blind spot problem. While these measures help, they do not address the ultimate source of the problem; vehicle size and cabin geometry have inherently impeded driver visibility for decades.\u00a0 Surround view cameras are not perfect either and can create an illusion of safety since they may not show you all the critical zones around your vehicle [4]. This unfortunate trend was highlighted in a recent collision investigation conducted by Transport Canada, with reports citing over 130 detailed fatal collisions involving large commercial vehicles\u00a0[5]. Entire families could hide behind a pillar designed to protect vehicle occupants due to the sheer size of blind spots.<\/p>\n

Some innovative jurisdictions have tried to address these blind spot risks. Despite accounting for less than 3% of kilometers driven in the city of London (United Kingdom), commercial vehicles are associated with 41% of fatal collisions with cyclists and 19% of fatal collisions with pedestrians [6]. To counter this trend, decision-makers in London decided to reduce the number of vehicles with poor visibility from operating in the city. They only allow large commercial vehicles with a good and direct Vision Rating on its streets. Vision Ratings are when vehicles are rated for their direct vision following an evaluation scheme pioneered by the city, which is a novel idea that incentivized manufacturers to rethink the design of commercial vehicles and build safer solutions from the ground up. The rating system also awards bonus points for integrating new driver assistance technologies such as in-cabin video displays, VRUs\u2019 detection systems, and rear signage on trucks. Today, in London, more than 30,000 large commercial vehicles operate on the roads with safety systems installed and over 3,000 have been awarded a 5-star rating.<\/p>\n

Inspired by this initiative in London, the United Nations Economic Commission for Europe (UNECE), the forum that develops international vehicle safety regulations, has now adapted this approach for improving the direct vision of commercial goods vehicles in their Regulation 167 [7]. \u00a0This way, what was initiated at the municipal level will benefit all jurisdictions across Europe and support safer roads.<\/p>\n

The machines are coming!<\/strong><\/h4>\n

Transport Canada has been exploring innovative solutions to reduce risk to VRUs.\u00a0 This research was conducted on a closed track using advanced test dummies and sophisticated lab equipment to take precise measures [8] and, in the field, collecting feedback from professional drivers operating vehicles in real world conditions [9]. During testing, the warning systems were challenged by collision course scenarios that required them to anticipate and understand pedestrians\u2019 intentions. This left very little time to alert the driver before it was \u201ctoo late\u201d. Some scenarios, however, gave up to two seconds of advanced warning, providing drivers with more perception-response time to mitigate the risk of a collision. In the real world, these early warnings yielded mixed results from operators ranging from appreciation to annoyance. A field study was conducted across five Canadian cities, evaluating 14 vehicles performing a variety of tasks. It was found that multiple alerts from the systems increased driver workload, which caused operators to ignore the system warnings, negating the potential benefit of the technology. In other words, while the technology showed promise, it was not ready for primetime deployment in the selected applications.<\/p>\n

Goodbye sedans<\/strong><\/h4>\n

A new era of passenger vehicles is dominating North American driveways. According to the Automotive News Data and Research Centre<\/a>, more than 80% of vehicles sold in Canada are pickup trucks and large SUVs. With sales of over 1.8M vehicles per year between 2017 and 2021, the influx of large vehicles changed the urban landscape by increasing the number of blind spots on our streets. Large personal vehicles have the same problematic DNA as commercial vehicles: size, poor visibility, and less forgiving for VRUs. Of course, to compensate for this trend, manufacturers are offering a variety of technologies to assist drivers in navigating the challenges of a busy parking lot on a Saturday afternoon. SUVs and pickup trucks can be optioned with 360 view cameras and pedestrian detection systems, but these solutions are only Band-Aids<\/em> to this \u201clarger\u201d problem of blind spots. We might be exaggerating here because Advanced Driver Assistance Systems such as pedestrian automatic emergency braking (AEB) has the potential safety benefit of reducing the risk of collision with pedestrians by 27% [10]. This system has limitations.\u00a0 It can detect pedestrians travelling the same direction as the vehicle like walking on the side of the road and when pedestrians are crossing in front of the vehicle from the left or the right.\u00a0 The system is challenged in complex situations like turning at an intersection with pedestrians in the crosswalk. AEB responses are triggered by a set of conditions defined by each manufacturer. Transport Canada has also conducted extensive evaluations of pedestrian detection systems in inclement weather and urban environments [11]\u00a0[12]. Our research efforts are focused on the performance of systems, available to Canadians, that can prevent collisions with pedestrians, cyclists, motorcyclists, and e-scooters. Conflicting scenarios are re-enacted on the test track and systems are evaluated in their ability to avoid a collision.<\/p>\n

What happens when the systems do not work? Well, the design of current pick-up trucks and large SUVs are very similar to large commercial vehicles, with flat and rigid frontends that are more hazardous for VRUs due to the lack of absorbing material and greater risk of being knocked down and run over. Also, heavier vehicles have more energy while moving and, therefore, require more energy to stop.<\/p>\n

Seeing is preventing<\/strong><\/h4>\n

Transport Canada is developing methodologies to measure how well a driver can see through the windshield and side windows of a wide range of vehicles travelling every day on Canadian roads. The ultimate goal is to educate the public about the inherent risks associated with blind spots, including not only the driver\u2019s perspective but also the perspectives of VRUs. Recognizing that larger vehicles have areas where the driver\u2019s vision is limited is important for all road users. An elevated seating position, with a bird\u2019s eye view of the road, may feel safer but that is an illusion. This project aims to correlate vehicle characteristics with injuries and fatalities in Canada, not only highlighting the problem but also setting up evidence-based guidelines for safer vehicle designs.<\/p>\n

Navigating the hidden dangers for vulnerable road users<\/strong><\/h4>\n

The design of vehicles has evolved over the years in response to various regulatory safety and emissions requirements. The vehicles front end changed considerably following the introduction of bumpers in 1979 to protect functional equipment such as headlamps. In Europe, vehicles are required to include soft materials to absorb the impact in the event of a collision with a pedestrian. The shape of passenger vehicles has evolved to improve aerodynamics to comply with fuel saving regulations, but the impact of requirements does not always align with the initial expectations. Carmakers in North America realized quickly that it was easier to meet the Corporate Average Fuel Economy (CAFE) standards by increasing the size of SUVs and pickup trucks rather than improving fuel efficiency of vehicles with a smaller footprint [13]. Now with the government\u2019s commitment to decarbonize the transportation sector, it may be time to rethink the criteria that shape the design of vehicles and use this opportunity to minimize blind spots. Electric zero-emission vehicle mandates offer carmakers an opportunity to optimize safe and innovative vehicle design. To better protect the safety of VRUs, visibility and energy efficiency need to be prioritized over height and aggressive designs.<\/p>\n

Bios<\/strong><\/h4>\n

Benoit Anctil<\/strong> is a Senior Crash Avoidance Research Engineer at Transport Canada where he leads research on the safety implications of advanced driver assistance systems and automated vehicles.\u00a0 Before joining Transport Canada, Benoit held various industry positions where he directed numerous research, development, and evaluation projects focusing on protective equipment, vehicle safety, and instrumentation systems for multiple organizations, resulting in the creation of many innovative products. Benoit holds a bachelor\u2019s degree in mechanical engineering from l'\u00c9cole Polytechnique de Montr\u00e9al and a master's degree in biomedical engineering from McGill University. He has authored several publications and contributes to the development of automotive safety standards as a member of the Society of Automotive Engineers (SAE) On Road Automated Driving task forces and International Organization for Standardization (ISO) working groups on automated driving systems.<\/p>\n

Dominique Charlebois is<\/strong> the Manager Automated Driving System (ADS) Testing and Evaluation at Transport Canada focuses on research that can mitigate risks to all road users. The merging of road safety and research activities has produced numerous projects that focus on the protection of pedestrians and cyclists and the evaluation of automated driving systems on the track and in the field. Dominique never thought that holding a bachelor's degree in mechanical engineering from the University of Ottawa would lead to astonishing opportunities to leverage advanced technologies and find a career that has the potential to impact the automobile sector through scientific publications. As a year-round cyclist, Dominique sees firsthand the risks of green commuting and wishes to improve safety, get out of the blind spot, be visible 360 degrees, generate warnings, all to increase his chances of presenting more research on risk reduction for vulnerable road users. Full circle.<\/p>\n

References<\/strong><\/h4>\n
    \n
  1. E. a. C. C. C. -. T. Division, \"Greenhouse Gas Emissions Performance for the 2011 to 2014 Model Year LIght-Duty Vehicle Fleet,\" September 2016. [Online]. Available: https:\/\/www.canada.ca\/en\/environment-climate-change\/services\/canadian-environmental-protection-act-registry\/greenhouse-gas-emissions-performance-light-duty-vehicle-2011-2014.html.<\/li>\n
  2. Societe d'assurance automobile du Quebec (SAAQ) , \"Blind Spots in Car,\" Quebec Government, 27 May 2022. [Online]. Available: https:\/\/saaq.gouv.qc.ca\/en\/road-safety\/modes-transportation\/automobile\/blind-spots. [Accessed 18 December 2023].<\/li>\n
  3. Transport Canada, \"Canadian Motor Vehicle Traffic Collision Statistics: 2021,\" Transport Canada and the Canadian Council of Motor Transport Administrators, 13 April 2023. [Online]. Available: https:\/\/tc.canada.ca\/en\/road-transportation\/statistics-data\/canadian-motor-vehicle-traffic-collision-statistics-2021. [Accessed 18 December 2023].<\/li>\n
  4. B. Anctil, Evaluating Geometric Distortion in Surround View Camera Systems: Implications for VRU Safety, Brussels: presented at AutoSens, 2023.<\/li>\n
  5. J.-L. Comeau, B. Monk, P. Boase, D. Charlebois, P. Burns and A. German, \"Commercial Vehicle and Vulnerable Road Users,\" in Canadian Association of Road Safety Professionals Conference, 2019.<\/li>\n
  6. Transport for London, \"TfL Press Release - Road deaths to be cut as TfL\u2019s pioneering Direct Vision Standard comes into force,\" 01 March 2021. [Online]. Available: 1. https:\/\/tfl-newsroom.prgloo.com\/news\/tfl-press-release-road-deaths-to-be-cut-as-tfls-pioneering-direct-vision-standard-comes-into-force#:~:text=More%20than%2030%2C000*%20Heavy%20Goods,directly%20through%20their%20cab%20window..<\/li>\n
  7. Economic and Social Council, \"Proposal for a New UN regulation on Uniform Provisions Concerning the Approval of Motor Vehicles with Regard to their Direct Vision,\" 14 October 2022. [Online]. Available: https:\/\/unece.org\/sites\/default\/files\/2022-12\/ECE_TRANS_WP.29_2022_140_Rev.1E.pdf.<\/li>\n
  8. D. Charlebois, E. Meloche and P. Burns, \"Detection of Cyclists and Pedestrians around Heavy Commercial Vehicles,\" in 26th International Technical Conference on The Enhanced Safety of Vehicles, The Netherlands, 2019.<\/li>\n
  9. C. Lau, P. Burns and D. Charlebois, \"Acceptance and Experience of a Vulnerable Road User Detection System among Heavy Vehicle Operators: A year-long Multi-City Field Trial.,\" in Canadian Association of Road Safety Professionals Conference, 2020.<\/li>\n
  10. IIHS HLDI, \"Pedestrian Crash Avoidance Systems Cut Crashes - but not in the dark,\" 02 February 2022. [Online]. Available: https:\/\/www.iihs.org\/news\/detail\/pedestrian-crash-avoidance-systems-cut-crashes--but-not-in-the-dark.<\/li>\n
  11. D. Charlebois, S. Dube, B. Anctil, A. Saleh and G. Pierre, \"Winter Track Testing of Collision Avoidance Systems: What Have We Learnt?,\" in 30th Canadian Multidisciplinary Road Safety Conference, 2021.<\/li>\n
  12. D. Charlebois, B. Anctil, S. Dube, A. Saleh, G. Pierre, V. Chirila and F. Nahimana, \"The ideal vulnerable road user - A study of parameters affecting VRU Detection,\" Traffic Injury Prevention, vol. 24, no. sup1, pp. S62-S67, 2023.<\/li>\n
  13. A. Mashall, \"The US wants to close the SUV loophole that supersized cars,\" Wired, 14 April 2023. [Online]. Available: https:\/\/www.wired.com\/story\/the-us-wants-to-close-the-suv-loophole-that-supersized-cars\/. [Accessed 18 December 2023].<\/li>\n
  14. Transport for London, \"TfL\u2019s pioneering Direct Vision Standard comes into force,\" 01 March 2021. [Online]. Available: https:\/\/tfl.gov.uk\/info-for\/media\/press-releases\/2021\/march\/tfl-s-pioneering-direct-vision-standard-comes-into-force#:~:text=As%20a%20result%2C%20more%20than,than%203%2C000%205%2Dstar%20vehicles.. [Accessed 18 December 2023].<\/li>\n<\/ol>\n

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