road safety

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A cute, cheap deathtrap? Japanese Kei cars banned by yet another US state

Cars, kei cars, road safety / /

not an easy one, tbh —

Limited in size and power, Kei cars are like fishes out of water on US roads.

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A cute, cheap deathtrap? Japanese Kei cars banned by yet another US state

Aurich Lawson | Getty Images

Kei cars are the antithesis of the big American SUV. Where EPA regulations effectively penalize automakers for building smaller, more efficient cars, Japan’s Kei car regulations cap size, weight, and power to just fractions. Kei cars aren’t just small, they’re also pretty cheap, a fact that has made them a sales success in Japan and highly desirable as a gray-market import, particularly by people who think new cars have gotten too large, too complicated, and too expensive. A few years ago, Ars even wrote a guide on how to go about importing one from Japan.

But not everyone is a fan of the diminutive Kei import. As far as the federal government is concerned, as long as it’s more than 25 years old, an imported car does not have to comply with federal motor vehicle safety standards or fuel economy standards; just makes sure you pay all your import duties.

That’s because the federal government doesn’t license vehicles to operate on public roads. That task belongs to the individual states, and increasingly, they are giving Kei cars the thumbs down—sometimes even in cases where previously those cars posed no problem.

Some states restrict Kei cars—often Kei trucks, in this case—to working as farm vehicles; depending on the state, they may travel up to 20 miles from the farm. Some states like Alabama and Arkansas allow them with conditions such as speed restrictions or no highway use. And others are outright banning them. Georgia, Maine, and New York have all done so, and now Massachusetts is the latest to join that movement, helpfully even publishing a list of examples of Kei cars it won’t now register.

Are they safe on American roads?

The states aren’t all using exactly the same reasoning for their crackdowns. In some cases, Kei cars have been classified as “off-road vehicles,” deemed unfit for road use. In other cases, state DMVs have pointed to the lack of compliance with federal safety standards as justification for banning them.

The thing is, that’s not exactly a misleading argument. Kei cars really are small, even compared to cars you do think are small, like a Mini Cooper or Fiat 500e. In 2017, the fine people at the Lane Motor Museum held a microcar rally, giving me a chance to drive a whole array of tiny four-wheel vehicles, including more than a few Kei cars.

While it was mostly a wonderfully fun day, driving cars that small surrounded by hulking full-size SUVs and even bigger class 8 dump trucks and tractor-trailers was flat-out terrifying. As I wrote then and reiterate now, half of those trucks wouldn’t even have noticed if they’d run me over.

It’s a problem of context. In their natural setting—the narrow and crowded streets of dense, urban Japan, the Kei car makes pretty good sense. But Americans have always liked their cars on the massive side of things, preferring land yachts like the Ford Galaxie, Buick Roadmaster, and Cadillac Eldorado over compact hatchbacks every day of the week. And let’s not pretend the big SUV is a new phenomenon on North American roads—the oversized Chevy Suburban traces its birthday back to 1967.

Which brings up the harsh reality that is the laws of physics. When a big car hits a small car, the small car does worse. The fact that imported Kei cars are at least 25 years old adds a further snag—passive and active safety has come a long way in that time, and crashes that might not trouble a SmartCar may well mean severe injuries in a Kei car.

I reached out to the Insurance Institute for Highway Safety, the nation’s leading independent vehicle safety testing organization, to see if it had any data on the matter. IIHS hasn’t crash-tested any Kei cars recently, but it referred me to its position from a few years ago, which says that smaller, lighter vehicles that don’t conform to the FMVSS, which includes Kei cars as well as Low-Speed Vehicles (which are limited to surface streets and 25 mph) “should not share busy public roads with regular traffic.”

Although the Kei trucks that IIHS refers to are speed-limited to 25 mph, most Kei cars imported for road use are not similarly limited, and keeping up with the flow of traffic ought not to be an issue. But the crashworthiness should certainly give some pause.

A cute, cheap deathtrap? Japanese Kei cars banned by yet another US state Read More »

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Bike lanes and narrowed streets don’t slow emergency vehicles

Cars, road safety, traffic calming / /

4-to-3, plus bike lanes —

People love to complain about traffic calming, but it makes roads safer.

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a person on a sidewalk in downtown Seattle, preparing to jaywalk across the street.

Enlarge / Converting this street from two lanes in either direction to one lane in each direction with a turning lane in-between would make it much safer.

Getty Images

Although driving is a privilege, some Americans treat it more like a right. This entitlement leads them to get upset with policy proposals that try to increase road safety by prioritizing vulnerable road users over the wants of drivers. But a new study suggests that a common complaint—taking away lanes from cars makes emergency response times go up—about traffic calming isn’t actually true.

American roads aren’t particularly safe, and while much of the blame of late has been directed at ever-bigger trucks and SUVs, the problem is more complex than just big cars. Like the built environment, standard American road design, with a pair of lanes going in either direction, makes it very easy to drive much faster than the speed limit, which is often over 25 mph.

Which is where road diets come in—they’re a relatively cheap and simple way to slow traffic and significantly cut the accident rate along a stretch of road. You take a four-lane (two-way road) and repaint it so there are now three lanes for cars: one in each direction, with a center lane in the middle for turning. The remaining space on either side becomes bike lanes (physically protected ones, please).

The study, conducted by a group of researchers at the University of Iowa led by Nicole Corcoran (now at Arizona State University) and published in Transportation Research Interdisciplinary Perspectives, sought to do a couple of things: First, survey emergency responders to find out how they feel about road diets, and secondly actually quantify the effect of road diets on EMS response time.

The emergency responders were all from Iowa, which was an early adopter of road diets, stretching back to 1996, and all had to have responded to emergencies both before and after the introduction of 4-to-3 road diets in a number of specific locations around the state. Just over half (52 percent) of the responders thought that their response times were the same both before and after the introduction of road diets, with a third saying times got slower and 16 percent saying they became faster.

What does the stopwatch say?

To quantify the actual effect of 4-to-3 road diets on emergency response times, the researchers looked at response times to certain emergency calls—”fires, overpressure ruptures, explosions, overheat-no fires, and rescue and EMS calls, as these incidents require a fast response where lights and sirens would be activated”—from three Cedar Rapids fire districts, each of which received a road diet during a six-year period between 2014–2020.

In total, they identified 1,202 emergency response trips that occurred before the road diets and 2,665 trips that occurred on roads that had been converted down to three lanes. And in doing so, they found that there was virtually no difference between emergency response travel time (in min/km) after a road conversion compared to before, both in total and when they looked at specific road diets.

Now, if there was just some way of getting car-brained politicians to read this study.

Transportation Research Interdisciplinary Perspectives, 2024. DOI: 10.1016/j.trip.2024.101158  (About DOIs).

Bike lanes and narrowed streets don’t slow emergency vehicles Read More »

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Partial automated driving systems don’t make driving safer, study finds

ADAS, advanced driver assistance systems, Autosteer, Cars, IIHS, lane departure, lane keeping, partial automation, partially automated driving, road safety / /

hands on the wheel, eyes on the road —

Many driver assists do increase safety, but little evidence lane keeping is one.

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A Nissan steering wheel with ProPILOT assist buttons on it

Enlarge / Nissan’s ProPilot Assist was one of two partially automated driving systems to be studied for crash safety improvements.

Nissan

Driver assists that help steer for you on the highway haven’t contributed much to road safety, according to a new study from the Insurance Institute for Highway Safety and the Highway Loss Data Institute. That’s in contrast to other features often bundled together as “advanced driver assistance systems,” or ADAS, many of which have shown a marked reduction in crash and claim rates.

“Everything we’re seeing tells us that partial automation is a convenience feature like power windows or heated seats rather than a safety technology,” said David Harkey, IIHS president.

However, we should note that, as a follow-up to a pair of earlier studies published in 2021, the new research by IIHS and HLDI focused on two older partially automated driving systems, model-year 2017–2019 Nissan Rogues with ProPilot Assist and model year 2013–2017 BMWs with Driving Assistant Plus.

Those earlier studies found plenty of benefits to some ADAS features. Of BMW’s various collision avoidance systems, many reduced the claim frequency for various types of vehicle damage, property liability, and injury claims.

Crash rates

But when IIHS’s senior vice president of research, Jessica Cicchino, analyzed crash rate data for this population of cars, she found that despite an apparent modest reduction, there was no significant difference in lane departure crashes between BMWs equipped with lane departure warning and prevention and cars fitted with both systems plus partial automation, versus cars without any steering assist, after controlling for variables like driver age, gender, model year, and so on.

However, BMWs with lane departure warning and prevention did have significantly fewer lane departure crashes during daylight hours than cars without such systems.

The ADAS in Nissan Rogues did significantly lower rear-end and lane departure crash rates, with the greatest benefit being in the cars with the most assists (partial automation as well as forward collision warning, automatic emergency braking, lane departure warning, lane departure prevention) versus Rogues without such systems.

But Cicchino found those effects persisted on surface streets and roads with speed limits lower than 35 mph (56 km/h), speeds at which ProPilot Assist won’t keep centered in a lane unless following another car. That suggests some other factor at work here—possibly the fact that the better-equipped Rogues also had more effective headlights, IIHS says. (This year, IIHS started requiring an automaker to fit all trim levels in a model with the best headlights in order to be eligible for a Top Safety Pick or Top Safety Pick+ rating.)

Not the first time lane-keeping has claimed credit

This isn’t the first time that a different bit of equipment bundled together under a specific trim package or option has confounded attempts to determine the safety of lane-keeping systems. In 2018, the National Highway Traffic Safety Administration told Ars that Tesla misattributed the safety benefit of its Autopilot partially automated driving system when in fact, the safety impact was likely due to automatic emergency braking and forward collision warning.

Testing for the safety of lane-keeping systems is more challenging than other crash-avoidance systems, because it must be actively engaged by the driver as opposed to constantly monitoring for danger, like an imminent forward crash. Not everyone with lane-keeping systems engages them, and even those who do don’t engage them on every journey.

Studies that look at actual telematics data from cars, which would accurately record when such systems are turned on, would help better answer this question, according to the study. And even then, the benefit is likely to be small—only 6 percent of police-reported crashes in the US “were run-off-road or same-direction sideswipes resulting from unintentional lane departures, or rear-ends, that occurred on interstate highways,” Cicchino wrote.

“With no clear evidence that partial automation is preventing crashes, users and regulators alike should not confuse it for a safety feature,” Cicchino said in a press release. “At a minimum, safeguards like those IIHS promotes through its rating program are essential to reduce the risks that drivers will zone out or engage in other distracting activities while partial automation is switched on.”

Partial automated driving systems don’t make driving safer, study finds Read More »

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European crash tester says carmakers must bring back physical controls

Cars, road safety / /

do that here, too —

In 2026, Euro NCAP points will be deducted if some controls aren’t physical.

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man pushing red triangle warning car button

Enlarge / A car’s hazard warning lights will need a physical control to get a five-star EuroNCAP score in 2026.

Some progress in the automotive industry is laudable. Cars are safer than ever and more efficient, too. But there are other changes we’d happily leave by the side of the road. That glossy “piano black” trim that’s been overused the last few years, for starters. And the industry’s overreliance on touchscreens for functions that used to be discrete controls. Well, the automotive safety organization European New Car Assessment Programme (Euro NCAP) feels the same way about that last one, and it says the controls ought to change in 2026.

“The overuse of touchscreens is an industry-wide problem, with almost every vehicle-maker moving key controls onto central touchscreens, obliging drivers to take their eyes off the road and raising the risk of distraction crashes,” said Matthew Avery, Euro NCAP’s director of strategic development.

“New Euro NCAP tests due in 2026 will encourage manufacturers to use separate, physical controls for basic functions in an intuitive manner, limiting eyes-off-road time and therefore promoting safer driving,” he said.

Now, Euro NCAP is not insisting on everything being its own button or switch. But the organization wants to see physical controls for turn signals, hazard lights, windshield wipers, the horn, and any SOS features, like the European Union’s eCall feature.

Tesla is probably at greatest risk here, having recently ditched physical stalks that instead move the turn signal functions to haptic buttons on the steering wheel. (Ferrari also has its turn signals on the steering wheel, but Ferrari does not appear in Euro NCAP’s database so probably doesn’t care.)

Euro NCAP is not a government regulator, so it has no power to mandate carmakers use physical controls for those functions. But a five-star safety score from Euro NCAP is a strong selling point, similar to the Insurance Institute for Highway Safety’s coveted Top Safety Pick program here in the US, and it’s likely this pressure will be effective. Perhaps someone should start bugging IIHS to do the same.

European crash tester says carmakers must bring back physical controls Read More »

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New data shows which states were more deadly for pedestrians in 2023

Cars, pedestrian deaths, road safety / /

please watch out —

Preliminary road-safety data for the first half of 2023 has been published.

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New data shows which states were more deadly for pedestrians in 2023

Getty Images

American pedestrians were at slightly less risk of being killed by a car last year. The Governors Highway Safety Association has just published a preliminary analysis of road safety data for the first half of 2023, and it has found a “modest” reduction in pedestrian fatalities, which have been all too high in recent years.

As with last year’s study, the GHSA found some states were much safer than others. In fact, 29 states and the District of Columbia recorded declines in the number of pedestrian traffic deaths for the first half of 2023, with Vermont recording no pedestrian deaths at all.

In total, the GHSA estimates that 3,373 pedestrians died on US roads between January and June 2023, which it says is a 4 percent decrease compared to the first six months of 2022. However, the report points out that even though this year saw a small decline, the number of pedestrian deaths for the first half of 2023 is 14 percent higher than the same time period in 2019.

“After witnessing pedestrian deaths rise each year, it’s encouraging to finally see a small decrease,” said Jonathan Adkins, GSHA’s CEO. “But the fact remains that 18 people go for a walk every day and don’t return home due to preventable crashes. The only acceptable number of traffic deaths is zero. We must seize on this recent momentum and continue to push for a safer system that protects people on foot from the dangerous driving behaviors that are all too prevalent.”

GHSA

The largest overall reduction in pedestrian deaths in absolute numbers occurred in California, which saw 66 fewer pedestrians die between January and June 2023 compared to the same six months in 2022. Colorado saw the greatest increase in real numbers, with 19 additional pedestrians dying versus the first half of 2022.

When expressed as a percentage change in pedestrian deaths, less populous states jump out—as well as Vermont, which recorded no pedestrian deaths during the time period and therefore saw a 100 percent decrease, and Nebraska, which also logged a 70 percent reduction. Meanwhile, Idaho saw a 150 percent increase in pedestrian deaths due to an additional six deaths.

When the GHSA data is normalized to population size—in this case, the rate of pedestrian deaths per 100,000 inhabitants—an interesting picture emerges. Eighteen states have a rate of pedestrian deaths above 1.0 per 100,000 inhabitants, and almost all of them are in the Sun Belt.

GHSA

Here, we can see the influence of both the natural and built environments at work—the report points out that these states have both warmer climates, which prompt more people to walk, and urban areas that were developed after the ascendency of the automobile, meaning more car-centric urban design. New Mexico fares worst of all on this measure, with a pedestrian death rate of 1.99 per 100,000 inhabitants during the first half of 2023, far higher than the nationwide average of 1.01 deaths per 100,000 inhabitants.

The GHSA report has some recommendations to make things safer for our most vulnerable road users. More mid-block crossing infrastructure would help, as only 22 percent of pedestrian deaths occurred at crossings in 2021. Lower speed limits are lifesavers, too, and already some US cities have moved to a default 20 mph (32 km/h) limit. Better street lighting would also help this problem, as a disproportionate number of crashes occur in poor light conditions.

We can expect the GHSA report for the full year to be published sometime around June.

New data shows which states were more deadly for pedestrians in 2023 Read More »

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What happens when you trigger a car’s automated emergency stopping?

advanced driver assistance systems, Cars, Evergreen, Features, road safety / /
screen grab from a Mercedes training video; illustration of sleeping driver

Mercedes-Benz

Most car crashes begin and end in a few seconds. That’s plenty of time to get in a tiny micro-nap while driving. The famous asleep-at-the-wheel film scene in National Lampoon’s Vacation, where Clark Griswold goes off to slumberland for 72 seconds while piloting the Wagon Queen Family Truckster (a paragon of automotive virtue but lacking any advanced driver safety systems), might be a comical look at this prospect. But if Clark were in the real world, he and his family would likely have been injured or killed—or they could have caused similar un-funny consequences for other motorists or pedestrians.

There’s plenty of real-world news on the topic right now. Early in 2023, the Automobile Association of America’s Foundation for Traffic Safety published a study estimating that 16–21 percent of all fatal vehicle crashes reported to police involve drowsy driving.

With the road fatality numbers in the US hovering close to 38,000 over the past few years, that means between 6,080 and 7,980 road deaths are linked to drowsy drivers. Further research by the AAA’s Foundation finds that drivers likely under-report drowsiness in all car crashes. Nodding off while driving is as dangerous as—and potentially more dangerous than—driving drunk. And while drunk-driving figures have decreased between 1991 and 2021, the opposite is true for drowsy driving.

Nissan

Automakers have not been unaware of the problem, either. As long ago as 2007, manufacturers like Volvo began offering drowsiness-detection systems that monitored the driver, though in a simpler way than what’s seen in the leading systems of today. They sensed the velocities of inputs to steering, throttle, and brakes. Some even used a camera aimed at the driver to discern if drivers were becoming inattentive, including drooping their head or simply averting their view from the straight-ahead.

These systems chime a warning and project a visual alert on the dashboard asking if the driver wants to take a break, often with the universal symbol for wakefulness—a coffee cup—appearing in the instrument cluster. Many new cars today still have this feature. And to be sure, it was then, is now, and forever will be a beneficial and effective method of alerting drivers to their drowsiness.

But a level beyond the above audible and visual cues has changed this landscape of blunting the upward trend of drowsy driving. As Level-2, semi-autonomous capabilities emerge in medium- and even lower-priced automobiles, these features also allow cars and SUVs to take control of the vehicle should the vehicle determine that the driver has become inattentive or incapacitated.

On some vehicles, like this Mercedes, you can select the sensitivity of the drowsy driver program (“Attention Assist” in this case) to have a lower or higher threshold for activation.

Enlarge / On some vehicles, like this Mercedes, you can select the sensitivity of the drowsy driver program (“Attention Assist” in this case) to have a lower or higher threshold for activation.

Jim Resnick

Because all the pieces of a vehicle-control puzzle are already on board, enabling a system to take over from an inattentive driver is a matter of programming—extensive programming, of course, but all the critical pieces of hardware are often already there:

  • Selective braking from adaptive cruise control and stability control
  • Self-steering functions of lane-keeping and lane-centering
  • A cellular telematics network.

It’s a lengthy programming exercise that can take control of a vehicle in a simplified way, but not before three forms of human stimuli are triggered to wake up a drowsy driver: sight, sound, and a physical prompt.

This is all great in theory and in a digital vacuum, but I wanted to explore what occurs inside a car that has determined that the driver is no longer actually driving. The Infiniti QX60 and Mercedes EQE 350 have such emergency stop capabilities; I recently tested both.

What happens when you trigger a car’s automated emergency stopping? Read More »