I think the estimate number must be wrong or only due to a relatively modest suggested change, or some other apples to oranges figure. For example, pedestrian deaths have risen by ~2740 over the past ~decade, almost 60% (from 4779). But the population only grew 5% over that time. If only ~70 deaths are attributable to reducible truck size, where are the other ~2420 excess deaths (almost +50% from population-adjusted 2013) coming from?
Distracted pedestrians is a good guess. I regularly see people on their smartphones crossing the street when they don’t have right of way (like no blinking walking sign). There is also a trend of a lot of pedestrians dying at night, for which there are various theories if you do a search for this topic. But more than 75% of pedestrian deaths are at night.
Note that road fatalities per capita is 85% of what it was 20 years ago, and it is similarly lower if you look at it on a per mile driven basis. Sales of consumer trucks is 150% of what it was 20 years ago, despite the reduction in fatalities over that time. So I don’t think we can really attribute deaths to trucks or SUVs.
Distracted pedestrians are a red herring propagated by the auto manufacturers[0].
When studies actually look at the issue deaths are not caused by distracted pedestrians but by poor road and vehicle design[1].
> Contrary to their portrayal as reckless rule-breakers, distracted pedestrians were more likely to cross with the light and use the crosswalk. Similarly, while distracted walkers did indeed take longer to identify gaps in traffic, this is a form of compensatory behavior that reduces risk.
>The authors point to two alternative culprits for the rise in pedestrian deaths: distracted driving and SUVs, both of which are incredibly deadly and have become more prevalent over time.
>Similarly, the risks to pedestrians were lowest in tech centers (San Francisco, New York, and Seattle) and in college towns (Madison, Wisc.). Instead, pedestrian risks were highest in several metropolitan areas of Florida that are known more for their inhospitable streetscapes than their distracted walkers.
The implementation of standards for roads greatly improved over the decades and areas that haven't been touched by a modern project tend to not be high density. I.e. a blinking walking sign?
I was confused by this as well. You're comparing the wrong statistic, though: 40k is for all auto deaths; pedestrian deaths due to cars is around 7500.
But still, 67 vs. 7500 is still a large gulf. If they're only expecting these new measures to reduce pedestrian deaths by about 1%, the changes don't go far enough at all.
This right here. If I lived almost anywhere else in the world I could get a 70 series land cruiser or Hilux or any number of others that are rated for 1+ ton capacity and 7700lb+ towing capacity, all while getting 20+mpg with a decent diesel engine. Instead, I'm stuck with some dystopian chicken tax + diesel phobic lunacy and end up burning twice as much fuel to tow or carry half as much. Idiotic.
The same vehicle (same drivetrain etc.) will be rated for two very different towing capacities in the U.S. vs. Europe, with the European one being quite a bit higher.
Yes, the 80 series I drive (and am working on a EPA-illegal turbo 1HZ conversion for) was rated for 3500kg (7700lbs) everywhere except the US where it was only rated for 5000lbs (2260kg). And they make you (or the dealer back in the day) install an aftermarket tow bar instead of using the factory crossmember. Totally arbitrary nonsense, nothing to do with safety or mechanical capabilities.
The only saving grace here is (a) the EPA doesn't actually enforce rules against diesel swaps, and most states tolerate it--some will even give you a new VIN! (b) nobody (law enforcement) cares about GVWR unless you're operating commercially or doing something obviously unhinged.
But there’s 40k deaths per year from auto accidents; so this is not going to move the needle.
If the problem is big trucks then maybe don’t penalize the sales of small trucks?