Do safety leaders have a hidden agenda rather than solely representing trucking victims?

I have many questions for groups in the U.S. that represent they speak for U.S. Trucking Victims and U.S. Trucking Safety. I am a trucking victim/survivor and a 30 year safety and disability rights activist and I was an insider at CRASH in the past. Trucking victims and survivors represent about 3 million plus U.S. citizens and we need to question anyone whom claims to speak for them including this activist. I know the numbers of victims at the Truck Safety Coalition are very small compared to the large number of U.S. victims. I believe the excess time and effort and money expended solely on the fatigue issue at that organization stems from possibly majority membership and funding from truck drivers and trucking unions that are more concerned about truck driver working conditions and issues such as fatigue. I believe myself and the Underride Network were kicked out of CRASH against our will due to pressure from truck driver members that were angered as we parking survivors demanded all drivers obey parking laws and place triangles. I and another Underride Network member had our online safety articles at CRASH pulled down and we were threatened with expulsion for attacking truck driver members. The organization still to this day believes illegally parked truck drivers should not be cited as waking them would cause fatigued driving even though crashes into parked trucks are statistically more dangerous and deadly! When we support advocacy organizations we need to ask what source provides money or membership numbers , does organization survival and funding trump organization issues? Why would a trucking safety organization not have major campaigns against illegal truck parking in a country where enforcement is nearly non-existent and at times in the past twenty years this was a leading killer of victims? The number one issue in trucking safety for the past 30 years should have been low-speed crash testing that allowed deadly underride guards or no guards to exist in America and kill so many!

Let me be very clear and speak loudly to the so-called safety powers that stiff underride guards are murder, they are always murder!!! They can be made somewhat safe for very low-speed crashes that do not tend to kill victims anyway! They kill trucking victims at medium and high speeds which are a majority of deadly crashes and these deaths and injuries represent a majority of U.S. trucking victims. When the Truck Safety Coalition and the Institute for Highway Safety that represents the insurance industry gave awards to companies for adopting 30-year-old stiff guard technology they spit in the face of all victims killed and injured with stiff guards at moderate and high speeds, the speeds most crashes occur at!!! We do not have energy absorbing guards today in the U.S. as these and other organizations allowed low-speed crash tests and low-speed guards! I believe IIHS in the past 30 years in promoting low-speed crash tests in the U.S. for both cars and trucks devastated safety in the U.S., this is my opinion.

I am very concerned that the U.S. Congress is again allowing the Truck Safety Coalition and other associated Organizations and associations to claim to speak for U.S. victims on  advanced safety technologies for U.S. trucks. They are now supporting requiring automatic emergency braking systems and lane departure warning systems on large trucks in the U.S. but Joan Claybrook spoke out against intelligent systems or driver-less systems for trucks in the recent past. One has to wonder if protecting truck driver jobs against these safety technologies is a hidden agenda. While supporting the technology are they arguing for safety measures to delay its research and implementation and delay an end to all U.S. truck driver jobs. Saving lives or jobs? IIHS is in a similar position as insurance companies in an age where smart cars and trucks stop having accidents become useless entities sucking money from American consumers while providing very little benefit. If IIHS argues for too much safety such as high-speed crash tests and energy absorbing underride guards do they essentially put themselves and the insurance industry out of work? This victim has serious unanswered questions from these secretive organizations. Why do they speak for us to the U.S. government or at least claim they speak for us?

Installing lane departure warning systems and automatic braking systems should be required immediately for all new U.S. trucks to save thousands of lives now! It is already delayed and too late to save many lives! It should be retro-fitted to all trucks within a few years!

All haste must be given to speed research and implementation and requirement of self driving technologies for both cars and trucks to save tens of thousands of lives and injuries now, not later. Delaying and studying for proclaimed safety is bunk!!!!!!!!!!!!!! The lives lost to quick implementation which do not exist are minuscule to the numbers of lives that will be saved with fast implementation!

If these organizations must give awards, do so for shipping companies adopting these intelligent safety systems for all of their new trucks not for killer stiff underride guards. Quit supporting adopting low-speed guard standards such as the Canadian Standard for the U.S., the Truck Safety Coalition initially supported the U.S. adopt this unsafe standard and under pressure they have correctly withdrawn support. Support only energy-absorbing underride guards as only these guards protect at highway speeds which most crashes occur at!

AAA is supporting these new technologies but with very low and questionable lives and injuries saved and again fatigue technologies are claimed to save more lives! More hidden agenda’s, again I have questions of all these safety organizations that stood by the past 30 years while so many died!


AAA Says Truck Safety Tech Could Stop 63,000 Crashes, 293 Deaths Annually

The organization found that installing lane-departure warning systems could potentially prevent 6,372 crashes, 1,342 injuries and 115 deaths annually.

Large trucks equipped with automatic emergency braking systems could possibly save 5,294 crashes, 2,753 injuries and 55 deaths per year.


All of our safety institutions failed us in the past 30 years and it is time to ask questions and beg for new institutions that can inspire our trust!