This exact situation is what got me thinking that something was wrong.
I’m going for a walk with my toddler in his stroller. I’m crossing the street parallel to a stroad. A car turning left whips towards us and has to veer to not hit us.
I think to myself “He didn’t even look. Does anyone look?”
Andy, thank you so much for highlighting the A-pillar visibility issue in this excellent post—it's so often ignored! Here are a few added thoughts: Thicker A-pillars are a good thing because they support roofs and strong windshields that, together, keep passengers significantly safer in rollovers and other crashes. (I'd also add that rollovers happen more often in SUVs and trucks than cars because of their high center of gravity and truck-based frames, not just because of driver aggression.) Years ago, I underwent training in Roadcraft, a rigorous British methodology of advanced street driving, which is taught to all law enforcement and first responders to keep from harming other road users during emergency calls. My trainer pointed out that while we're commonly taught in the US that there are 2 blindspots (remember those over-the-shoulder checks from driver ed?), there are actually 11 of them in the average car—when you count both sets of A, B, and C pillars, the rearview mirror, and all the rearseat headrests). The configuration of many SUVs and light trucks increases this to 13, and some commercial cargo vans with blanked-out windows can have up to 16. In recent years, I've driven several massive high-end SUVs to test their ADAS capabilities and realized that it's necessary to have this tech because the pillars are now so thick that it's often simply impossible to see. But, getting back to A-pillars: Yes, we might have to wait for that transparency technology, but still, we can start being safer right now by making it a habit to crane our necks, turn our heads, and focus our attention to mindfully look beyond our vehicles' interior obstructions, each and every time.
I drive a Golf and the A pillar is a huge visual problem, I have often missed pedestrians or cars behind it. There’s one traffic circle I use that angles my car so the obstruction directly obscures oncoming traffic.
I long for the day when I don’t have to drive at all. I hate it.
Left turns are a major cause of vehicle-pedestrian crashes, and the roof pillars are a major reason. NYC has instituted an infrastructure improvement to help address this problem. They have hardened centerlines that slow vehicles during turns and also force a more 90 degree (right angle) turn as vehicles attempt to make a left across a crosswalk. The slower and more 90 degree turn helps alleviate the blindspot created by the vehicle roof pillars, which are the biggest issue when the left turn is at <90 degrees. NYC found that pedestrian crashes at crosswalks decrease by 20% and vehicle turning speeds decreased by almost 60% when hardened centerlines are implemented.
Hi Andy - thanks for all you do to champion the active transport cause. My family members often walk or cycle for errands, commuting or just for fun.
Like many folks on foot, we’ve noticed a trend towards more massive vehicles - taller hoods and the thicker A pillars you call out in particular that make it more difficult for drivers to see pedestrians in front and to the sides.
I’m curious if you’ve heard of the proposed NHTSA rule (FMVSS No. 228) for reducing head impacts on pedestrians. Public comment opened last fall. Officially the comment period is over, but the website is still accepting inputs.
Do you have any insights into this proposed regulation? There’s a UN body that harmonizes vehicle regs (of course the US isn’t part of it) which is mandating more pedestrian safety features. The EU also has implemented new rules on driver visibility for commercial trucks that goes into effect next year. And somehow the best we can do here in the states is mandate that WHEN pedestrians ARE struck, the hood does less damage? Seems crazy to me that we’re not demanding tougher standards for driver visibility in addition to making the streets themselves safer for pedestrians and cyclists.
If you know of a way for folks to make their inputs heard, please share!
I don't have any scoops on how NGTSA will handle it, but Transportation Research Board (TRB) is next week in DC, and there will probably be much discussion about it. Follow #TRBAM and #TRBAM2025 on social media if you're curious.
"pick-up trucks (America's favorite vehicles) have been constructed with super wide A-pillars in recent years to protect them from rolling over"
How do A pillars protect vehicles from rolling over?
Good typo catch, Bruce. They don't protect *from* rolling over, but *when* rolling over. Keeps the cockpit from getting crushed.
This exact situation is what got me thinking that something was wrong.
I’m going for a walk with my toddler in his stroller. I’m crossing the street parallel to a stroad. A car turning left whips towards us and has to veer to not hit us.
I think to myself “He didn’t even look. Does anyone look?”
Well, this explains why I have such a hard time seeing out of my left side when I'm turning in my new Kia. Thanks for the insight
Andy, thank you so much for highlighting the A-pillar visibility issue in this excellent post—it's so often ignored! Here are a few added thoughts: Thicker A-pillars are a good thing because they support roofs and strong windshields that, together, keep passengers significantly safer in rollovers and other crashes. (I'd also add that rollovers happen more often in SUVs and trucks than cars because of their high center of gravity and truck-based frames, not just because of driver aggression.) Years ago, I underwent training in Roadcraft, a rigorous British methodology of advanced street driving, which is taught to all law enforcement and first responders to keep from harming other road users during emergency calls. My trainer pointed out that while we're commonly taught in the US that there are 2 blindspots (remember those over-the-shoulder checks from driver ed?), there are actually 11 of them in the average car—when you count both sets of A, B, and C pillars, the rearview mirror, and all the rearseat headrests). The configuration of many SUVs and light trucks increases this to 13, and some commercial cargo vans with blanked-out windows can have up to 16. In recent years, I've driven several massive high-end SUVs to test their ADAS capabilities and realized that it's necessary to have this tech because the pillars are now so thick that it's often simply impossible to see. But, getting back to A-pillars: Yes, we might have to wait for that transparency technology, but still, we can start being safer right now by making it a habit to crane our necks, turn our heads, and focus our attention to mindfully look beyond our vehicles' interior obstructions, each and every time.
The number of blind spots is bonkers. And we throw our easily distracted and immature 16-year-olds out in this stuff.
I am 6' tall, and sit far back in the car. The A pillar is a huge blind spot. It has an air bag system in it.
Slow down, lean forward.
I drive a Golf and the A pillar is a huge visual problem, I have often missed pedestrians or cars behind it. There’s one traffic circle I use that angles my car so the obstruction directly obscures oncoming traffic.
I long for the day when I don’t have to drive at all. I hate it.
Every problem was once a solution.
Left turns are a major cause of vehicle-pedestrian crashes, and the roof pillars are a major reason. NYC has instituted an infrastructure improvement to help address this problem. They have hardened centerlines that slow vehicles during turns and also force a more 90 degree (right angle) turn as vehicles attempt to make a left across a crosswalk. The slower and more 90 degree turn helps alleviate the blindspot created by the vehicle roof pillars, which are the biggest issue when the left turn is at <90 degrees. NYC found that pedestrian crashes at crosswalks decrease by 20% and vehicle turning speeds decreased by almost 60% when hardened centerlines are implemented.
Link to Maryland.gov hardened centerlines info website: https://experience.arcgis.com/experience/769bd85416ff4e46bf3cb78a67ed4640/page/Hardened-Centerlines/
Richmond, VA (where I'm based) is about to use safety grants to harden left-turns at dozens of intersections. Great low-cost device.
Hi Andy - thanks for all you do to champion the active transport cause. My family members often walk or cycle for errands, commuting or just for fun.
Like many folks on foot, we’ve noticed a trend towards more massive vehicles - taller hoods and the thicker A pillars you call out in particular that make it more difficult for drivers to see pedestrians in front and to the sides.
I’m curious if you’ve heard of the proposed NHTSA rule (FMVSS No. 228) for reducing head impacts on pedestrians. Public comment opened last fall. Officially the comment period is over, but the website is still accepting inputs.
Do you have any insights into this proposed regulation? There’s a UN body that harmonizes vehicle regs (of course the US isn’t part of it) which is mandating more pedestrian safety features. The EU also has implemented new rules on driver visibility for commercial trucks that goes into effect next year. And somehow the best we can do here in the states is mandate that WHEN pedestrians ARE struck, the hood does less damage? Seems crazy to me that we’re not demanding tougher standards for driver visibility in addition to making the streets themselves safer for pedestrians and cyclists.
If you know of a way for folks to make their inputs heard, please share!
I don't have any scoops on how NGTSA will handle it, but Transportation Research Board (TRB) is next week in DC, and there will probably be much discussion about it. Follow #TRBAM and #TRBAM2025 on social media if you're curious.