Preliminary test crashes indicate the nation's guardrail system can't handle heavy electric vehicles
Preliminary tests by a University of Nebraska road safety research facility and the U.S. Army Corps of Engineers point to concerns that the nation’s roadside guardrails are no match for new heavy electric vehicles
Your support helps us to tell the story
From reproductive rights to climate change to Big Tech, The Independent is on the ground when the story is developing. Whether it's investigating the financials of Elon Musk's pro-Trump PAC or producing our latest documentary, 'The A Word', which shines a light on the American women fighting for reproductive rights, we know how important it is to parse out the facts from the messaging.
At such a critical moment in US history, we need reporters on the ground. Your donation allows us to keep sending journalists to speak to both sides of the story.
The Independent is trusted by Americans across the entire political spectrum. And unlike many other quality news outlets, we choose not to lock Americans out of our reporting and analysis with paywalls. We believe quality journalism should be available to everyone, paid for by those who can afford it.
Your support makes all the difference.Under an overcast sky last fall, engineers with a University of Nebraska road safety facility watched as a electric-powered pickup truck hurtled toward a guardrail installed on the facility's testing ground on the edge of the local municipal airport.
The test crash was to see how the guardrail — the same type found along tens of thousands of miles of roadway in the United States — would hold up against electric vehicles that can weigh thousands of pounds more than the average gas-powered sedan.
It came as little surprise when the nearly 4-ton 2022 Rivian R1T tore through the metal guardrail and hardly slowed until hitting a concrete barrier yards away on the other side.
“We knew it was going to be an extremely demanding test of the roadside safety system," said Cody Stolle with the university's Midwest Roadside Safety Facility. “The system was not made to handle vehicles greater than 5,000 pounds.”
The university released the results of the crash test Wednesday. The concern comes as the rising popularity of electric vehicles has led transportation officials to sound the alarm over the weight disparity of the new battery-powered vehicles and lighter gas-powered ones. Last year, the National Transportation Safety Board expressed concern about the safety risks heavy electric vehicles pose if they collide with lighter vehicles.
Road safety officials and organizations say the electric vehicles themselves appear to offer superior protection to their occupants, even if they might prove dangerous to occupants of lighter vehicles. The Rivian truck tested in Nebraska showed almost no damage to the cab's interior after slamming into the concrete barrier, Stolle said.
But the entire purpose of guardrails is to help keep passenger vehicles from leaving the roadway, said Michael Brooks, executive director of the nonprofit Center for Auto Safety. Guardrails are intended to keep cars from careening off the road at critical areas, such as over bridges and waterways, near the edges of cliffs and ravines and over rocky terrain, where injury and death in an off-the-road crash is much more likely.
“Guardrails are kind of a safety feature of last resort,” Brooks said. “I think what you're seeing here is the real concern with EVs — their weight. There are a lot of new vehicles in this larger-size range coming out in that 7,000-pound range. And that's a concern.”
The preliminary crash test sponsored by the U.S. Army Corps of Engineers’ Research and Development Center also crashed a Tesla sedan into a guardrail, in which the sedan lifted the guardrail and passed under it. The tests showed the barrier system is likely to be overmatched by heavier electric vehicles, officials said.
The extra weight of electric vehicles comes from their outsized batteries needed to achieve a travel range of about 300 miles (480 kilometers) per charge. The batteries themselves can weigh almost as much as a small gas-powered car. Electric vehicles typically weigh 20% to 50% more than gas-powered vehicles and have lower centers of gravity.
“So far, we don’t see good vehicle to guardrail compatibility with electric vehicles,” Stolle said.
More testing, involving computer simulations and test crashes of more electric vehicles, is planned, he said, and will be needed to determine how to engineer roadside barriers that minimize the effects of crashes for both lighter gas-powered vehicles and heavier electric vehicles.
“Right now, electric vehicles are at or around 10% of new vehicles sold, so we have some time,” Stolle said. “But as EVs continue to be sold and become more popular, this will become a more prevalent problem. There is some urgency to address this."
The facility has seen this problem before. In the 1990s, as more people began buying light-weight pickups and sport utility vehicles, the Midwest Roadside Safety Facility found that the then-50-year-old guardrail system was proving inadequate to handle their extra weight. So, it went about redesigning guardrails to adapt.
“At the time, lightweight pickups made up 10-to-15% of the vehicle fleet,” Stolle said. “Now, more than 50% of vehicles on the road are pickups and SUVs.”
"So, here we are trying to do the same thing again: Adapt to the changing makeup of vehicles on the road."
It's impossible to know what that change will look like, Stolle said.
"It could be concrete barriers. It could be something else,” he said. “The scope of what we have to change and update still remains to be determined.”
The concern over the weight of electric vehicles stretches beyond vehicle-to-vehicle crashes and compatibility with guardrails, Brooks said. The extra weight will affect everything from faster wear on residential streets and driveways to vehicle tires and infrastructure like parking garages.
“A lot of these parking structures were built to hold vehicles that weighed 2,000 to 4,000 pounds — not 10,000 pounds,” he said.
“What really needs to happen is more collaboration between transportation engineers and vehicle manufacturers,” Brooks said. “That's where you might might see some real change.”