Automotive Safety How Safe Are We?

Automotive Safety For Children

(The American Academy of Pediatrics ask, why are so few parents aware of even the older guidelines that say kids should stay Rear-Facing as LONG as POSSIBLE)?

The Child Restraint Device Manufacturers have kept Hidden from Parents that going from REAR-FACING to FORWARD-FACING a Small Child is at 5 TIMES GREATER RISK of DEATH or SERIOUS INJURY, Older Children are at Greater Risk Too. Child Restraint Device Manufacturers not informing Parents of the real DANGERS of going to a FORWARD-FACING CHILD SAFETY SEATS, has CAUSED HUNDREDS of DEATHS and THOUSANDS of INJURIES. The Child Restraint Device Manufacturers have many WARNINGS about their Seats and by far the Greatest Risk to your Child is going from REAR-FACING to FORDWARD-FACING and they have NO WARNINGS. All Parents are told is that it is best to leave their Child REAR-FACING longer not how DANGEROUS it is to go to a FORWARD-FACING SEAT. The Child wants to go FORWARD-FACING and Parents like to have their Child FORWARD-FACING, it makes it easier to watch them, but is extremely dangerous.

If Parents knew the DANGERS, they would leave their Child REAR-FACING longer SAVING many LIVES and INJURIES. It is the Child Safety Seat Manufacturers responsibility to inform Parents of the DANGERS. They don’t want to say anything because it would bring attention to how UNSAFE their Forward-Facing Seat is, and it would cost them a lot of money in sales and a Great Expense to do away with the seats they have on the market today and develop a Forward-Facing seat that could reduce the CRASH FORCE. Without this Life Saving Feature, the Child has no Protection from the GREAT amount of CRASH-FORCE that is causing the DEATHS and SERIOUS INJURIES in a FORWARD-FACING SEAT in a Frontal Impact, that happen most often, no matter how good the seat is installed. The Child Restraint Device Manufacturers Care More About Profits Than The Lives Of Our CHILDREN.

Caution – Children on Board !

Most crashes occur within 6 miles of home at relatively slow speed. But even at 30 mph, the force of a crash on a 10-pound infant is more than a 10-pound bowling ball falling from a 3 story window. Dr. Benjamin Hoffman, medical director of the Tom Sargent Safety Center at Doernbecher Children’s Hospital in Portland, Oregon. That’s pretty scary.


We have been told for years to install our Child Safety Seat properly, and it has been a lot of promotion by the news media and others on this subject. Even so according to NHTSA about 61% of Forward-Facing seats are still installed improperly. Why is something this important so hard to do? I don’t believe that 61% of the people can’t follow instructions. The problem is that the tether system for Child Safety Seats are of poor design and some people don’t have adequate strength to install the seat properly.

The public has been kept in the dark about the limitations of the government approved child safety seat. This has keep pressures off the child safety seat manufactures to make safety improvements.

How could parents in the information age, be kept in the dark for years about the dangers that exist to their children, while being transported in a motor vehicle? Most parents think if they do everything right their child is perfectly safe, not true based on the facts. More attention is put on a small portion of the deaths and injuries to children and none to one of the leading causes of death and acquired disabilities for children in motor vehicle accidents. If the leading cause of death and acquired disabilities were a disease it would be front page news.


Children Injured in Motor Vehicle Traffic Crashes

The head injuries are the most common injuries sustained by children in motor vehicle crashes. The injury outcome in children can be worse than similar injuries sustained by adults. There is a special need to prevent head injuries among children due to their long-term complication. For example, children who suffer traumatic brain injuries can experience lasting or late-appearing neuropsychological problems, highlighting the need for careful monitoring as they get older.

In children, some neurological deficits after head trauma may not manifest for many years. Frontal lobe functions, for example, develop relatively late in a child’s growth, so that injury to the frontal lobes may not become apparent until the child reaches adolescence as higher level reasoning develops. Since the frontal lobes control our social interactions and interpersonal skills, early childhood brain damage may not manifest until such frontal lobe skills are called into play later in development. Likewise, injuries to reading and writing centers in the brain may not become apparent until the child reaches school age and shows signs of delayed reading and writing skills. (NHTSA)

The Impact Dispersal Systems (IDS) has received a small business innovative research (SBIR) grant from the Air Force for crash-worthy stowable troop seating for helicopter topic number AF081-003. The State of Tennessee sponsored “Tennessee Camp” designed to help promising entrepreneurs, startups and expanding companies move to the next level with their business. Out of the 81 applications for the seven week accelerator program, only 12 business were chosen. Impact Dispersal Systems (IDS) was one of these companies. The article was taken from the Tullahoma News, Tullahoma, Tennessee.

The Universal IDS Child Safety System attaches to child safety seats. All the seats you see are other manufactures child safety seats. In some of the pictures the seat belt system is hidden from view. The IDS Child Safety System could be incorporated into a child safety seat,

If you have any questions concerning the information on this website please contact us. If you think this Child Safety System needs to be on the market sooner rather than later contact your friends on Face-Book so they can check it out.

What Happens During A Frontal Crash?

If your vehicle is going 60 MPH you’re going 60 MPH along with your occupants. That old saying that it’s not the fall that kills you it’s the sudden stop is true. All the crash energy that the front-end doesn’t absorb is transmitted to the child. The front occupants have help absorbing some of the crash energy that the front-end doesn’t absorb by having air bags.

Automotive Safety For Adults


According to the National Highway Traffic Safety Administration (NHTSA), in 2007, 41.5% of the frontal fatalities were using seat belts and had airbags. Frontal fatalities were 45.4% of all fatalities.

Why are people still dying in frontal crashes despite seat belt use, air bags, and the crashworthy structures of late-model vehicles? Statistical analyses show the combination of seat belt use and air bags is highly effective, reducing fatality risk by 61% compared to an unbelted occupant of a vehicle not equipped with air bags – but 61% is not 100%. The main reason people are still dying is because so many crashes involve poor structural engagement between the vehicle and it’s collision partner. (NHTSA)

In the 41.5% of the frontal fatalities that were using seat belts and had airbags. The crush zone failed to protect the occupants. Crash energy is reduce over distance with resistance to lesson the crash energy. The Impact Dispersal System offers a extra level of protection. The system quickly reacts, dispersing the crash energy at the point of impact and then systematically shuts down according to the amount of crash energy produced by the impact reducing more crash energy with less distance.


As much as the improved crashworthy structures, seatbelts, air bags have improved safety, reducing fatality risk 61% that is not a 100%. There is a need for more protection. Every system has it’s limits. A new approach with different technology is needed. Crash energy has to be reduced to protect the occupants and vehicle. IDS systems should be able to double the protection of the crush zone making it safer for occupants and reducing property damage to the vehicle and in a lot of crashes give almost total protection. The system offers an extra level of protection and will not interfere with the crush zone. If there is crash energy left after it goes through the IDS system it would then go into the crush zone. The system should add no more than 2% to 3% to the vehicle’s weight.