For decades, American roads were steadily getting safer for pedestrians. But around 2009, the trend reversed. Since then, the number of pedestrians killed each year has risen by about 75 percent.

The surge in pedestrian deaths has baffled researchers. Most other wealthy countries haven’t seen similar increases, suggesting that possible culprits like smartphones don’t tell the whole story.

Other likely causes of deadly crashes, such as drunken and distracted driving, have attracted immense attention from the public and policymakers. But the trend toward ever-larger vehicles has received much less scrutiny, even after federal researchers in 2022 cautioned regulators that it was endangering pedestrians.

After analyzing federal and industry records, including never-before-examined data on vehicle dimensions, we found that the rise of large pickups and S.U.V.s is an important factor.

Our estimate is that about 200 to 400 pedestrians a year would not have died if vehicles had remained approximately the same size over the past quarter-century. That represents about 10 percent of the recent increase in pedestrian deaths.

There are two reasons bigger vehicles are deadlier: They have taller hoods. And they tend to have larger blind zones.

“We see a lot of devastating collisions even at lower speeds because the pedestrian gets punted forward,” said Shawn Harrington, whose company, Forensic Rock, conducted crash tests for us. “Before the driver knows what’s happened, the pedestrian’s head is under the wheel.”

More vehicles than ever have hoods that exceed the average American’s center of gravity, which is generally around the belly button.

The hood of an average passenger vehicle today is about three feet high. Anyone shorter than 5-foot-6 — about half of American adults — would frequently be rammed to the pavement. So would most children.

Not only are the high hoods on larger vehicles more lethal, but their bulkier frames can also block drivers’ views of pedestrians.

To analyze how these blind zones have changed, we used a three-dimensional scanner to compare sightlines in four of the most common pickups today — the Chevrolet Silverado, Ford F-150, GMC Sierra and Toyota Tacoma — with their counterparts from the 1990s or early 2000s.

The Silverado’s blind zones have nearly doubled.

The Sierra’s and the Tacoma’s grew by about 60 percent.

The smallest increase was the F-150’s. Its blind zones grew by about 25 percent.

Our overall findings match what we found in court records and heard from dozens of experts who reconstruct crashes for police and lawyers.

One morning last year, Charlene McAlister, 76, set out for work at a child care center in Colorado Springs. “See you tonight,” she called to her daughter as she left their home.

As Ms. McAlister was crossing the street, a Ram 1500 TRX — a pickup marketed for its off-road capabilities and fierce-looking design — was turning left.

Ms. McAlister was not quite five feet tall. The pickup’s hood was at least four feet high. It hit her, throwing her to the pavement.

The driver later said he hadn’t seen Ms. McAlister, according to court records. They show that the truck’s large hood and side mirrors may have impeded his view.

When Ms. McAlister’s daughter, Serena, arrived at the scene, she saw her mother’s hedgehog-themed backpack and red purse in the road, spattered with blood. Emergency workers had draped a white sheet over her body.

The size of vehicles is far from the only reason that more pedestrians are dying, according to independent experts and industry officials.

“While vehicle safety is critical, blaming larger vehicles for pedestrian deaths overlooks systemic issues” including the design of roads, said Mike Levine, a spokesman for Ford.

Automakers say that new technology designed to detect and avoid pedestrians — including systems that automatically apply the brakes — would dramatically improve safety. For example, Bill Grotz, a spokesman for General Motors, pointed to a recent study that found that G.M. vehicles with so-called front pedestrian braking reduced the frequency of injuries by 35 percent.

The National Highway Traffic Safety Administration is pinning its hopes on automated collision-avoidance systems. Such technologies “are actively reducing the occurrence of these crashes and fundamentally shifting the risk landscape,” said Sean Rushton, an agency spokesman. “We view these technologies as the cornerstone of future mitigation strategies.”

But many experts say that technology is not a perfect substitute for drivers being able to view their surroundings directly. And tests by the Insurance Institute for Highway Safety, which studies ways to make driving less dangerous, have shown that many large vehicles’ automatic braking systems do not consistently prevent collisions.

The owner’s manuals for some of the most popular vehicles caution that safety technology can fail in a variety of common situations: in bad weather; at high speeds; if there are shadows on the road or its surface is uneven; or if a pedestrian is running, pushing a stroller, not standing upright or the size of a small child.

‘King of the Road’

Today’s S.U.V.s and pickups promise more: more seats, more space, more safety, more power, more domination, more prestige.

And, for automakers, more money.

They are the source of virtually all of the U.S. auto industry’s profits, said Mark Wakefield, an industry expert at the consulting firm AlixPartners. For nearly a decade, Ford and G.M. have said in their annual reports that their earnings depend on larger S.U.V.s and pickups.

The cost of making bigger vehicles is usually not much higher than it is for cars, because they are often built in automakers’ most efficient factories and the extra raw materials are relatively cheap.

Yet customers are willing to pay much more for them. The average sticker price for a full-size pickup is $70,000, double that of a sedan, according to Cox Automotive. (Some people pay more to soup up their trucks with “lift kits” that raise their suspensions.)

It is no coincidence that automakers have dramatically scaled back their production of sedans and other passenger cars in the United States. Ford, for example, went from selling more than a million in 2017 to fewer than 100,000 five years later.

What used to be utilitarian vehicles for construction workers are now marketed to the American masses, with messages tailored to specific audiences.

One common pitch centers on machismo. Automakers trumpet how some of their trucks have an “aggressive appearance” or a “piercing glare.”

Other approaches emphasize the perceived safety of being the biggest vehicle around. “You’re the king of the road,” said Frank Hanley, a director at the automotive research firm JD Power.

At Ford, Nicole Gayney’s job was to identify specific social and psychological groups to target.

One was men who hoped to be seen as the neighborhood’s hero, keeping everyone safe, said Dr. Gayney, who left Ford in 2022. Another group was women who viewed a roomy S.U.V. as a way to be the community’s caregiver, taking the soccer team out for ice cream.

“We’re kind of in this American mind-set that bigger is better,” she said.

An Unintended Consequence

In 2009, after a spate of fatal incidents in which drivers were crushed in rollovers, the National Highway Traffic Safety Administration required roofs to be strong enough to support three times the weight of a vehicle. Many automakers responded by installing thicker A-pillars.

James Forbes, who was a longtime engineering manager at Ford, said that after the company began installing the fatter A-pillars, he and his colleagues noticed that they were reducing drivers’ visibility.

The drivers were safer, but pedestrians were in greater peril. “We were very much biasing safety toward the owner of the vehicle,” Mr. Forbes said.

Those potential dangers began attracting attention, with articles in the Detroit Free Press and Consumer Reports.

By 2022, the lack of visibility in large vehicles had become a concern for researchers at the Transportation Department’s Volpe Center, whose mission is to identify and address problems in the transportation system.

That November, the researchers met with leaders at the department and N.H.T.S.A. They delivered a stark message: Large vehicles, with their big blind zones, were increasingly deadly. They were killing hundreds of pedestrians and cyclists every year and injuring thousands more, the researchers estimated, according to attendees and meeting materials we reviewed.

The researchers hoped that their warning would spur regulators to consider how to address the problem.

But a senior N.H.T.S.A. official disputed the data and argued that new pedestrian-sensing technologies were already improving safety.

“There was just zero acknowledgement of the problem,” said Angie Byrne, a former Volpe Center employee who was involved with the research and attended the meeting.

The meeting ended with no plan for action.

The Closed Casket

The U.S. government has paid scant attention to how the size of vehicles affects the safety of pedestrians.

Federal regulators don’t collect much data about the heights of vehicles’ hoods. But we found one service that does: Expert AutoStats.

Our analysis shows a radical change in the makeup of American vehicles over the past two decades.

Not only have many drivers abandoned traditional cars in favor of S.U.V.s and pickups. But millions have flocked to vehicles with hoods that are more than 50 inches tall — like the Ford F-250 and Chevrolet Silverado 2500 — whose ranks have increased more than five-fold since 2002.

To understand how a vehicle’s size affects a crash’s lethality, we built a statistical model. Our goal was to estimate how many fewer pedestrians, if any, would have died in a world in which vehicles had remained roughly the same size since 2002.

We started with a federal database that contains a nationally representative sample of crashes reported to the police from 2016 to 2024. We narrowed that down to those involving a single vehicle and a single pedestrian. And we added the data on hood heights, which wasn’t included in the federal database.

Our model then analyzed the degree to which different factors — such as hood height, weather conditions, time of day and whether alcohol was involved — affected whether pedestrians died.

Crashes are complex events, and the data we fed into our model doesn’t capture everything about each incident. And, of course, there is no way to definitively say what would have happened in an alternate reality where vehicles had not continued to grow larger.

But based on the best available data, the model reached a sobering estimate: The shift toward vehicles with higher hoods caused about 3,000 deaths from 2016 to 2024.

The estimate is conservative in many ways.

For example, it doesn’t include collisions that occur in places like parking lots, driveways or private roads, which are not part of the federal database. Hundreds of pedestrians a year are estimated to die in such crashes, a number that has been increasing.

Only in the past several years have researchers started exploring whether and how larger vehicles threaten pedestrians.

The Insurance Institute for Highway Safety, for example, found last year that vehicles with larger blind zones were substantially more likely to hit pedestrians when turning left.

One evening in October 2016, Margaret Lacey, a 57-year-old nurse, was taking her dog for a walk in Jefferson County, Colo.

She was in a crosswalk as Ernest Martinez, a 50-year-old construction manager, was turning left in his Ford Excursion. He later said he hadn’t seen Ms. Lacey until his S.U.V. was nearly upon her. His view had been blocked by the A-pillar, a crash reconstructionist found.

He slammed the brakes, but he still hit her.

The hood of his 2002 Excursion — large for its time but common by today’s standards — was nearly four feet tall. It came up to Ms. Lacey’s chest. The impact sent her flying. Her head smashed into the pavement.

Mr. Martinez leapt out of his vehicle and knelt by her side. “I prayed with her,” he said in an interview. “I just held her hand and watched her go.” Her dog also died.

When Ms. Lacey’s sister, Betty, learned of her death, she flew to the United States from Ireland. She wanted an open casket, following her family tradition. But her sister’s head was grievously misshapen. “The only part that looked like Margaret was her hands,” Betty said.

The coffin was closed. Her funeral was held at a Catholic chapel in Denver, and Mr. Martinez was among the mourners. “May God bless you all, and I pray that you all will find peace,” he wrote in the condolence book.

“I’m sorry.”

President Trump has claimed that United States Park Police have made several arrests in connection with what he described as deliberate sabotage of the Lincoln Memorial Reflecting Pool in Washington D.C., which underwent a multimillion-dollar renovation earlier this year.

“The United States Park Police have arrested multiple individuals for vandalizing our Nations magnificent Reflecting Pool,” Trump wrote on Truth Social late Saturday evening. “These are very serious crimes having to do with the destruction of National Monuments. Years in jail! Work will begin immediately on its repair.”

In a second post on Saturday, Trump described the alleged damage in greater detail, saying more arrests had followed. He provided no evidence for any of his claims about the nature of the damage, and neither the Park Police nor any other law enforcement agency had publicly confirmed any arrests as of the time of publication.

On Friday, Maryland resident and former Olympian David Hearn was arrested and charged with destroying government property. Hearn says he merely reached into the pool to touch one of the already dislodged blue pieces, and denies the charge.

Trump said that the pool would be drained and repaired quickly, and framed the alleged vandalism as an affront to American history. “We met with contractors today, will probably be forced to release and drain much of the water in order to do the necessary repairs,” he wrote. “What these terrible Vandals have done is a true affront to both Presidents George Washington and Abraham Lincoln, and should be dealt with accordingly”.

A peeling section of blue coating is seen in the Lincoln Memorial Reflecting Pool, Saturday, June 20, 2026, in Washington.

Mark Schiefelbein/AP

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Mark Schiefelbein/AP

‘A 250-foot long gash’

Trump described what he said was physical destruction to the pool’s newly renovated lining. “They took some form of knife or blade, and put a 250 foot long gash into the beautiful facade of what took so much work, competence, and money to build and complete,” he wrote Saturday. “They also poured corrosive and destructive chemicals into the Pool.”

Gov. Gavin Newsom declared a State of Emergency Saturday night as plumes of black smoke continue to rise from the Lineage Logistics warehouse fire, still burning on the 1400 block of South Los Palos Street in Boyle Heights.

The fire started inside a freezer area at the cold storage facility Wednesday afternoon and was initially extinguished before reigniting on Thursday, according to officials.

Newsom’s declaration allows the state to use additional funding for firefighting efforts, public health services and disaster recovery as Los Angeles continues to deal with the emergency.

“California is mobilizing to support Los Angeles as firefighters and emergency personnel continue their work to contain this fire and protect surrounding communities,” Newsom said in a statement Saturday. “While local officials continue to lead this response, the State of California is prepared to help safeguard public health, support emergency operations, and assist impacted residents. We are coordinating closely with our local partners, deploying specialized expertise, and pre-positioning critical supplies so communities have the support they need both now and throughout recovery.”

Although local officials have not asked for additional state resources at this time, Newsom preemptively made the declaration to provide the region with resources as soon as they are needed, California Governor’s Office of Emergency Services Director Caroline Thomas Jacobs said.

“Cal OES is working side-by-side with the City and County of Los Angeles and our regional partners to ensure they have the resources, information, and support necessary to respond to this incident,” Jacobs said. “The State of Emergency allows us to further streamline coordination efforts and leverage additional state capabilities as needed. Our focus remains on protecting communities and supporting locally led response operations.”

Resources available to Los Angeles following the declaration include:

• 5.5 million N95 respirator masks available for distribution to impacted communities.
• Commercial-grade air purifiers available for deployment to evacuation centers, community facilities, and other public spaces.
• Bottled water and other emergency supplies available through the state’s logistics network.
• Enhanced air quality monitoring and technical support resources.

Cal OES Fire and Rescue Branch leaders with specialized technical expertise are also available to consult L.A. fire officials on how to deal with the warehouse fire, if necessary. The state provided similar expertise to officials during the chemical tank failure in Garden Grove.

Air quality remains unhealthy in parts of Los Angeles due to the large amount of smoke produced by the fire.

“The warehouse fire has produced significant smoke and particulate matter that may affect air quality in surrounding neighborhoods,” the governor’s office stated. “To support public health monitoring efforts, the California Air Resources Board is coordinating with local and regional partners to ensure access to air quality information and technical expertise. State agencies continue to monitor conditions and stand ready to deploy additional monitoring resources if requested.”