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<strong>MOTOR</strong> <strong>VEHICLE</strong> <strong>SAFETY</strong> <strong>1985</strong><br />
A Report on Actlvities Under the<br />
Natlonal Traffic and Motor Vehicle Safety Act of 1966, as Amended<br />
and the<br />
Motor Vehicle Informatlon and Cost $avlngs Act, as Amended<br />
January 1, lg8fDeeember 31, <strong>1985</strong>
P<br />
INTRODUCTION<br />
The Motor Vehicle Safety Problem<br />
Overall Fatality Trends<br />
Program Emphasis<br />
SAVING LIVES<br />
Occupant Protection<br />
Child Safety Seats<br />
Automatic Protection<br />
Frontal Impact Protection<br />
Side Impact Protection<br />
Pedestrian Impact Protection<br />
Engineering Analysis<br />
Biomechanics<br />
Review of Regrrlatory Actions<br />
Crashworthiness Rulemaking<br />
T able of Contents<br />
Scientific and Technical Conferences and lVorkshops<br />
AVOIITING ACCIDENTS<br />
Visibility<br />
Lighting<br />
Controls and Displays<br />
Brakes<br />
Stability and Control<br />
Automotive Radar Crash Warning Sptens<br />
' Medium/Fleavy<br />
Truck Safety Research<br />
Vehicle Research and Test Center<br />
FUEL ECONOMY<br />
Fuel Economy Enflorcement<br />
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ENT'OR,CEMENT<br />
Safety Defects<br />
The Investigative Process<br />
<strong>1985</strong> Recalls<br />
pislirninary Ewluations, Engineering Analpes and Formal Defect Investigntions<br />
Recsll Audits<br />
Vehicle and Equipment Safety Compliance<br />
Compliance Testing<br />
Chitd Seating Systems<br />
Odometer Tampering<br />
Imported Motor Vehicles<br />
Litigation<br />
Administrative EnfOrcement<br />
CON$UMER. ACTIVITIES<br />
Bumpers<br />
Vehicle Theft<br />
Auto SafetyHotline<br />
Uniform Tire Quality fi16ding<br />
New Car Assessment Program<br />
Public Affairs/Consumer Outreach<br />
SUPPORT FOR <strong>MOTOR</strong> <strong>VEHICLE</strong> <strong>SAFETY</strong><br />
Natiouel Ccntcr for Statistics and Analyeic<br />
Harmonization of Regulations<br />
ADMINISTRATION<br />
Management Improvements<br />
Civil Rights<br />
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TABLES<br />
1. <strong>1985</strong> Traffrc Fatality Summary<br />
2. Trends in Motor Vehicle Traffic Deaths in the United States,1975-<strong>1985</strong><br />
3. Important Fatality Changes from 1984 to <strong>1985</strong><br />
4. Fuel Economy Standards for Passenger Cars and Light Trucks<br />
for the 1978 through 1987 Model Years (in MFG)<br />
5. <strong>1985</strong> New Car Assessme.nt Program*Crash Test Results<br />
6. Data Acquisition and Statistical Analysis<br />
FI GURE S<br />
J. National Highway Traffic Safety Administration Organizational Chart<br />
APPENDICES<br />
A. Statistical Compilation A-1<br />
B. Funding Tables B-1<br />
C. Publications of the National Highway Traffic Safety Administration C-l<br />
D. National Highway Traffic Safety Administration Historical and Legislative Background D-L<br />
E. List of Motor Vehicle Safety Standards and Fuel Economy Standards and<br />
Regulations in Effect in Calendar Year <strong>1985</strong><br />
F. Major Research Projects Performed for NHTSA Under Contracts<br />
That Utilized FY <strong>1985</strong> Funds<br />
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lntroduction<br />
The National Highway Traffic Safety<br />
Administration was established by the Highway<br />
Safety Act of 7970, as the successor to<br />
the National Highway Safety Bureau, to<br />
carry out safety programs under the National<br />
Traffic and Motor Vehicle Safety Act of<br />
1966 and the Highway Safety Act of 1966. It<br />
also carries out consumer programs established<br />
by the Motor Vehicle Information and<br />
Cost Savings Act, as amended.<br />
Its mandate is to reduce deaths, injuries<br />
and economic losses resulting from<br />
motor vehicle crashes. This is accomplished<br />
by setting and enforcing safety performance<br />
standards for motor vehicles, and through<br />
grants to State and local governments to<br />
enable them to organize, develop, and implement<br />
their highway safetyprograms more<br />
effectively. NHTSA investigates safety<br />
defects in motor vehicles, sets and enforces<br />
fuel economy standards, provides leadership<br />
to the States and local communities to<br />
reduce the threat of drunk drivers, promotes<br />
the use of safety belts, child safety seats and<br />
automatic protection, investigates odometer<br />
fraud, establishes and enforces vehicle theft<br />
regulations and provides consumer information<br />
on motor vehicle safety and the crashworthiness<br />
of new cars. It also conducts research<br />
on driver behavior and traffic safety,<br />
and to develop the most efficient and effective<br />
means of bringing about safety improvements.<br />
Estimate based on 1984 data.<br />
The Motor Vehicle Salety Problem<br />
Safer motor vehicle travel continues to<br />
be a prominent national concern, with<br />
government at all levels combining resources<br />
to find ways to reduce fatalities and injuries<br />
and their economic consequences.<br />
Motor vehicle crashes are the leading<br />
cause of death for persons under age 44.<br />
While there is no "t1pical" motor vehicle<br />
crash, statistical profiles indicate that most<br />
involve a passenger car; occur on a principal<br />
roadway in a rural area, and during normal<br />
weather conditions; and more drivers are<br />
killed than passengers.<br />
Alcohol continues to be the single<br />
greatest cause of traffic crashes and is involved<br />
in at least half of all traffic fatalities.<br />
And, failure to use the safety belts that are in<br />
nearly every passenger car on the road today<br />
results in nearly twice as many occupant<br />
fatalities and injuries as would otherwise<br />
occur.<br />
The economic cost of motor vehicle<br />
crashes is conservativelv estimated to be<br />
nearly $70 billion *uri, yearl: property<br />
damage, about $28 billion; lost productivity,<br />
$15 billion; medical costs, $4 billion; and<br />
nearly $23 billion in insurance expenses,<br />
legal and court fees, emergency services,<br />
coroner/medical examiner costs and the administrative<br />
expenses of public assistance<br />
programs.<br />
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Occupants of Passenger Cars<br />
Occupants of Vans, Pickups, and<br />
Multipurpose Vehicles<br />
Table I<br />
<strong>1985</strong><br />
TrelIIc Fatality Summery<br />
Occupants of Medium/Heavy Trucks<br />
Occupants of School Buses<br />
Motorcyclists<br />
Pedestrians<br />
Pedalcyclists<br />
Overall Fatalltv Trends<br />
Occupants of Other Vehicles<br />
Atotal of 43,795 persons lost theirlives<br />
in traffic crashes in <strong>1985</strong>, a 1 percent<br />
decrease over the preceding year. The total<br />
represents an average ofabout 120 fatalities<br />
every day.<br />
The fatality rate, the number of deaths<br />
per 100 million vehicle miles of travel, which<br />
is a measure of the risk of death to which a<br />
person is exposed when travelling by motor<br />
vehicle, also declined between 1984 and<br />
2<br />
TOTAL<br />
23,190<br />
3,890<br />
977<br />
24<br />
4,570<br />
6,800<br />
890<br />
646<br />
43,795<br />
<strong>1985</strong> from 2.58 to 2.47 -the lowest fataliw<br />
rate in history.<br />
This reduction in the fatality rate is significant<br />
when viewed from an historical<br />
perspective. In 1940, 32, 9L4 persons were<br />
killed, 302.2 billion miles were travelled and<br />
the fatality rate that year was 10.9. By 1961,<br />
the rate had decreased to 4.9 but the<br />
downward trend reversed in 1962 andbegan<br />
increasing. In 1966, when legislation was<br />
passed to create a federal traffic safety<br />
program, there were 925.9 billion miles
travelled and the fatality rate had climbed to<br />
5.5.In <strong>1985</strong>, with travel at 1,765 billion miles<br />
and fatalities at 43,795, the fatality rate of<br />
2.47 deaths per 100 million vehicle miles is<br />
the lowest it has been since at least the early<br />
1920's when the first records were kept. If<br />
the relative risk of driving in <strong>1985</strong> had been<br />
the same as in 1940, we would have experienced<br />
as many as L92,7.?8 traffic deaths<br />
in <strong>1985</strong>.<br />
The reduced risk of death or injury per<br />
mile of travel can be attributed to many factors,<br />
including safety improvements in motor<br />
vehicles and roadways, increased safety belt<br />
and child safety seat use, improved traffic law<br />
enforcement and emergency medical services<br />
and increased national awareness of<br />
the dangers of drunk driving.<br />
Program Emphaels<br />
Improving the safety of motor vehicle<br />
travel ranks among the most critical public<br />
health issues facing the nation today. In <strong>1985</strong>,<br />
NIITSA continued its policy of addressing<br />
highway safety through a balanced approach,<br />
concentrating on solutions involving both<br />
the vehicle and the driver. This approach<br />
provides a careful balance of highway safety<br />
and motor vehicle safety programs.<br />
In <strong>1985</strong>, programs were designed to<br />
yield the reduction in fatalities and injuries<br />
in the most effective and efficient manner.<br />
Resources were directed at those activities<br />
with the most realistic prospect of success<br />
and with the maximum safety gains per dollar<br />
invested.<br />
In the highway safety are4 the agency<br />
continued to place emphasis on efforts to<br />
reduce drunk driving and increase the use of<br />
ocflrpant protection systems. Alcohol is involved<br />
in more than 50percent of all fatal accidents;<br />
and failure to use safety belts contributes<br />
to nearly half of all passenger vehicle<br />
ocmpant fatalities and injuries in motor<br />
vehicle crashes.<br />
The agency continued to build on the<br />
groundswell of pubtic support which currently<br />
exists for reducing drunk driving. Emphasis<br />
was placed on promoting communitybased<br />
alcohol programs which contain<br />
public education activities to enhance driver<br />
perception of the risks of driving under the<br />
influence and the risk of being apprehended<br />
by enforcement officials.<br />
Following the 1984 enactment of<br />
federal legislation to encourage the States to<br />
raise the minimum legal drinking age to 2'l',<br />
the agency has provided financial and technical<br />
support for the implementation of age-<br />
21 laws, in addition to other alcohol countermeasures.<br />
The National Occupant Protection<br />
Program continued to involve all levels of<br />
the public and private sector to persuade, inform,<br />
and educate the American people<br />
about the benefits of safety belts and<br />
automatic protection systems. Research and<br />
experience in this country and abroad indicatcs<br />
that efforts to increase usage of safety<br />
belts and child safety seats must involve<br />
several education programs operating simultaneously.<br />
The agency's occupant protection<br />
program helps States and communities accomplish<br />
this by combining education, enforcement,<br />
incentives and news media support.<br />
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Table 2<br />
ltends ln MotorVehicle Thafllc Deaths in the United States<br />
r97s-1995<br />
Item lns rn6 pn rln8 tyn l9B0 lg8l 19s2 rg8l ltlE4 rgEsr<br />
Dc{rhs 44525 45523 47,tn 50,331 5l,0qt 51,091 49,301 43,945 42J89 44,257 4f,,7g5<br />
MotorVchiclc Travel (billione of whicle miles)<br />
1,328 l,#2 t,#7 1545 1J29 U28 1J56 $m 1,658 l,?1g t,nS<br />
Rcgietcrtd Motoi Vehictes (tm,m0)<br />
\3n 1,435 \4n rJ36 us6 1,616 r,641 1,6s2 1,694 1,7t7 t,nr<br />
Rcsidcnt Population (rffi ,000)<br />
2,155 2,176 2,198 2,221 2,246 2,272 2,295 2,3rs 2,w 2,365 2,#7<br />
Liccnsed Drir+rs (1m,000)<br />
1'298 1'340 1,381 1,4ffi 1,433 r,4s3 1,471 lJ03 ls4z 1Js4 rJ69<br />
Dcsth Rttcs Pcr Hundrcd Million Vchicle Milcs<br />
3.35 3.2s 3.26 1.26 3.34 3.34 x.r7 2.76 257 2-5E 2.47<br />
Pcr 100,ffi0 Rcgistercd Vchicles<br />
32.28 3r.73 32Jr n.76 32.01 31.62 30.04 26.fi 25.14 LS.n U.n<br />
Pcr 100,000 Rcsident Population<br />
N.ffi n-92 zt.n 22.ffi 22.75 22.4s 21J0 18.96 18.20 18.71 18.3t<br />
Per 100,000 Licensed Driverr<br />
34.-31 33-96 34.66 ti.z4 36.66 x5.r6 33.52 n.u zi.6z 28..8 z7.gl<br />
Vehicle and Driwr Relerionrtrip<br />
Ratior Registctrd Motor Vchiclcs to Licenecd Drirrcrr<br />
1.06 7.o7 l.vl 1.09 r.rt r.u Ll2 l.l0 t.vT l.tr l.l3<br />
Ratio, Rcgi*ercd Motor Vchiclcs to Rcrident population<br />
0.64 0.66 0.67 0.69 0.7t 0.71 o.72 0.7t 0.12 0.73 0.74<br />
Ratio, Liccnscd Driwrr to Rcsident Population<br />
0.60 0.62 0.63 0.63 0.64 0.64 0.64 0.65 0.66 0.66 0.66<br />
rPrcliminary
lte traffrc fatality decreasc resulted from<br />
a substantial reduction in the second half<br />
of <strong>1985</strong>. Compared to the same period in<br />
19&4, fatalities rose 2 percent from January<br />
to June of <strong>1985</strong>, while from July to December<br />
fatalities declined by 3 percent which<br />
resulted in the overall 1 percent decrease.<br />
r The fatality rate per lfi) million miles of<br />
travel declined about 4 perccnt to 2.47, the<br />
lowest rate ever recorded.<br />
1 Passenger car occupa-Dt fatalities declined<br />
2 percent in <strong>1985</strong>. The increased number<br />
ofstate laws requiring safety belt use and<br />
thewidespread campaigns to persuade occupants<br />
to buckle up have triggered this<br />
trend.<br />
r tn the Statesz that had mandatory safety<br />
belt laws in effect for at least three months<br />
of <strong>1985</strong>, front seat passenger vehicle occupatrt<br />
fatalities decreased by 7 perccnt'<br />
This reduction is based on a comparison of<br />
thetime period duringwhich the lawswere<br />
in effect in <strong>1985</strong> to the same period during<br />
1984.<br />
r Safety belt rtsc or other occupant protection<br />
amongpassenger vehicle occupants in<br />
fatal crashes increased form I percent in<br />
1984 to 17 percent in <strong>1985</strong>, indicating<br />
greater belt usage among motoristg<br />
generally.<br />
Missouri, and North Carolina.<br />
Table 3<br />
Importent F'atality Chenges From l9&{ to <strong>1985</strong><br />
r Fatalities in crashcs involving a driver or a '<br />
nonoccupirtrt with a blood alcohol concentration<br />
(BAC) of .10 percent or above<br />
declined from 4'6.3 Percent in 198a to 45<br />
percent in 1983, to 42.9 percent in 1984, to<br />
41.4 percent in <strong>1985</strong>.<br />
I Drivers in fatal traffic crashes with a BAC<br />
of.10 percent or above declined from 30<br />
percent in 1982, to 29 percent in L983' to<br />
27.+ perceot in 1984, to 25'3 percent in<br />
<strong>1985</strong>.<br />
; After adjustments for calendar differences,<br />
the weekends (Saturday and Sunday)<br />
experienced 4 percent fewer fatalities than<br />
in 1984, while the weekday toll was unchanged.<br />
More specifically, there was a 6<br />
percent reduction in fatalities on Sundays<br />
and a 3 perc€nt decline on Saturdays'<br />
I Traffic fatalities decreased by 8 percent<br />
befween midnight and 3 a.m. and 2 percent<br />
between 6 p.m. and midnight. During the<br />
hours o[ 9 a.m. to 6 p'm', traffic fatalities<br />
rose 4 percent.<br />
t Teenage males, between thc ages of 15 and<br />
19 years ol4 involved in fatal crashes<br />
decreased by 5 percent while female<br />
drivers in the same age Sroup were in'<br />
volved in 3 percent more crashes'<br />
I Fatal crashes involving a single vehicle<br />
decreased by 3 percent, and the number<br />
involvirg a pedestrian was down 4 percent.<br />
Pedalcyclists showed an increase of 5 percsnt<br />
more fatal crashes.<br />
inois, Michigan, Texas, Nebraska,<br />
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In addition to highway safety<br />
programs, the agency continued its research<br />
and rulemakirg efforts to improve motor<br />
vehicle safety technolory. Priorities in the<br />
crash avoidance area include lighting, signalling,<br />
mirror systems, conspiflity, brakes<br />
(particularly for heavy duty trucks) and international<br />
harmonization of safety requirements.<br />
NHTSA also continued to emphasize<br />
improved frontal crash protectionr pflrticularly<br />
with respect to contact with the<br />
6<br />
steering assembly,<br />
and side impact protection.<br />
The enforcement of Federal laws,<br />
$tandards, and regulations governing motor<br />
vehicles is one of NHTSA's rnost important<br />
safety responsibilities. During the past year,<br />
emphasis in the enforcement area continued<br />
on improving the capability of the agency to<br />
acflrrately identify safety-related defects in<br />
motor vehicles and to ensure that defects are<br />
corrected in the shortest possible time.
Saving Lives<br />
Although the United States' traffic<br />
fatality rate is one of the lowest in the world,<br />
the large volume of motor vehicle travel in<br />
this country raises the issue of traffic deaths<br />
to the level of a national health problem.<br />
Overall, traffic crashes are the fifth leading<br />
cause of death in the United States and one<br />
of every 40 people who die each year dies as<br />
the direct consequence of a motorvehicle injury.<br />
The safety of motor vehicle travel has<br />
improved significantly over the past decade<br />
as the motor vehicle death rate has been<br />
reduced by 26 percent. Cars are safer, roads<br />
are better designed and drivers are better<br />
trained. Although the riskof being injured or<br />
killed in traffic crashes has been declining,<br />
the annual highway death and injury toll is<br />
still far too high. It is especially tragic when<br />
so many of those casualties could be<br />
prevented by individual drivers themselves,<br />
simply by not driving drunk and by wearing<br />
safety belts. There are still opPortunities to<br />
make further significant improvements in<br />
America's highway safety record, both to<br />
offset the effects of increasing travel and to<br />
make real reductions in highway risk. As a<br />
result, the agency continues its comprehensive<br />
program to reduce motor vehiclc<br />
crashes, injurics and fatalities.<br />
ocauprnt Protrotlon<br />
During <strong>1985</strong>, 23,198 pas$cnger car oG'<br />
flpants wcrc killed in crashcs. Almost half<br />
of these deaths could have been prevented<br />
by the use of safety belts. NIITSA estimates<br />
that about 2l percent of drivers used their<br />
safety belts in <strong>1985</strong>. This represents a continuing<br />
improvement compared to the 1,1<br />
percent observed in 1982. However, it indicates<br />
substantial room for improvement,<br />
since virtually all cars on the road today are<br />
equipped with belts.<br />
Nf{TSA's National Occupant Protec'<br />
tion Program continued to encourage<br />
motorists to take advantage of the effective<br />
and available protection offered by safety<br />
belts and child safety seats.<br />
The goat is to underscore the benefits<br />
of safety belts by increasingpublic awareness<br />
of the risk of being involved in a crash, and<br />
by encouraging national organizations and<br />
corporations to promote safety belt use<br />
among their members, employees and constituencies.<br />
Public education on occupant protection<br />
is directed toward people where they<br />
live and work, relying on the communication<br />
abilities of inlluential national, State, and<br />
local organizations. National and local organizations<br />
can be inlluential intermediaries<br />
to the public. Amessage that is delivered by<br />
a variety of people in different settings, such<br />
as in the workplace, school, or in social situatioru,<br />
is more likely to influence behavior.<br />
In July 1984, following SccrctarY<br />
Dole's dccision on Standard No.208, "Oc'<br />
cupant Crash Protection," which cncouragcd<br />
States to cnact safcty bclt use laws, New<br />
York became the first to psss a law requiring<br />
front seat ocpupants ofpassenger cars to use<br />
safety belts.r Dole's decision also triggered<br />
increased belt law momentum in other State<br />
istrict of Columbia have passed mandatory<br />
safety belt use laws. In November 1986, Massachusetts and Nebraska held referendum<br />
uotei and both rescinded their mandatory safety belt use laws.<br />
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legislatures. By the end of <strong>1985</strong>, 15 additional<br />
States-New Jersey, Michigan, Illinois,<br />
Nebrask4 North Carolina, California, Con*<br />
necticut, Hawaii, Louisiana, New Mexico,<br />
Oklahoma, Texas, Indiana" Massachusetts,<br />
Indiana and the District of Columbia had<br />
adopted or enacted mandatory use laws.<br />
Chlld Salotv $eats<br />
All50 States and the District of Columbia<br />
have passed child passenger protection<br />
laws.<br />
Child safety seat loaner programs in<br />
States and communities are providing a valuable<br />
and needed public service, enabling<br />
parents who cannot afford to purchase a seat<br />
to borrow one. In some casesr loaner<br />
programs rent seats for a small fee.<br />
NHTSA's standard on child passenger<br />
protection systems (FMVSS No. 213) requires<br />
that child safety seats (seat, bed,<br />
booster seat, etc.) pass a simulated 30 mph<br />
crash test when sesured by vehicle lap belts.<br />
Manufacturers may furnish an additional<br />
tether (top) strap, but it is not required.<br />
Manufacturers must provide installation instructions<br />
and warnings against rnisuse with<br />
each seat.<br />
$ince the revised standard was issued<br />
in 1981, safety seat usage for children ages 4<br />
and under has more than doubled, from the<br />
1982 level of 22 percent to 56 percent in<br />
<strong>1985</strong>. Manufacturers are producing seats<br />
that are more convenient to use.<br />
Evenwith all the States requiring child<br />
safety seat usage and increased parental<br />
awareness of the importance of the devices,<br />
a significant number of parents still do not<br />
follow manufacturers' installation instructions,<br />
resulting in improper routing of the<br />
safety belt through the seat, or failure to install<br />
infant seats facing rearward, reducing<br />
the safety benefits to the child.<br />
I<br />
Automatlc Protectlon<br />
On July 11, 1984, the Department of<br />
Transportation published a final rule to<br />
amend Standard No. 208, "Occupant Crash<br />
Protection," to require automatic crash<br />
protection in passengers cars on a phased-in<br />
schedule beginning on September 1, lg8d,<br />
with full implementation on and after September<br />
1, 1989. If States representing twothirds<br />
of the nation's population enact effective<br />
mandatory safety belt usage laws meeting<br />
specified criteria before April 1, Lg8g,<br />
the requirement for automatic protection<br />
will no longer apply.The laws must be in effect<br />
and enforced by September L, 1989.<br />
A Notice of Proposed Rulemaking to<br />
further address several issues raised in the<br />
July 1984 final rule was published on<br />
April 12, <strong>1985</strong>. The issues included the possible<br />
elimination of the oblique crash test requirements,<br />
application of the automatic<br />
protection requirements to convertibles, application<br />
of the head injury criteria (HIC) in<br />
the absence ofhead contact and adoption of<br />
some of the New Car Assessment Program<br />
test procedures. In addition, this notice addressed<br />
dynamic testing of car and light<br />
truck manual belts, and reporting requirements<br />
regarding compliance with thephasein<br />
requirements.<br />
During the rulemaking, it was determined<br />
that the following additional issues<br />
would require consideration:<br />
r Response to petitions for reconsideration<br />
of the final rule on belt<br />
comfort and convenience issued in<br />
January 1981.<br />
r Response to petitions for reconsideration<br />
of the final rule on Standard<br />
No.208.<br />
On April 12, <strong>1985</strong>, NHTSA published<br />
a Notice of Proposed Rulemaking to modify<br />
certain aspects of the comfort and con-
venience requirements for autometic and<br />
manual safety belts. It also proposed to<br />
change the effective date of the comfort and<br />
convenience requirements to September l,<br />
1986, to coincide with the effective date of<br />
the phase-in of automatic protec'tion systems<br />
under the Department's July 19&4 rule. On<br />
November 6, <strong>1985</strong>, the agency published a<br />
final rule on these issues.<br />
On August 30, <strong>1985</strong>, the agency<br />
published a response to petitions for reconsideration,<br />
submitted by 16 interested parties,<br />
to the final rule on Standard No. 208<br />
published July 19&4, concerning rescissiorl<br />
required automatic protectiort, phase-in requirements,<br />
effective date, non-belt technoloS/<br />
credits, convertibles, oblique crash test,<br />
leadtime, repeatability and other issues.<br />
NHTSA published a Notice of<br />
Proposed Rulemaking on April 12, <strong>1985</strong>, in<br />
re$ponse to a petition from General Motors<br />
that proposed to adopt the Hybrid III test<br />
dummy as an alternative to the Part 572 test<br />
dummy in testing done in accordance with<br />
Standard No.208.<br />
NHTSA continued to encourage the<br />
automotive industry to develop and market<br />
advanced safety technologies in motor<br />
vehicles voluntarily. The following research<br />
fleet demonstration programs were<br />
developed as part of this new technolory. It<br />
is anticipated that these programs will help<br />
establish a market for air bags by exhibiting<br />
their field crash performance capability, as<br />
well as their reliability and maintainability.<br />
r In cooperation with State police<br />
agencies, NHTSA established a<br />
demonstration project to support research,<br />
manufacturing and testing of<br />
advanced restraint systems. This<br />
project utilizes driver's side air bag<br />
retrofit kits developed by the<br />
Romeo-Kojyo Company of Tempe,<br />
Arizona. Under contract to NHTSA<br />
I<br />
this company supplied 550 kits for<br />
installation in police fleets of seven<br />
States and two cities; Arizona,<br />
California, Ohio, Mississippi,<br />
Maryland, New York, Wisconsin,<br />
NewYorkCity and River Vale, New<br />
Jersey. This retrofit air bag system is<br />
considered as a supplemental driver<br />
safety system to be used in conjunction<br />
with existing automobile safety<br />
belts.<br />
rThe Breed Corporation was<br />
awarded a contract to equip a fleet<br />
of vehicles with a driver's side air<br />
bag. The Breed all-mechanical system<br />
incorporates a mechanical crash<br />
sensor/initiator which eliminates the<br />
nced for more expensive electronic<br />
components found in current<br />
production and prototype air bag<br />
systems.<br />
. NHTSA and the General Services<br />
Administration (GSA) entered into<br />
an agreement with the Ford Motor<br />
Company to purchase approximately<br />
5,000 <strong>1985</strong> Tempos equipped with<br />
driver's side air bags. These vehicles<br />
are part of the vehicles acquired by<br />
GSA for its interagency motor pool<br />
fleet. A compact car was selected for<br />
this demonstration to make anaffordable<br />
domestic car with an air bag<br />
available to large fleet buyers and,<br />
perhaps, the general public.<br />
Frontal lmpact Protec'tlon<br />
Frontal crashes account for more than<br />
half of the injuries to motor vehicle occupants.<br />
The agency is working to reduce injuries<br />
to drivers and passengers by improving<br />
frontal impact protectio4 particularly<br />
the drive/steering assembly.
Durfury <strong>1985</strong>, an analytical studywas<br />
completed that used computers to<br />
simulate the interior vehicle environment<br />
as seenbydrivers in frontal<br />
crashes. The purpose was to<br />
evaluate alternative safety improvements<br />
by simulating crashes in a<br />
wide range of vehicle models,<br />
$peeds, impact directions and oc*<br />
orpant sizes. The study used analytical<br />
models specifically developed<br />
for this simulation and exteniive<br />
vehicle compartment data. The<br />
results indicate that reductions in injuryfor<br />
unbelted drivers are possible<br />
if safety improvements are made to<br />
the steering assembly. The agency<br />
will evaluate this conclusion bv<br />
building and testing modified steeiing<br />
assemblies.<br />
In addition to the steering assembly,<br />
vehicle components being studied include<br />
the instrument panel, windshield, headers<br />
and pillars. Work is also continuing on the<br />
identification of vehicle structural concepts<br />
that can be implemented to reduce injuries.<br />
Two reports on this research have been<br />
presented at two international conferences:<br />
nDevelopment<br />
of Analytical Procedures to<br />
Characterize the Vehicle Environment in<br />
Frontal Impact Accidentsn was presented at<br />
the Society of Automotive Enginee$ meeting<br />
in Detroit, Michigan and nEvaluation<br />
of<br />
Frontal Occupant Protection Using the passenger/Driver<br />
Simulation Model" was<br />
presented at the Tenth International Technical<br />
Conferenc€ on Experimental Safety<br />
Vehicles in I.ondo4 England.<br />
$lde lmpast Proteeilon<br />
Side impact collisions are the second<br />
leading cau$e of fatalities and injuries to<br />
motor vehicle occupants. Iu <strong>1985</strong>, 7,500 pas-<br />
senger car occupants were killed and about<br />
25,000 were seriously injured in side impacts.<br />
Side impact research performed in<br />
<strong>1985</strong><br />
included:<br />
r Computermodel analyses of crashes<br />
to asses$ the injury effects of potential<br />
countenneasures.<br />
r Crash tests of passenger cars to<br />
evaluate their safety performance.<br />
r Completion of side impact test procedures<br />
including barrier certificationand<br />
side impact dummyseating.<br />
rEvaluation of the repeatability of<br />
side impact dummy performance.<br />
r Development of procedures for<br />
evaluating techniques for improving<br />
head protection during vehicle interior<br />
impacts.<br />
r Investigation of side safety improvements<br />
possible from various changes<br />
in vehicle frontal designs. preliminary<br />
indications show cars with<br />
lower hood profiles may be less like-<br />
Iy to cause serious chest injuries<br />
when they hit another car in the sicle.<br />
r Identification of vehicle crash test<br />
respon$e mea$urements to provide<br />
a link between vehicle design<br />
characteristics and safety performance.<br />
Test reports, technical papers and research<br />
notes relating to this research have<br />
been published. Various paper$ presented at<br />
tle Tenth Experimentat Vehicle Safety<br />
Conference in Odord, England include:<br />
"Side<br />
Impact Aggressiveness Attributes"<br />
'The<br />
and<br />
Safety Performance of production<br />
Vehicles in Side Impacts."
Pedeetrlan lmpact Protectlon<br />
In <strong>1985</strong>, there were 6,800 Pedestrian<br />
fatalities.<br />
Research was performed to develop a<br />
test device and test procedures for measuring<br />
head injury caused by vehicle structures.<br />
Testing was conducted on current production<br />
cars to identifu designs which could<br />
reduce the potential for severe pedestrian<br />
head injury<br />
Research continued on the evaluation<br />
of the injury reduction potential that softened<br />
front bumpers would have on the<br />
lower body of pedestrians who are struck.<br />
Englneering Analvels<br />
The agency also used analytical tools<br />
and mathematical models to simulate ctash<br />
behavior. Using computer models of a<br />
vehicle and its occupants to study crash effects<br />
provides a means to supplement test<br />
data and to evaluate the results of vehicle<br />
changes.<br />
. Major improvements were made to<br />
automate procedures for studying occupant<br />
simulator models. Part of this improvement<br />
included the establishment of a data base of<br />
vehicle geometry and component charac'<br />
teristics. This data base, along with the internationally<br />
recognized vehicle crash test and<br />
biomechanics data bases, provides an effective<br />
means for studying vehicle safety.<br />
Biomechanice<br />
Biomechanics is the field of study that<br />
applies engineering principles and techniques<br />
to gain an understanding of impact<br />
ffauma in humans. Bismechanical research<br />
continued to develop tolerance levels for<br />
human trauma in motor vehicle accidents,<br />
and test tools which measure potential for inju.y.<br />
Injury to the head is one of the leading<br />
causes of death and disability from motor<br />
vehicle crashes. During <strong>1985</strong>, analysis of<br />
humanhead impacts that occurred in crashes<br />
indicated the potential for linking test<br />
measurements and human injury. This approach<br />
is being complemented by detailed<br />
tissue studies and mechanical models of the<br />
brain which together may provide the basis<br />
for establishinga more definitive head injury<br />
measure.<br />
Trauma in the face, neclg chest, abdomen<br />
and legswas also examinedwhich led<br />
to preliminary design concepts for an im'<br />
proved dummy neck and abdomen. The improved<br />
versions are being tested as Pafl of<br />
research into advanced passenger protection<br />
concepts.<br />
The agency's unique, biomechanical<br />
data base, which maintains extensive information<br />
on human impact respor$e and injury,<br />
continued to grow. During <strong>1985</strong>, this<br />
data base expanded from 800 to more than<br />
1.,800 tests, providing p valuable resource to<br />
anal)"ze and develop sound biomechanical<br />
bases for injury reduction.<br />
In 1983 Congress enacted a law<br />
authorizing the Secretary of Transportation<br />
to request a study by the National Academy<br />
of Sciences on trauma. This study would<br />
determine what is known about injury, what<br />
research should be done to learn more, and<br />
what arrangements the Federal government<br />
could use to increase and improve the<br />
knowledge of injury. This authorization established<br />
the Committee on Trauma<br />
Research in the National Research<br />
Council's Commission on Life Sciences.<br />
In <strong>1985</strong>, a report entitled "Injury in<br />
America," was issued. This report states that<br />
injuries constitute one of the nation's most<br />
experuive health problems, costing $75 to<br />
$f00 bitlion a year, but research on injury<br />
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eceives less than 2 cents out of every<br />
Federal dollar used for research on health<br />
problerns.<br />
In addition, the Committee recommended<br />
that a Center for Injury Control be<br />
established within the Federal government.<br />
Also, the Department of Traruportation<br />
FY 1986 Appropriations Act, enacted in<br />
December <strong>1985</strong>, provided funding through<br />
NHTSAIo establish the centeraspart of the<br />
Department of Health and Human Services'<br />
Centers for Disease Control.<br />
Revlew ol Hegulatorv Astions<br />
NIITSA continually reviews existing<br />
and proposed Federal motor vehicle safety<br />
standards and other regulations in light of<br />
current circumstances and motor vehicle<br />
safety requirements.<br />
Reviews completed in <strong>1985</strong> in compliance<br />
with Executive Order l2}gl and the<br />
agency's own regulatory review plan included:<br />
r Weight and cost data collection for<br />
model year 1982,1984 passenger<br />
cars to be used in the continuing<br />
evaluation of the 1982 bumper<br />
standard.<br />
r Cost analpis of changes in motor<br />
vehicles and equipment as aresult of<br />
Standards No. 201, 'Interior Impact<br />
Protection;" No. 203, nlmpact<br />
Protection for the Driver from the<br />
Steering Control System;n No. 204,<br />
"$teering<br />
Control, Rearward Displacement;n<br />
and No. 210, "Seat Belt<br />
Assembly Anchorages.'<br />
r A preliminary evaluation of the<br />
voluntary tire registration system to<br />
determine the effects of independent<br />
tire dealers switching from<br />
a mandatory to a voluntary registration<br />
system under the regulation on<br />
nTire<br />
Identification and<br />
Recordkeeping." This showed that<br />
the tire registration rates for independent<br />
dealers decreased from lB<br />
percent ulder mandatory registration<br />
to below 11 percent when<br />
voluntary procedures were in effect.<br />
The registration rates for cornpanyowned<br />
outlets, which were subject to<br />
mandatory registration during the<br />
entire time, remained steady at<br />
around 90 percent. It was determined<br />
that only 22 percent of tire<br />
buyers received their registration<br />
card from independent dealers.<br />
CraehworthlnEse<br />
Hulemaklng<br />
Standard No. 204, "steering Control<br />
Reamafi Displatement," On April 4, 1.985, a<br />
Notice of Proposed Rulemaking was issued<br />
proposing to extend the coverage of Standard<br />
No. 7M to trucks, multipurpose pa$senger<br />
vehicles and buses with an unloaded<br />
weight of 5,500 pounds or less. (In November<br />
1979, the agency applied the standard to<br />
those vehicles with an unloaded weight of<br />
4,000 pounds or less.)<br />
Standard No. 205, nGluing Materiah."<br />
Since 1983, NIITSA has permitted the use<br />
of a plastic-coated windshield which could<br />
reduce facial injuries caused by broken glass<br />
in windshields and windows, except that it<br />
may not be used in convertibles, in vehicles<br />
that have no roof, or in vehicles with removable<br />
roofs.<br />
Several test fleets were organized to<br />
evaluate this new safety device. These included:<br />
lfi) police cruisers (Maryland State<br />
Police);2,500 Chewolet and Pontiac compact<br />
cars (rental fleets); 2,500 Ford LTD<br />
sedans and station wagons (rental fleets);<br />
500 Buicks and Oldsmobiles (rental fleets),<br />
and 2,500 Ford Tempos (GSA fleet).<br />
H
ilith the exception of the GSA fleet,<br />
the fleets are now in the process of being disbanded.<br />
During <strong>1985</strong>, reports were suhmitted<br />
by General Motors Corporation and<br />
the Ford Motor Company describing the extent<br />
of the field experience.<br />
GM and Ford reported that the experiencewith<br />
this new type of safetyglass has<br />
been favorable. lacerative injuries, when<br />
reported, apparentlyocfltr onlywhen the occupant,<br />
usually unbelted, strikes an interior<br />
surface other than the windshield or from<br />
blunt impact with the windshield. No lacerative<br />
injuries were sustained due to the contact<br />
with sharp edges of glazing, because the<br />
plastic shield protects the occupant from<br />
direct contact with the glass.<br />
To date, GSA has reported no injuries<br />
involving windshields, and no operator dissatisfaction<br />
with the windshield.<br />
Standard No. 206, "Door l-ocks and<br />
Door Retention ComponenJs." In 1982,<br />
NFITSA was requested to revise the definition<br />
of 'bus" to include vehicles in which<br />
seating capacity had been reduced to accommodate<br />
wheel chair occupants, or alternatively,<br />
to exempt these vehicles from the requirements<br />
of Standard No. 206. The agency<br />
decided not to revise the definition of<br />
"bus",<br />
but issued a Notice of Proposed<br />
Rulemaking on September 30, 1984, to exempt<br />
vehicles with side doors equipped with<br />
wheel chair lifts from the requirements of<br />
Standard No. 206. The final rule was<br />
published on March 27,7985,with an effective<br />
date of July 25, <strong>1985</strong>.<br />
Standail No. 208, "Occupant Crash<br />
hotection " On May 30, <strong>1985</strong>, a Notice of<br />
Proposed Rulemaking was issued proposing<br />
to upgrade the safety belt systenrs in trucks<br />
and multipurpose passenger vehicles with a<br />
gross vehicle weight rating over 10,000<br />
pounds and buses by requiring the use of<br />
emergency locking retractors and push-but-<br />
1g<br />
ton buckle releases. These proposed changes<br />
should promote the use of safety belts in<br />
these vehicles because it makes belts more<br />
convenient to use.<br />
Standard No. 210, "Seat BeIt Assembly<br />
Arclnrryes." On October 10, <strong>1985</strong>, an<br />
amendment was issued to Standard No. 210<br />
which requires all vehicles equipped with<br />
automatic protection systems at the right<br />
front passenger seating position be equipped<br />
with anchorages for a lap belt at that seat<br />
position, if the automatic protection system<br />
carurot be used to properly irutall a child<br />
safety seat. The effective date of this amendment<br />
is September L, 1987.<br />
Standard No. 213, "Child Seating Systems."<br />
On April 17, <strong>1985</strong>, the agency issued a<br />
final rule speciffing more objective criteria<br />
for safety seat inversion testing, effective the<br />
day of issue.<br />
On July 5, <strong>1985</strong>, a Notice of Proposed<br />
Rulemakingwas issued proposing to amend<br />
the requirements of Standard No. 213 to require<br />
child safety seats equipped with a<br />
tether strap to pass a 30 mph test without attaching<br />
the tether, and by eliminating the requirement<br />
that tethered seats be subjected<br />
to a 20 mph test. The agency believed that<br />
the amendmentwas necessaryto ensure that<br />
children riding in child safety seats with unattached<br />
tethers (a frequent misuse) will be<br />
provided the same crash protection iN seats<br />
designed without a tether.<br />
On August 21, <strong>1985</strong>, a final rule was issued<br />
changing the force necessary to operate<br />
safety seat buckle release mechanisms from<br />
the previous minimum of 12 pounds to a<br />
range between 9 and 1.4 pounds. The mzurimum<br />
release force in the post-impact test<br />
was reduced from the previous level of 20<br />
pounds to 16 pounds. Additionally, this rule<br />
added buckle size and buckle latching requirements<br />
to the standard. This rule ensures<br />
that child safety seat buckles are easier<br />
q ;<br />
.
for adults to operate, while preventing small<br />
childrenfrom opening the buckles. The rule<br />
becomes effective February lB, lg8d.<br />
Stendard No. 2l8, "Motorcycle Helrtrats,'On<br />
September 27,<strong>1985</strong>, a Notice of<br />
Proposed Rulemaking was published to extendthe<br />
testprocedures in Standard No.21B<br />
to cover all helmet sizes. Currently, only helmets<br />
that can be placed on the Size C<br />
(medium) test head form are inctuded.<br />
and workshops<br />
Scientific and technical conferences<br />
and workshops on occupant and pedestrian<br />
protection play an important role in the<br />
agency's research program. These *gslings<br />
are organized to provide a forum to exchange<br />
views, technical information, and<br />
new developments that can be applied to<br />
reduce injuries and fatalities that result from<br />
crashes.<br />
During <strong>1985</strong>, the following technical<br />
conferences and workshops were held:<br />
r In July 1.985, the Tenth Internation*<br />
al Technical Conference on Experimental<br />
Safety Vehicles (ESV)<br />
was held in Oxford, England. This<br />
conference was sponsored by the<br />
U.S. Govemment and hosted by the<br />
Oovcrnmcnt of thc United<br />
Klngdom. Tho serics of Intcrnation<br />
sl tcchnlcal confcrcncoo ic thc prlnc{pal<br />
mcchanlem for comrnunicatlng<br />
safety rcsearch plans, objectives,<br />
and results with the automotive<br />
Safety research experts worldwide.<br />
This communication provides each<br />
participant the opportunity to maximize<br />
the impact of research budgets<br />
by building on the research of others<br />
and by participating in cooperative<br />
research efforts.<br />
r In addition to government status<br />
reports on ongoing re$earch projects<br />
in the participating countries, indepth<br />
technical sessions were held<br />
on biomechanics and dummy<br />
development; cra$h avoidance research;<br />
occupant protection in frontal<br />
and side impacts; accident data<br />
acquisition and analysis; heavy duty<br />
vehicle, pedestrian protection and<br />
motorcycle safety research. The<br />
conference was attended by approximately<br />
500 of the leading<br />
government, industry, and academic<br />
automotive safety research scientists<br />
of the Western World and<br />
Japan and over 130 technical papers<br />
were presented.<br />
Hosting of these international conferences<br />
is on a rotating basis among<br />
participating governments; therefore,<br />
the Eleventh ESV Conference<br />
will be hosted by the U.S. Government<br />
in Washington, D-C. in May<br />
1987.<br />
r In November <strong>1985</strong>, more than 80 experts<br />
from 14 nations met in<br />
Washington, D.C., and participated<br />
in an Organization for Economic<br />
Cooperation and Development<br />
(OECD) lVorkshop on rhe "Effectivcncss<br />
of Safcty Bolt Uec Lann; A<br />
Muki.National Examination." Thls<br />
worklhop was thc culminatlon of an<br />
l8-month-long project sponsored by<br />
the OECD Road Research<br />
Program.<br />
The project was designed to collect<br />
recent data on safety belt use laws within the<br />
OECD member countries and produce, to<br />
the degree possible, a comparative assessment<br />
of those laws. The goal of the<br />
project was to provide information that
A voldlng Accidents<br />
The complex relationship between a<br />
motor vehicle and its driver is the subject of<br />
considerable interest at NHTSA. Factors in*<br />
fluencing this relationship include the<br />
driver's physical abilities and driving experience,<br />
the nature of the driving, the<br />
responsiveness of the motor vehicle and its<br />
components to the driver's demands and environmental<br />
considerations, such as road<br />
condition and weather.<br />
Driver improvement programs, strict<br />
law enforcement and better highway engineering<br />
have been the traditional and most<br />
publicized approaches to motorvehicle accident<br />
prevention. But improvements in<br />
vehicle components, such as brakes, steering<br />
systems, controls and displays, tires, wheels,<br />
mirrors and lights also contribute to the safe<br />
and efficient operation of a motor vehicle.<br />
Vlslbllltv<br />
Vision accounts for more than 90 percent<br />
of the information a driver receives.<br />
Research is concentrating on the problem of<br />
blind spots caused by inadequate rearview<br />
mirrors.<br />
The agency has field tested different<br />
mirror combinations to determine which<br />
reduce blind spots most effectively without<br />
creating other visibility problems. The tests<br />
involved more than 5,000 vans, including<br />
1,700 control vehicles with conventional<br />
plane mirrors, 1,900 equipped with plane<br />
mirrors on the driver's side and a single convex<br />
mirror on the passenger side and 1,700<br />
stith both plane and convex mirrors on both<br />
sides. The results indicated a crash rate<br />
reduction of 17.6 percent in the single convex<br />
mirror group compared to the conventional<br />
mirror group. The dual plane/convex<br />
mirror group had essentially the same crash<br />
rate as the conventional mirror group.<br />
17<br />
A 2-year field study was completed in<br />
<strong>1985</strong> that evaluated the crash reduction<br />
potential of equipping heary trucks with certain<br />
retro-reflective materials to make them<br />
more conspicuou$ at night. Approximately<br />
2,000 trailers were equipped with these<br />
reflectors. Vehicle-into-truck collisions<br />
were monitored and comparedwith those of<br />
a matched group of trailers without the<br />
reflectors. The results indicated 18 percent<br />
fewer collisions for vehicles striking reflectorized<br />
tractor-trailer units with reflectors.<br />
On November ?7,<strong>1985</strong>, Standard No.<br />
103, "Windshield Defrosting and Defogging<br />
Systems," was amended to require that passenger<br />
cars, multipurpo$e passenger<br />
vehicles, trucks and buses manufactured for<br />
sale outside the continental U.S. be<br />
equipped with defogging systems. This<br />
amendment resulted from a petition from<br />
Sunrise Motors.<br />
On April 12, L985, a notice was<br />
published which proposed to improve<br />
visibility on wet roadways by requiring certain<br />
spray suppression equipment for truck<br />
tractors, trailers and semi-trailers. The<br />
proposal, part of the implementation of Section414<br />
of the Surface Transportation Assistance<br />
Act of 1982, suggested that flaps and<br />
skirts be installed in specific locations on<br />
these vehicles and that the flaps be designed<br />
to achieve specified levels of spray suppression.<br />
Llghtfng<br />
A nationwide study on the aim of<br />
vehicle headlamps was completed. Data collected<br />
indicate that approximately 60 percent<br />
of the vehicles sampled had one or more<br />
lamps not within the recommended limits.<br />
Headlamps that are misaimed could lead to<br />
reduced driver visibility and increased glare.<br />
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On May 22, <strong>1985</strong> a firftl rule was<br />
published to extend the types of replaceable<br />
bulb headlamps that are allorved. Headlamps<br />
with nvin light sources and headlamp<br />
systemswith four lamps, each using a single<br />
standardized replaceable light source, were<br />
added as optional sptems.This actionwas in<br />
response to petitions from General Motors<br />
and Volkswagen of America.<br />
On July 22, <strong>1985</strong> a final rule was<br />
published in the Federal Register permitting<br />
the use of modulated headlamps during<br />
daylight hours to improve motorcycle safety.<br />
This action was in response to a petition<br />
from Harley-Davidson. Research indicates<br />
that motorcycles equipped with modulating<br />
headlamps are more easily seen by other<br />
motorists.<br />
OnSeptember ll, <strong>1985</strong> afinalrulewas<br />
issued to provide an alternate location for<br />
front identification lamps on multipurpose<br />
passenger vehicles, trucks and buses with<br />
widths exceeding 80 inches. This rulemaking<br />
resulted from a petition frortl the Truck<br />
Body Equipment Association.<br />
On May 13, <strong>1985</strong> a Notice ofProposed<br />
Rulemaking was published to permit the use<br />
of three additional standardized replaceable<br />
light sources to be designated HB-2, HB-3,<br />
and HB-4. This rulemaking was in response<br />
to petitions by Volkswagen atd General<br />
Motors.<br />
A Notice of Proposed Rulemaking<br />
which proposed solutioru to issues concerning<br />
the Type F sealed beam headlamp system<br />
was published on May 13, <strong>1985</strong>. It addressed<br />
the use of the lower beam light<br />
during upper beam use, simultaneous<br />
aiming of both the lower beam headlamp<br />
and upper beam headlamp and inclusion of<br />
an auxiliary filament in the lower beam<br />
headlamp for lighting purposes other than<br />
headlighting. This notice resultcd from a<br />
General Motors petition.<br />
18<br />
Petitions received from North<br />
American Philips Lighting Company,<br />
General Electric Company and General<br />
Motors resulted in a September 18, <strong>1985</strong><br />
Notice of Proposed Rulemaking proposing<br />
changes to the standardized replaceable<br />
headlight light source. The notice proposed<br />
tighter filament tolerances, relaxed bulb<br />
dimensions and a new method for location<br />
of the'black cap" on the end of the bulb. The<br />
proposal is expected to lead to greater<br />
freedom in the design and manufacture of<br />
headlamps,<br />
On November 22,<strong>1985</strong> a request for<br />
cornments was published on revising Standard<br />
No. 108, "I-amps, Reflective Devices<br />
and Associated Equipment," to help reduce<br />
the burden placed on vehicle and lighting<br />
manufacturers by certain design requirements.<br />
The intent is to make the headlighting<br />
requirements of Standard No. 108 more<br />
performance oriented.<br />
Gontrole and Dlsplays<br />
ANHTSAgrant to the Art Center College<br />
of Design in Pasadena, California" for<br />
students in its transportation design<br />
program to designvehicles that combine attractive<br />
styling and safety was completed in<br />
<strong>1985</strong>. Their designs emphasized interior<br />
crash ayoidance features, such as instrumentation<br />
and controls to reduce driver confusion<br />
and enhance safety. NHTSA's goals<br />
were to show that attractive designs and<br />
safety considerations are compatible and to<br />
provide the students with an interest in<br />
vehicle safety,<br />
On June 4, <strong>1985</strong> Standard No. 101,<br />
nControls<br />
and Displays," was amended to<br />
eliminate a requirement that the horn symbol<br />
be perceptually upright and to allow use<br />
of the words "Fasten Seat Belt" as an alternative<br />
to use for the seat belt symbol. This<br />
actionwas in response to petitions for recon-<br />
r'*i ',
sideration of a previous amendment<br />
to the<br />
standard.<br />
On September 12, <strong>1985</strong> a Notice of<br />
Proposed Rulemaking to Standard No. 101<br />
was published. This proposed amendment<br />
would remove certain restrictioru and permit<br />
greater flexibility in the illumination and<br />
identification of controls and displays. The<br />
proposed changes are in response to petitions<br />
from General Motors, BMW gtTechnolory<br />
and Volkswagen of America.<br />
Brakes<br />
On May 3, <strong>1985</strong> the agency issued a<br />
Notice of Proposed Rulemaking for a new<br />
Standard No. 135, "Passenger<br />
Car Brake Systems."<br />
This new standard would promote international<br />
trade by harmonizing U.S. braking<br />
regulations with those of the Economic<br />
Commission for Europe (ECE), Canada,<br />
Japan and Australia. It would eventually<br />
replaceportions of the current Standard No.<br />
105,<br />
"Hydraulic<br />
Brake Systerns," that apply to<br />
passenger cars. There are still differences<br />
between the U.S. and foreignproposals, and<br />
further development of the standard is<br />
needed before a final rule can be issued.<br />
Notices of Proposed Rulemaking were<br />
also issued on two matters dealing with<br />
brakes on heavy trucks. One proposal would<br />
change the portion of the test procedure<br />
dealing with burnishing (breaking in) the<br />
brakes to better accommodate disc brake<br />
designs. Disc brakes, while cotrtmon on passenger<br />
cars, are just coming into use in significant<br />
numbers of heavy truclcs. They offer<br />
several performance advantages over drum<br />
brakes, particularly a lower sensitivity to adjustment<br />
level and a decreased susceptibility<br />
to fade during prolonged usage, such as descending<br />
steep flpdes. The proposed amendmentwould<br />
encourage theuse of discbrakes<br />
on truclcs.<br />
19<br />
The other proposal would change the<br />
brake application and release timing requirements<br />
for air-braked truclcs, to produce<br />
better compatibility between tractors and<br />
trailers, partiorlarly in multiple-trailer combinations.<br />
The trailer timing test device<br />
would also be changed, to more closely simulate<br />
the performance of current tractor$.<br />
Crashes tpically involve various combinations<br />
of tailures by the driver, the vehicle<br />
and the roadway. Identiffing effective crash<br />
avoidance countenneasures requires an understanding<br />
of the events which lead to<br />
crashes and the contributions of both the<br />
driver and vehicle failures.<br />
NHTSA has focused on research<br />
programs to study the interaction between<br />
the driver and vehicle during certain critical<br />
accident situations. The goal of the program<br />
is to develop an understanding of how<br />
drivers perform manual control tasls. Emphasis<br />
is on the type of behavior that ocflrrs<br />
during unexpected crash avoidance situations.<br />
In additioq the use will be made of<br />
mathematical simulatiors of the driver and<br />
vehicle responses in naccident<br />
critical" situa,<br />
tions. A suspension parameter measurement<br />
device has been developed at NHTSA's<br />
Vehicle Research and Test C-enter to derive<br />
the data necessary for use in the vehicle portions<br />
of these simulations. This device is the<br />
only one of its kind in the world.<br />
Automotlve Radar Grash Warnlng<br />
Svstemg<br />
In the mid-1970's, NITTSA conducted<br />
the first sub$tantive research on the<br />
feasibility of using microwave radar as a<br />
crash warning system for motor vehicles. Although<br />
two functional prototJpe systems<br />
were developed and tested, the effort was
terminated because of cost and reliability<br />
problems associated with the electronics and<br />
an unacceptable level of false target alarms<br />
generated in actual traffic environments.<br />
However, since this technolog has the<br />
potential of providing an effective countermeasure<br />
for a wide range of accident$, and<br />
because of the great advances that have been<br />
made in radar and digital electronicr in the<br />
past decade, NHTSA is re-examining the applicability<br />
of automotive radar. An interagency<br />
agreement between NHTSA and the<br />
National Aeronautics and Space<br />
Administration's Manned Space Flight<br />
Center in Houstorl Texas, has resulted in a<br />
l-year research program to develop an advanced<br />
automotive crash warning system.<br />
Medlum/Heaw Truclr $afetv Reeearch<br />
Medium/heavy trucksl are involved in<br />
approximately 8.9 percent of the fatal accidents.<br />
They accumulate 4.9 percent of the<br />
totalvehicle mileage and comprise less than<br />
2.2 percent of the motor vehicle fleet. In<br />
<strong>1985</strong>, there was a 12.4 percent increase in the<br />
number of occupant fatalities in heavy trucks<br />
involved in single vehicle collisions. Collisions<br />
between medium/heavy trucks and<br />
other vehicles result in 21 percent of the<br />
fatalities sustained by occupants of other<br />
smaller vehicles involved in two-vehicle collisions.<br />
During <strong>1985</strong>, NHTSA s heavy truck research<br />
concentrated on the preparation of<br />
three Congressional studies in response to<br />
Sections 216,217 and 219 of the Motor Carrier<br />
Safety Act of 198,4. The reports are due<br />
to Congress in 1986.<br />
The Section 216 study (Heavy Truck<br />
Safety) will address the safety characteristics<br />
of heavy trucl$, the unique problems related<br />
to heavy trucks, and the manner in which<br />
such trucls are driven. The study will include<br />
an examination of the handling, braking,<br />
stabilityand crashworthiness of heavy trucla<br />
and an examination of State activities to<br />
motivate/compel truck drivers to comply<br />
with the traffrc laws.<br />
The Section 217 study (Truck Occupant<br />
Protection) will investigate the<br />
potential/known hazards to truck occupant<br />
safety and will define potential performance<br />
standards, if any, to be met by truck<br />
manufacturers-<br />
The Section 219 study (Safety-Related<br />
Devices) will assess the effectiveness of existing<br />
regulations regarding emergency<br />
warningdevices required to be carried byinterstate<br />
motor carriers and investigate the<br />
potential cost and benefits of requiring passenger<br />
car operators to carry emergency<br />
warning devices. The studywill also examine<br />
the highway safety benefits of various tlpes<br />
of warning devices.<br />
Additional heavy truck research activities<br />
during <strong>1985</strong> included:<br />
r A truck fleet evaluation assessing<br />
the life cycle costs andperformance<br />
(including effectiveness, reliability<br />
and maintainability) of automatic<br />
brake adjusters continued.<br />
r A driver's manual entitled, t'A<br />
Professional Truck Driver's Guide<br />
on the Use of Retarders" was<br />
published. The manual tells a driver<br />
how to obtain the maximum benefit<br />
from a retarder and how to avoid<br />
potential misuse of the device.<br />
r A series of reports documenting the<br />
agency's brake research. These<br />
reports defined the stopping<br />
capability of air and hydraulicallybraked<br />
truck, the effect of brake ad-<br />
1 Medium/heavy truck is defined as a truckweighing 10,000Ibs. or more.<br />
20
justment on air brake performance,<br />
the effect of pneumatic timing, and<br />
evaluated parking and emergency<br />
pneumatic systems on air-braked<br />
trailers.<br />
r An evaluation of the performance of<br />
tractor-trailer combinations built to<br />
European standards in comparison<br />
to U.S. vehicles, and quantification<br />
of the improvement possible with<br />
the use of antilock brake systems.<br />
r Testing of 15 combination vehicles<br />
toprovide data to support the efforts<br />
of theTruckTrailer Brake Research<br />
Group (ITBRG), a consortium of<br />
various trucking industry associations,<br />
in developing tractor and<br />
trailer braking system compatibility<br />
standards.<br />
r Updating a computerized data base<br />
of the manufacturers of heavy trucks<br />
and trailers and the characteristics of<br />
their products.<br />
r Continued use was made of heavy<br />
vehicle simulation models to identifu<br />
the design features which are<br />
, most important in determining the<br />
undesirable aspects of truck behavior<br />
in accident avoidance<br />
maneuvers.<br />
r Publication of the results of the<br />
agency's testing of devices to reduce<br />
heavy truck splash and spray.<br />
Vehlcle Research and Te$t Genter<br />
NHTSA's Vehicle Research and Test<br />
Center (rvRTC), located at the Transportation<br />
Research Center near East Liberty,<br />
Ohio, conducts research on howvehicles behave<br />
in driving situatioru and what happens<br />
21<br />
when they crash. Projects range from investigating<br />
the braking and controllability of<br />
large trucks, to the survival of vehicle occupants<br />
and pedestrians when crashes occur.<br />
The \/RTC also conducts research to support<br />
the agency's safety-related defect investigations.<br />
VRTC projec'ts include the development<br />
of criteria for interpreting test results<br />
in terms of probable injury to human crash<br />
victims, development and evaluation of<br />
anthropomorphic (human-like) test devices<br />
to serve as human surrogates in crash tests,<br />
and development and evaluation of vehicles<br />
relative to their ability to protect human life<br />
in crashes.<br />
Significant accomplishments included<br />
studies correlating laboratory test results<br />
and actual head injuries to crash victims, and<br />
the study of design characteristics of car<br />
fronts that may significantly reduce injury to<br />
pedestrians and to vehicle occupants in cars<br />
struck in the side.<br />
Extensive research on both passenger<br />
car and heavy vehicle brakes was also conducted.<br />
VRTC plays a significant role in the<br />
agency's heavy truck safety research<br />
program by performing and evaluating most<br />
of the full scale vehicle tests on the heavy<br />
truck brake research.<br />
AIso, VRTC has also started research<br />
in passenger car braking stability and control<br />
with the development of a suspension<br />
parameter measurement device. The Center<br />
is testing the validity of and developing passenger<br />
car stability and control models,<br />
which should ultimately be helpful in determining<br />
the causes and cues for passenger car<br />
instability and loss of control.<br />
-1<br />
ifi<br />
'ti<br />
'+<br />
'tif<br />
ii<br />
;i<br />
,<br />
.:ti
F uel Economy<br />
fu a result of the oil embargo of 1973,<br />
substantial increases in the price of imported<br />
petroleum, and a recognition of the nation's<br />
vulnerability to foreign oil supplies and pricing,<br />
Congress, in December 1975, passed the<br />
Energy Poliry and Conservation Act. The<br />
law added Title V to the Motor Vehicle Information<br />
and Cost Savings Act, requiring<br />
the $ecretary of Transportation to set<br />
average fuel economy standards for passenger<br />
cars and light trucks.<br />
Title V established specific passenger<br />
car standards for model years 1978-80, as<br />
well as for <strong>1985</strong> and subsequent years. The<br />
Act provided that the Secretary could amend<br />
the standards for <strong>1985</strong> and subsequentyears.<br />
NFITSA has set passenger car standards for<br />
model years 1981-84, and amended the<br />
model year 1986 standard in <strong>1985</strong>. Standards<br />
for light trucks have been established by<br />
NHTSA for model years 7979-87.<br />
In March <strong>1985</strong>, General Motors Corporation<br />
and the Ford Motor Company petitioned<br />
the agency to reduce passenger car<br />
fuel economy standards for 1986 and subsequent<br />
model years from 27.5 mpg to 26.0<br />
mpg. Both companies argued that changes<br />
beyond their control in the passenger car<br />
market, such as declining fuel prices and increased<br />
import competitioq had reduced<br />
their fuel economy capability-<br />
A notice was published in March <strong>1985</strong><br />
granting the petitions and requesting public<br />
cornment. The agency combined rulemaking<br />
on the two petitions with a petition submitted<br />
earlier by the Center for Auto Safety<br />
and the Environmental Policy Institute. The<br />
two organizations had petitioned the agency<br />
to raise passenger car fuel economy standards<br />
for model years 1987-90 in July 1984.<br />
23<br />
After considering the comments submitted<br />
in response to the March <strong>1985</strong> notice,<br />
NHTSA published in July <strong>1985</strong> a Notice of<br />
Proposed Rulemaking to amend the 1986<br />
standard to 26.0 mpg. The agency limited its<br />
proposal to the 1986 model year due to the<br />
possibility of serious economic harm to GM<br />
and Ford and the limited remaining time for<br />
amending that year's standard. Amendments<br />
reducing a standard for a particular<br />
model year may be made until the beginning<br />
of that model year, but not after that time.<br />
NTITSA stated in the notice it would later<br />
propose a range of alternatives for 1987 and<br />
subsequent model years. The agency held a<br />
public meeting in August <strong>1985</strong> to permit all<br />
interested parties to present their views.<br />
In September <strong>1985</strong>, after receiving extensive<br />
cornments on its proposal the agency<br />
issued a final rule amending the 1986<br />
standard to 26.0 mpg. NHTSA determined<br />
that the previous standard of 27.5 mpg was<br />
inconsistent with the statutory criteria of<br />
"economic<br />
practicability" for model year<br />
1986, since two of the large domestic<br />
manufacturers could achieve that level only<br />
through severe product restrictions. Those<br />
actions could have resulted in serious adverse<br />
economic impact, such as plant closings,<br />
unemployment and undue restrictions<br />
on consumer choice. NHTSA also determined<br />
that the manufacturers had made<br />
reasonable efforts to achieve the 27.5 mpg<br />
standard, but their efforts had been over*<br />
taken by factors beyond their control, such<br />
as declining fuel prices which have led to increased<br />
consumer demand for larger and<br />
heavier cars and more powerful engines.<br />
q<br />
+i<br />
';<br />
it<br />
lfr<br />
.4<br />
il<br />
"l'<br />
,<br />
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rd
Table 4<br />
Fuel Economy Standards for PassenFer Cars and Light Trucks<br />
for the 1978 th"<br />
Model Year Passenger Cars<br />
1978<br />
I 9794<br />
esd<br />
I<br />
I gg15<br />
1982<br />
1983<br />
1984<br />
<strong>1985</strong><br />
1986<br />
1987<br />
18.03<br />
1e.d<br />
20.d<br />
22.0<br />
u.0<br />
26.0<br />
n.0<br />
n.53<br />
26.06<br />
n.53 &7<br />
1. Standards for 1979 model year light trucks werd cstablished<br />
for vehicles with a groas vehicle weight rating<br />
(GVWR) of 6,0fl! Ibs. or less. Standards for MYs 1980<br />
thro,rgh 1987 are for light trucks with a GVtVn of up<br />
to and hsluding 8,j00 lbs.<br />
2. For model years 1982-87, manufacturers may complywiththe<br />
twowheel and four-wheel drive standards<br />
or may combine their two-wheel and four-wheel drive<br />
light trucks and complywith the compoeite standard.<br />
3. Established by Congress h Title V of the Motor<br />
Vehicle luformation and Cost Savings Act.<br />
4. For MY 1979, lighl truck manufacturers may comply<br />
separately with standards for four-wheel drive,<br />
general utility vehicles and all other light trucks, or<br />
combine their trucks into a single fleet and comply<br />
with the 17.2 mpgstandard.<br />
Tho-wheer brive u#* ** comDosite2<br />
24<br />
17.2<br />
16.0<br />
t6.7<br />
18.0<br />
19.5<br />
20.3<br />
19.7<br />
20.5<br />
21.0<br />
15.8<br />
14.0<br />
15.0<br />
16.0<br />
17.5<br />
18.5<br />
18.9<br />
19.5<br />
19.5<br />
17.2<br />
.;;,<br />
19.0<br />
20.0<br />
19.5<br />
20.0<br />
20.5<br />
5. Light trucks manufactured bya manufacturerwhose<br />
fleet is powered exclusivelybybasic engines which are<br />
not also used in passenger automobiles, must meet<br />
standards of 14 mpg and 14.5 mpg in model year 1980<br />
and 1981, respectively.<br />
6. Title V established a standard 27.5 mpg for <strong>1985</strong> and<br />
subsequent model years, but provided the Deparr<br />
ment of llenspnrtation with the authority to amend<br />
the standard. In October <strong>1985</strong>, NftTSA published a<br />
finalrule changingthe MY 1986 standard to 26.0-pg.<br />
7. For MY 1987 and thereafter, unless amended by the<br />
Department.
Also in September <strong>1985</strong>, NHTSA issued<br />
a final rule establishing light truck<br />
standards for model year 1987. The agency<br />
published a composite standard of 20.5 mpg,<br />
with optional separate standards of 21..0 mpg<br />
for two-wheel drive trucks and 19.5 mpg for<br />
four-wheel drive trucks.<br />
Fuel Economy Enforcement<br />
Fuel economy enforcement involved<br />
monitoring the <strong>1985</strong> corporate average fuel<br />
economy (CAFE) performance by the<br />
manufacturers' 49 fleets of passenger<br />
automobiles and light trucls.<br />
Manrrfncturer<br />
Alfa Romeo<br />
BMW<br />
Chrysler<br />
Ferrarir<br />
Ford<br />
Ford<br />
Ford<br />
General Motors<br />
Jaguar<br />
Mercedes Benz<br />
Peugeot<br />
Porsche<br />
Saab<br />
Volvo<br />
Fleet<br />
Model Year <strong>1985</strong><br />
Import passenger cars<br />
Import passenger cars<br />
Domestic light trucls<br />
Import piilisenger<br />
cars<br />
Domestic passenger<br />
cars<br />
Domestic light trucks<br />
Import passenger<br />
cars<br />
Domestic passenger<br />
cius<br />
Import parsenger cars<br />
Import passenger<br />
cars<br />
Import passenger cars<br />
Import passenger cars<br />
Import passenger<br />
cars<br />
Import passenger cars<br />
' Pctitioncd for rltcrnrtlra ctrdrrd for los, \rolurnc rnrnuficturcr,<br />
25<br />
Fourteen manufacturers' fleets had<br />
CAFE's projected to be below the average<br />
fuel economy standard for model year <strong>1985</strong>.<br />
The Motor Vehicle Information and Cost<br />
Savings Act provides that a manufacturer<br />
may offset such a shortfall with either carry<br />
forward or carry back credits from the three<br />
preceding or succeeding model years. The<br />
CAFE values submitted were projections,<br />
and were not adjusted for EPA test procedure<br />
changes except the Ford passenger car<br />
and GM fleet.<br />
The 14 manufacturerr' fleets whose<br />
fuel economy performance was projected to<br />
be below the applicable <strong>1985</strong> average fuel<br />
economy standard were:<br />
PN,O'ECIED<br />
CaFn (mng)<br />
27.r<br />
25.8<br />
19.0<br />
13.9<br />
26,3<br />
19.1<br />
u.9<br />
25.5<br />
r9.3<br />
23.0<br />
24.7<br />
?5.5<br />
25.8<br />
26.5<br />
STANDARD<br />
(-ng)<br />
n.5<br />
27.5<br />
19.5<br />
27.5<br />
27.5<br />
19.5<br />
27.5<br />
27.5<br />
27.5<br />
27.5<br />
27.5<br />
27.5<br />
27.5<br />
27.5
Enforcement<br />
NHTSA is responsible for enforcing<br />
Federal laws, standards and regulations on<br />
motor vehicle safety. During <strong>1985</strong>, motor<br />
vehicle manufacturers recalled more than<br />
5.6 million vehicles because of safety-related<br />
defects or failure to comply with Federal<br />
motor vehicle safety standards. Of the<br />
vehicles recalled, approximately 3.8 million<br />
were influenced by NHTSA<br />
In additiorl the agency enforces the<br />
odometer requirements of the Motor<br />
Vehicle Information and Cost Savings Act<br />
which include prohibitions against tampering<br />
with motor vehicle odometers, as well as<br />
disclosure requirements for vehicle sellers.<br />
NHTSA's safety enforcement activities<br />
are divided into two operational<br />
areasr defects investigation and safety standards<br />
compliance. Defect investigations cover<br />
domestic and foreign motor vehicles, tires,<br />
and equipment, and the safety-related defect<br />
notification requirements of the National<br />
Traffic and Motor Vehicle Safety Act of<br />
1966. Compliance investigations involve<br />
areas of motor vehicle safety standards and<br />
associated regulations relating to vehicles<br />
and motor vehicle equipment.<br />
The motoring public is the primary<br />
source of information for defect investigations;<br />
NIITSA receives approximately l,lfr)<br />
reports a month concerning alleged safety<br />
problems with motor vehicles, tires and<br />
equipment.<br />
Safetv Defec"ts<br />
When a manufacturer obtains information<br />
that a safety defect exists (or a group of<br />
vehicles or items of equipment do not comply<br />
with a Federal motor vehicle safety<br />
standard), it is required by Iaw to notiff the<br />
vehicle owner, dealers, distributors and<br />
NHTSA The manufacturer also is required<br />
to remedy the problem free of charge to<br />
vehicle owners. This applies to vehicles and<br />
equipment that are I years old or less and to<br />
tires that are 3 years old or less.<br />
Since 1966, 1 18.4 million vehicles have<br />
been recalled by manufacturers to correct<br />
safety defects. This includes both defects and<br />
safety standards noncompliance recalls.<br />
NHTSA inltuenced the recall of. 62.5 million<br />
of these vehicles.<br />
The Investlgatlve Procese<br />
Most safety recalls are initiated by<br />
manufacturers entirely on their own and in<br />
response to applicable laws and regulations.<br />
Even if NIITSA has started the process of<br />
identifying a safety-related defect, a<br />
manufacturer can agree to avoluntary recall<br />
at any time. In fact, most recalls are voluntary,<br />
even when NHTSA is involved, and<br />
very few have been "ordered" by NHTSA<br />
Voluntary recalls are preferable to ordered<br />
recalls because theyget defective cars off the<br />
road much sooner.<br />
The identification of a safety-related<br />
defect by NHTSA is a four step process.<br />
First, information is gathered, primarily<br />
from consumer/owner letters and from<br />
reports that originated from consumer calls<br />
to the NHTSA Auto Safety Hotline. Each<br />
letter and report is reviewed and the alleged<br />
safety defect information is then computerized<br />
for easy analysis and quick<br />
retrieval. When a trend is identified, the next<br />
step in the process is triggered, beginning<br />
either a preliminary evaluation or an engineering<br />
analysis.<br />
A pteliminary evaluation usually<br />
precedes an engineering analysis. During<br />
phase, the manufacturer is contacted<br />
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and asked to provide information relating to<br />
the problem and this information is used to<br />
decide whether an engineering analysis<br />
should be initiated.<br />
An engineering analysis is conducted<br />
to identiff problems which have safety implications.<br />
As part of this analysis, the<br />
manufacturer is contacted and requested to<br />
supply production information, technical<br />
datE and complaints received. During this<br />
analysis, complaint data are further<br />
reviewed and engineering studies and<br />
vehicle or equipment tests may be conducted.<br />
If a potential safety-related defect is<br />
identified through an engineering analysis,<br />
and there is no voluntary recall, the next step<br />
is to open a formal defect investigation to<br />
determine if the corasequences and safety<br />
implications of the alleged defect warrant a<br />
recall.<br />
With the opening of a defect investigation"<br />
the manufacturer is again notified and<br />
a press release is issued asking that the<br />
public provide the agenry with information<br />
pertaining to the investigation.<br />
During the investigation" all previously<br />
collected information is reviewed, confirmed,<br />
and supplemented, and interviews<br />
may be conducted with drivers or accident<br />
victims who have experienced the problem.<br />
Further studies and vehicle testing may also<br />
be conducted. During this phase, some<br />
manufacturers agree to a recall and the investigation<br />
is closed. If the investigation supports<br />
a defect finding, and the manufacturer<br />
does not recall voluntarily, an initial determinationis<br />
made that a safety-related defect<br />
exists and that a recall is warranted.<br />
After an initial determination is made,<br />
the manufacturer is notified, a press release<br />
is issued, and a public meeting is scheduled<br />
to offer the manufacturer and the public an<br />
opportunity to presentviews and arguments<br />
concerning the alleged safety defect. Even at<br />
this stage, the manufacturer may agree to<br />
conduct a voluntary recall.<br />
Following the public meeting and a<br />
review of the material presented, the Administrator<br />
makes a decision on the matter,<br />
ordering a recall if a final determination is<br />
made that a safety defect exists. If the<br />
manufacturer still does not recall, the matter<br />
is pursued in Federal court.<br />
<strong>1985</strong> Recalls<br />
There were 173 safety defects and<br />
safety standards noncompliance recall campaigns<br />
in <strong>1985</strong> involving 5.6 million motor<br />
vehicles. Thirty-five of the recall campaigns<br />
involving some 3.8 million vehicles were influenced<br />
by NHTSA. In addition to these<br />
recalls, 5.04 million units of motor vehicle<br />
equipment and over 28,000 tires were<br />
recalled.<br />
Some of the major safety recalls that<br />
occurred in <strong>1985</strong> were:<br />
General Moton, NHTSA influenced the recall of<br />
738,4{15 model year f983-<strong>1985</strong> Chewolet Camaro and<br />
Pontiac Firebird models to correct a problem with the<br />
shoulder seat belt retractor. Altho'rgh the inertial feature<br />
that locks the lap and shoulder belt in the event<br />
of an accident is not affecte4 if slack is more than<br />
recommended in the owners manual, injuries to the<br />
upper body and head would be increased in a crash.<br />
Chrysler. NHTSA influenced the recall of 264,0fi)<br />
model year 1984-<strong>1985</strong> Plymouth Voyager, Dodge<br />
Caravan, and Mini Ram Van vehicles to correct a<br />
prohlem with the rear brake proportioning valve.<br />
Proportioning valve malfunction results in increased<br />
stopping distances during hard braking with a light<br />
load and may cause a crash.<br />
Fard. NHTSA influenced the recall of 515,000 model<br />
year 1982-1 983 Ford Escort and Mercury Lynx models<br />
to correct a problem with the floor mounted rear seat<br />
belt retractors. A jammsfl retractor would interfere<br />
withwebbing retraction andwithdrawal. This ptoblem<br />
will discourage safety belt usage.<br />
MaEde NHTSA influenced the recall of 136,526<br />
model year 1979-1983 RX7; model year 197%1983<br />
GLC; and model year lyn-198? 626models to replace
ft'F|ri"' ,Fqt<br />
the idler arm pin. Ttis pin could fracture or seize due<br />
to corrosion from road salt. A broken pin could result<br />
in locs of steering control and may cause a ctash.<br />
Prellmlnary Evaluatlons, Englneerlng<br />
Analvgee and Formal Defect<br />
Investlgatlons<br />
In <strong>1985</strong>, there were 111 preliminary<br />
evaluations and engineering analyses<br />
opened, and 97 were carried over from previous<br />
years. $eventy-seven preliminary<br />
evaluations and engineering analyses were<br />
closed without action because it did not appear<br />
that a potential safety-related defect<br />
was pre$ent. There were also 31. vehicle and<br />
equipment recalls that were inlluenced by<br />
preliminary evaluations and engineering<br />
analyses some of which were in progress<br />
prior to <strong>1985</strong>.<br />
Two formal defect investigations were<br />
opened and six investigations were still active<br />
at the end of the vear.<br />
Recall Audlts<br />
Recalt campaign audits are conducted<br />
to determine the effectiveness of recall campaigns.<br />
Audits demonstrate to vehicle owners,<br />
vehicle and equipment manufacturers,<br />
dealers and distributors that NHTSA is con*<br />
cerned that the recall work is properly completed<br />
and accomplished within a<br />
reasonable period of time. The audit involves<br />
direct communication between NHTSA<br />
and vehicle owners, so owners can express<br />
satisfaction or dissatisfaction with the handling<br />
of the recall and furnish information to<br />
help improve future campaigns.<br />
Audits may be conducted by mail<br />
and/or through visits by the NHTSA staff. A<br />
mail audit requests that the vehicle owner<br />
provide specificinformation on the recall experience.<br />
Typical question$ concern the<br />
timeliness of the repair and availability of<br />
parts. The field audits, conducted by both<br />
NHTSA headquarters and regional office<br />
staffs, include contact with owners and visits<br />
to dealerships to examine records and to talk<br />
with service and parts department<br />
employees.<br />
In <strong>1985</strong>, seven audits were opened and<br />
four audits begun in 1984 were completed.<br />
In addition to asking questions about a<br />
specific recall, owners were asked to comment<br />
on any other problems they had experienced<br />
with the vehicle. Copies of the<br />
comments received in response to the recall<br />
campaign mail audits were sent to the<br />
manufacturer and, on two recalls, the<br />
manufacturers decided to notiff owners who<br />
had not had the recall completed to increase<br />
the recall completion rate.<br />
Vehlcle and Equlpment Satety<br />
Gompliance<br />
Safety compliance involves the testing,<br />
inspection and investigation of motor<br />
vehicles and motor vehicle equipment to assure<br />
thatthey complywith the NationalTraffic<br />
and Motor Vehicle Safety Act of 1966,<br />
and Federal motor vehicle safety standards<br />
and associated regulations, including the<br />
joint import regulation issued by the<br />
Secretaries of Transportation and Treasury.<br />
Monitoring compliance is a serious enforcement<br />
function and considerable emphasis<br />
is placed on making the process work<br />
efficiently. Professional exchanges of information<br />
about alleged automotive defects<br />
have resulted in many instances of voluntary<br />
manufacturer recalls in cases of noncompliance.<br />
The motoring public is the ultimate<br />
beneficiary when safety problems are<br />
remedied quickly.<br />
Gompllance Testing<br />
Each year, NHTSA tests representative<br />
samples of new vehicles and
automotive equipment for compliance with<br />
Federal motor vehicle safety standards and<br />
regulations. This sampling provides a<br />
measure of assurance that manufacturers<br />
are providing consumers with products that<br />
meet prescribed safety requirements.<br />
Test vehicle selections are made according<br />
to criteria which consider previous<br />
test results, accident dat4 owner complaints<br />
and engineering evaluation of design features<br />
across all model lines. The criteria are<br />
reviewed and updated periodically to<br />
provide a more logical and doflrmented<br />
basis for the testing priorities.<br />
The existence of a compliance test<br />
program with public availability of the test<br />
results is a strong inducement to manufacturers<br />
to improve their own safety monitoring<br />
programs. This is evidenced by thc improvements<br />
in the motor vehicle industry<br />
quality control programs, and the availability<br />
and quality of manufacturer certification<br />
data that was examined when problem areas<br />
were investigated.<br />
Compliance testing also continues to<br />
provide hard data for evaluating existing<br />
standards, modifications to standards,<br />
proposals for new standards and processing<br />
of the many petitions received by the agency.<br />
The agency closely monltors new<br />
models as they are introduced into the<br />
marketplace. New desig;ru and technologr<br />
lend themselves to the potential for com'<br />
pliance problems. This is particularly so<br />
during model introduction and the early<br />
production years.<br />
In <strong>1985</strong>, 118 vehicles were subjected to<br />
203 tese for compliance with Federal motor<br />
vehicle safety standards. The test program<br />
for motorvehicle equipment involved 3,874<br />
30<br />
items such as tires,brake hoses, lamps, safety<br />
belts and child seating systems.<br />
The <strong>1985</strong> test program resulted in 20<br />
recalls involving 23,835 vehicles and<br />
4,187,375 pieces of equipment. The major<br />
vehicle recalls include: 8,085 model year<br />
1983, 1984 and <strong>1985</strong> Renault 18i and<br />
Sportwagons recalled by American Motors<br />
corporation for failure to meet the requirements<br />
of Standard No. 21Q "Seat Belt Assembly<br />
Anchorages;" 11,(X)0 model year<br />
<strong>1985</strong> Subaru XT coupes recalled by Subaru<br />
of America for failure to meet the requirements<br />
of Standard No. 301,<br />
"Fuel System Integrityf'<br />
and 4, 107 K-Mart trailers for failure<br />
to meet the requirements of Standard No.<br />
120, 'Tire Selection and Rims for Motor<br />
Vehicles Other Than Passenger Cars."<br />
The major equipment recalls include<br />
12,169 and 1,138 motorcycle hclmets<br />
recalled by The Vetter Division of Bell Helmets<br />
and by AGV-Italy, respectively, for<br />
failure to meet the requirements of Standard<br />
No. 218, "Motorcycle Helmet;" 20,000<br />
stoplamps and 2,000 boat trailer combination<br />
lamps recalled by Blazer International<br />
Corporation and Sierra Products, Inc.,<br />
respectively, for failure to meet the requirements<br />
of Standard No. 108,<br />
"Lamps, Reflective<br />
Devices, and Associated Equipment;n<br />
2,419"590 turn $ignal and hazard warniug<br />
flashers recalled by 10 different im.<br />
porters/manufac'turers for failure to meet<br />
the requirements of Standard No. 108;<br />
522,573 Westinghouse headlarrrps recalled<br />
by North American Phillips for failure to<br />
meet the photometric requirements of Standard<br />
No. 108; and 1,2W,852 containers of<br />
brake fluid recalled by $TP Corporation for<br />
failure to meet the requirements of Standard<br />
No. 116, nMotor Vehicle Bralce Fluids."
Chlld $eatlng Svstems<br />
Emphasis continued on the compliance<br />
testing of child safety seats to ensure<br />
that those on the market comply with Standard<br />
No. ?13, "Child Seating Systems." The<br />
seats that were tested were in compliance<br />
with NHTSA's dynamic performance<br />
criteria, but some individual component<br />
parts were in noncompliance and are under<br />
investigation.<br />
Odometer Trmperlng<br />
Odometer tampering continues to be a<br />
probler4 particularly involving the 4 million<br />
late model, high mileage, fleet and leased<br />
vehicles entering the used car market each<br />
year. A professional odometer<br />
"clocker"<br />
can<br />
change the odometer reading of a vehicle in<br />
less than 3 minutes.<br />
In August <strong>1985</strong>, the Illinois Attorney<br />
General completed a study for NIITSA that<br />
disclosed 50 percent of leased vehicles had<br />
odometers turned back before $ale to consumers.<br />
NHTSA estimates this will cost unwary<br />
consumers $2 billion each year.<br />
NHTSA continued its odometer enforcement<br />
program, confirming odometer<br />
fraud in 36 investigations conducted in 17<br />
States. During these investigations, it was<br />
dctermined that the mileage on at least 189<br />
vchiclcs had bccn rollcd back. Ten cases involving<br />
largc-scale odometer tampering<br />
were turned over to the U.S. Department of<br />
Justice for criminal prosecution. In additiort<br />
six cases were referred to State enforcement<br />
agencies and the results of 20 investigations<br />
were given to consumers so they could take<br />
private civil actions to recover damages.<br />
NHTSA also supported sevenFederal grand<br />
jury investigations of large-scale odometer<br />
fraud which resulted in 12 criminal convictions.<br />
Because of the interstate nature of<br />
odometer fraud, NHTSA continued to place<br />
31<br />
additional emphasis on improving<br />
State/Federal cooperation in attacking this<br />
serious problem. The Annual Odometer Enforcement<br />
Conference, which was first organized<br />
and sponsored by NIITSA in 1980,<br />
attracted representatives from 34 States and<br />
Canada in <strong>1985</strong>, an increase in representation<br />
from the 1984 conference. These<br />
conferences provide for the exchange of intelligence<br />
information and techniques relating<br />
to investigations and prosecutions between<br />
the States.<br />
The impact the odometer enforcement<br />
program is having on the used car industry<br />
became evident in <strong>1985</strong>. The National Auto<br />
Auction Association reported that, because<br />
of stringent enforcement of the Federal<br />
odometer law, more high-mileage vehicles<br />
were being sold through their member auctions<br />
than ever before. The Automotive<br />
Fleet and l-easing Association encouraged<br />
fleet managers to remove vehicles from fleet<br />
use at 40-45 thousand miles rather than 65-<br />
70 thousand miles as enforcement of<br />
odometer laws has made high-mileage<br />
vehicles difficult to market.<br />
lmported Motor Vehlcles<br />
As a general rule, motor vehicles<br />
manufactured after January 1, 1968, must<br />
comply with all applicable Federal motor<br />
vehiclc safety standards before they can be<br />
imported into the United States, and the<br />
U.S. Customs Service requires importers to<br />
file a declaration with each entry. Vehicles<br />
that are certified by their manufacturers as<br />
complying promptly clear Customs.<br />
Vehicles that do not conform can be<br />
imported, but a bond is required to assure<br />
that the vehicle will be brought into conformity<br />
within a reasonable length of time,<br />
normally 120 days.<br />
An instruction handbook, prepared by<br />
NHTSA and furnished to importers by Cus-
toms, advises the importer of the specific<br />
standards and regulations applicable to the<br />
vehicle being imported. The U.S. Department<br />
of State is provided with copies for distribution<br />
to embassies, consulates and the<br />
passport office. Similarly, the Department of<br />
Defense distributes them to overseas<br />
military installations.<br />
NHTSA answers approximately 4,0fi)<br />
telephone and letter inquiries each week<br />
from potential importers. Information that<br />
explains the difficulties involved in importing<br />
noncomplying vehicles is widely distributed<br />
to help potential importers avoid<br />
costly and time-consuming problems.<br />
The number of nonconforming, or<br />
"gray<br />
market," vehicles imported into the<br />
United States increased in <strong>1985</strong> to 66,879<br />
ftom37,{Ein 1984.<br />
Lltlgatlon<br />
Center for Auto Safety v, Steed; State Fann v. DOT<br />
(Bumpen). The two consolidated cases to review<br />
NHTSA's May 1982 amendment of the bumper standard<br />
and NHTSA's October 1982 denial of petitions for<br />
reconsiderationwere argued before the U.S. Cowt of<br />
Appeuls for the District of Columbia Circuit. The<br />
challenged amendrnent reduced the test speed requirement<br />
of the standard from 5 mph to 2.5 mph<br />
based on the agenclrs analysis of the cost and benefit<br />
factors, which concluded that the reduction would<br />
best fulfill the statutorymandate to achieve maxinrrm<br />
feasible reduction of costs to the public and the consumer.<br />
On January 8, <strong>1985</strong>, the Court of Appeals issued<br />
a 2-1 decision upholding the amendment as a rational<br />
exercise of agency discretion.<br />
United Stafes y. General Moton (X-bdy brakcs). ln<br />
March 1984, the trial began on the government's complaint<br />
seeking the recall of all t.t million l9B0 model<br />
General Motors X-body cars to correct alleged<br />
defects in their braLing systems as well as civil penf,lties.<br />
At the en6o11gE4, thegovernment had presented<br />
its case-in-chief, and General Motors had presented<br />
its defense. The trial concluded in May f985 after each<br />
party presented the rebuttal phase of its case. Both<br />
parties then submitted poet-trial briefs at the direction<br />
of the Court. Briefing is scheduled to be completed in<br />
January 1986 and the Court has scheduled the closing<br />
arguments of both parties for February.<br />
32<br />
State Farm v. Dole; New Yo* State v, DoIe; National<br />
Association of Insurance Commissioners v. Dole<br />
(Aututtotic rcsfruinia). These consolidated cases seek<br />
judicial review of Secretary Dole's July 11, 1984<br />
decision to require the installation of automatic<br />
restraints on MY 1990 vehicles unless States with twothirds<br />
of the nation's population have enacted qualifying<br />
mandatory sflfety bclt use laws prior to that tirne.<br />
By the end of 1984, all petitioners and the government<br />
had filed their briefs and the matter was awaiting oral<br />
argument bcfore the U.S. Court of Appeals for the<br />
District of Columbia Circuit. Oral argument was held<br />
on March 11, <strong>1985</strong>.<br />
Sottth Dakaav, Dole; Ohio Retail Permit Holdcn Association<br />
v. Dole (21year old drinking age). The State<br />
of South Datota and an Ohio [quor dealers'trade association<br />
filed separate complaints sf,allsnging legislation<br />
enacted by Congress in June 1984, that provides<br />
for the wittrholding of a percentage of Federal-aid<br />
highway firnds from States that failed by October 1,<br />
1986, to enact legislation establishing 21 years of age<br />
as the minimum drinking age for all alcoholic<br />
beverages. The complaints alleged that the legislation<br />
violates the 10th and 21st amendments to the U.S.<br />
Constitution. The government moved to dismiss both<br />
actions on grorrnds that theywere prematrue, and also<br />
on grounds that the legislation is unconstitutional.<br />
Dudng <strong>1985</strong>, the Corut in South Dakota granted the<br />
government's motion to dismiss, denying plnintiffg<br />
constitutional claims. Thc Ohio action was dropped.<br />
South Dakota filed an appeal of the disrnissal in the<br />
United States court of Appeals for the Eighth Circuit.<br />
Numerous other States and a.Lninistrative bodies<br />
joined South Dakota's appeal as unici czn's€. Briefs<br />
were submitted in <strong>1985</strong> and the matter will be argued<br />
in February 1986.<br />
Center for Auto Sofety v. NHTSA (Ligfit Truck Fuel<br />
Ecutomy StanMs - MY I9[J5-I9M). On April 10,<br />
<strong>1985</strong>, the Center for Auto Safety and other groups filed<br />
in the United States C,orut of Appcals for the District<br />
of Columbia Circuit a petition for review of the fuel<br />
economy standards for 19&5 and 1986 model year light<br />
trucks and of the denial of their petition for reconsideration<br />
of these standards. The agency amended<br />
the standard for MY <strong>1985</strong> to r9.5 miles per gallon, and<br />
set the standard for MY 1986 at 20.0 rnilss p€1gallon.<br />
Petitioners and the government frled their briefs in<br />
July <strong>1985</strong>. Interrenors filed their briefs in August <strong>1985</strong>.<br />
The Corutwill hold oral argument on March 14, 1986.<br />
In re Center forAuto SaIeA; (Ligltt Truck Fuel Economy<br />
StwtMs - IilY 1987-1988). On June 10, <strong>1985</strong>, the<br />
CenterforAuto Safetyfiled in theUnited States Court<br />
of Appeals for the District of Columbia Circuit a pstition<br />
to compel NTITSA to issue light truck fuel<br />
lr'1<br />
.4r
economy standards for model year 198i/ and 1988. By<br />
September 30, <strong>1985</strong>, NHTSA set the frrel economy<br />
$andard for MY 1987 light trucks at Z)-5 miles pcr galbn.<br />
On November 29, <strong>1985</strong>, the Center for Auto Safety<br />
filed a petition in the United States Court of Appeals<br />
for the District of Colrrmbia Circuit sfuallsrging the<br />
standard; and in Deccmber 19&5 moved to have the<br />
briefing schedule defetred. The C-ourt will hold oral<br />
argument on the petition to compel on March 14, 1986.<br />
htblic Citinry et al. v. NHTSA (Passenger Car Fuel<br />
Econwny Standard- MY 19ffi). On November 14, <strong>1985</strong>,<br />
Public Citizen, the State of California, several large<br />
municipalities and serreral public interest organiiations<br />
filed petitions in the United States Court of Ap<br />
peals for the District of Columbia Circuit challenging<br />
NHTSA's order amending the pass€nger car fuel<br />
sconomy standard for MY 1986 by reducing it from<br />
?il5to26 miles per qellon. Thebriefs of all parties, intervenors<br />
and anici cuiaE arre to be filed in the Spring<br />
of 1986.<br />
United States v, Underhill (Ofumeter Enforxement). On<br />
FebruaryS, <strong>1985</strong>, the government filed an appe al in the<br />
United States Court of Appeals for thc Si*h Circuit<br />
of a decision of the United States District Court for the<br />
Western District of Kentucky, which would have<br />
severely restricted the ability of the Federal government<br />
to compel production of odometer records that<br />
the automobile dealers are required to maintain by the<br />
Motor Vehicle Information and Cost SavingsAct and<br />
NHTSA regulatious. The parties filed their briefs in<br />
June and July <strong>1985</strong>, and the Court heard oral argument<br />
on Octobcr 31, <strong>1985</strong>.<br />
Wayte Corp.v. Depafintent of Trutsprtation (School<br />
Bus Safety Standard). On December 31, <strong>1985</strong>, Walne<br />
Corp., a manufacturer of school buses, filed in the<br />
United States Court of Appeals for the Seventh Circuit<br />
apetition for reviewof NHTSA's denial of its pctition<br />
for rulemaling to amend Federal Motor Vehicle<br />
Safety Standard No. 221, School Bus Body Joint<br />
Strength. Briefs of the parties will bc filed in early 1986.<br />
Center for Auto Safety v, Dole (Ford Transmlssrbns). In<br />
July <strong>1985</strong>, NHTSA denied a pctition filed by the<br />
Center for Auto Safety (CFAS) sssking to reopen the<br />
agenc/s defect investigation into the alleged failure of<br />
certain Ford vehicles with automatic transmissions to<br />
engage or hold in Park. On Septembcr 9, <strong>1985</strong>, the<br />
CFAS filed a complaint in the United States District<br />
Court for the District of Columbia sffiking reversal of<br />
the agenc/s decision. The government filed a motion<br />
to dismiqq or for sunmaryjudgment on November fl},<br />
<strong>1985</strong>. All briefs of the partie.s on the notions 1s dinniqs<br />
or for sunrnary judgment were filed by December 3,<br />
<strong>1985</strong>. At the end of the year, the action was p,ending.<br />
United Staus v. Eddkp (Ofumeta Enforwmenr). On<br />
December 17, 1984, the governnent fliled a complaint<br />
in the Unitcd States District Court of the Northern<br />
Districf of Oklahoma seeking the $100,0fi) mutimum<br />
civil penalty end injunctive relief for violation of the<br />
provisionof Title IV of the Motor Vehicle Information<br />
and Coct Savings Act requiring automobile dealers to<br />
maintain propcrly completed odometer disclosure<br />
statenent$. The parties entered into a consent agreement<br />
which provided for palment of $35,000 in civil<br />
penalties and injunctive relief. The Court approved<br />
the agreement and entered an order dismissing thc<br />
case on April 25, <strong>1985</strong>. The civil penalty was the largest<br />
ever collected by the Federal government iu an<br />
odometer enforcement case not involving a crirninal<br />
violation.<br />
United Stafes v. K-Mart Corp.The governrnent Filed a<br />
complaint on August 14, <strong>1985</strong>, in the United States<br />
District Court for Maryland seekingthe $800,000 maximum<br />
civil penalty and injunctive relief for importation<br />
and sale by IGMart of hazard warning and turn signal<br />
flashers that did not meet Standard No. 108,I-amps,<br />
Reflective Devices, and Associated Equipment.<br />
Stue of Maryland (55 MPH Speed Limit Cornpliwtcefr<br />
1954). The State of Mar/and filed a challeuge to<br />
the proposed determination by NHTSA and the<br />
Federal Highway Administration (FHWA) that it had<br />
not complied with the requirements of the 1974<br />
Amendments to the Federal Aid Highways Act for enforccment<br />
of the 55 MPH national maximum speed<br />
limitinFY 19&4, andthat aportionof itsFY 1986 highway<br />
funds should therefore be withheld. On December<br />
fl), <strong>1985</strong>, the Secretary issued an order instituting<br />
a formal procerding before atr Adflinlqtrative law<br />
Judgc to make a determination on the issue of whether<br />
Maryland hadbeen in compliance in FY 1984.<br />
Stue of tuimru (55 MPH Spced Limil Contpliance-N<br />
19M). "Ihe $tate of Arimna hled a challenge to the<br />
propoced determination by NHTSA and FIIWA that<br />
it had not complied with the requirements of the 1984<br />
Amendments to thc Fedcral Aid Highwap Act for en -<br />
forcement of the 55 MpH nationsl naximrrm speed<br />
limith FY 1984, andthat aportionofits highwayfunds<br />
should be withheld for FY 1986. On December ?0,<br />
<strong>1985</strong>, the Secretary issued an order institutinga formal<br />
proce€ding before 4 {dminktrative l-aw Judge to<br />
determine whether the State was in compliance.<br />
Stue of Vetmont (55 MPH Speed Limit Compliance-<br />
N 1984). The State of Vermont filed a challenge to<br />
the proposed determination by NHTSA and FHWA<br />
that it had not complied with the requirements of the<br />
1974 Amendments to the Federal Aid Highways Act<br />
for enforcement of the 55 MPH national maximum<br />
,J<br />
i!<br />
ii<br />
,r<br />
:'-
speed limit in FY 1984, and that a ponion of its FY<br />
1986 higbway funds should be withheld. On December<br />
il), <strong>1985</strong>, tho Secretary issued an order instituting<br />
a formal procecding before an Administrative law<br />
Judge to detcnnine whether the State was in compliance.<br />
Admlnletrative Enlorcement<br />
Many administrative enforcement actions<br />
under the National TrafHc and Motor<br />
Vehicle Safety Act are settled by accepting<br />
payment in lieu of seeHng civil penalties<br />
through court actions. Section 109 of the Act<br />
authorizes NHTSAIo collectpenalties of up<br />
to $1,000 per violation. In settling these enforcement<br />
actioru, the agency considers flactors<br />
such as the gravity of the violation and<br />
the size of the business.<br />
Administrative enforcement actions in<br />
<strong>1985</strong> under the Act resulted in $4,500 in civil<br />
penalties. A penalty of $2,5ffi was paid by<br />
Performance Limited for selling motor<br />
vehicle headlamps that did not complywith<br />
Standard No. 108, "Lamp$, Reflective<br />
Devices, and Associated Equipment."<br />
Penalties of $1,0fi) each were paid by Bill's<br />
Discount Tire Service and Hamm's Discount<br />
Tire for selling re-grooved tires, in<br />
violation of Section 20a(a) of the Act.<br />
Penalties are also authorized under the<br />
Motor Vehicle Information and Cost<br />
Savings Act. In <strong>1985</strong>, NHTSA received a<br />
penalty of $6,015,990 fromJaguar Cars, Inc.<br />
for violation of passenger car fuel economy<br />
standards for model years 1983 and 1984<br />
(Part 53 1). This was the first penalty assessed<br />
by the agency for failure to meet Federal fuel<br />
economy requirements. Also, a penalty of<br />
$1,900 was received from a motor vehicle<br />
dealer for violation of NHTSA's odometer<br />
disclosure regulations (Part 580).
Gonsumer Actlvltles<br />
Bumpers<br />
Title I of the Motor Vehicte Information<br />
and Cost Savings Act requires NFITSA<br />
to issue a bumper standard that will provide<br />
the maximum feasible reduction of costs to<br />
the public and the consumer. Beginning in<br />
model year 1979, the bumper standard required<br />
that passenger cars remain undamaged,<br />
except for the bumper system itself,<br />
in 5 mph front and rear barrier and pen*<br />
dulum impacts. In the followingyear, model<br />
year 1980, the standard was made more stringent<br />
by limiting the amount of damage sustained<br />
by the bumper itself.<br />
Based on an extensive study of the<br />
benefits and costs of various levels of protectiorr,<br />
NHTSA changed the bumper standard<br />
to require bumper damage protection at2.5<br />
mph instead of the former level of 5 mph. At<br />
the same time, NHTSA also issued a Notice<br />
of Intent describing future actions planned<br />
to encourage and ensure the availability of<br />
bumper systems which provide improved<br />
damageability performance. One program<br />
presented in the Notice involved NHTSA<br />
bumper tests to determine performance at<br />
impact speeds greater than required by the<br />
standard.<br />
As a result, in 1983 NTITSA began an<br />
experimental consumer information<br />
program on bumpers to develop objective<br />
and meaningful information on the damage<br />
susceptibility of automobiles in low speed<br />
front and rear collisions. During 1984, a<br />
laboratory test methodologr was developed<br />
which evaluates the performance of bumper<br />
systems in eliminating or reducing vehicle<br />
damage in low-speed laboratory crashes.<br />
The test methodology involves impacting the<br />
four corners of the testvehicles, each at a different<br />
speed, and utilizing the damage repair<br />
costs as a measure of bumper damageability<br />
performance. During 1984, eight modelyear<br />
35<br />
1983 vehicles were tested under the<br />
methodolory.<br />
In <strong>1985</strong>, 15 model year 1984 vehicles<br />
were tested. The damage repair costs from<br />
the 1983 and 1984 tests were compared with<br />
two sets of actual accident data (overall insurance<br />
claims data and repair costs data for<br />
low-speed, bumper-involved front and rear<br />
crashes). Neither of the analyses provided<br />
conclusive evidence of an absolute relationship<br />
benveen the laboratory tests and actual<br />
accidents.<br />
In December <strong>1985</strong>, a report on the<br />
analyses was presented at the Bumper<br />
Ratings Workshop, sponsored by the Insurance<br />
Institute for Highway Safety and the<br />
Motor Vehicle Manufacturers Association.<br />
The report discussed the Iack of a suitable<br />
real-world data base for use in completing<br />
the analyses. Real-world accident repair<br />
costs are not available by impact speed, and<br />
all accident data sources are irrlluenced by<br />
driver and environmental characteristics.<br />
Several other topics were discussed at the<br />
workshop, including the extent to which<br />
marketplace forces have affected the type$<br />
of bumper systems which are available on<br />
fltrrent model automobiles, and the type of<br />
bumper information consumers want.<br />
Vehlcle Theft<br />
On October 24, 1984, the President<br />
signed the Motor Vehicle Theft Law EnforcementAct<br />
of 1984 into law. TheAct created<br />
a new Title M of the Motor Vehicle Information<br />
and Cost Savings Act which is<br />
designed to reduce and detervehicle theftby<br />
requiring major vehicle parts on high'theft<br />
car lines to be marked with an identifying<br />
number or symbol. In addition, the Act<br />
provides revisions to the Federal criminal<br />
code to provide law enforcement with the<br />
prosecutory tools necessary to combat
vehicle theft and trafficking in stolen vehicle<br />
paru.<br />
During <strong>1985</strong>, NHTSA completed a<br />
number of actioru required by Title VI. On<br />
August 28, <strong>1985</strong>, a final rule was published<br />
outlining the NHTSA procedure for selecting<br />
high+heft passenger car lines to be subject<br />
to the parts-marking requirement of the<br />
theft prevention standard.<br />
On October 24, <strong>1985</strong>, the agency<br />
published the final theft prevention standard.<br />
This regulation implements the requirements<br />
of Section 603 of the Act and sets out<br />
performance requirements for inscribing or<br />
affixing vehicle identification numbers onto<br />
original equipment and replacement parts of<br />
high-theft car lines. The regulation identified<br />
the parts to be marked and the manner<br />
and form for certiffing compliance with the<br />
standard. The standard will affect all model<br />
year 1987 passenger car lines, identified by<br />
NIITSA as high+heft lines, manufactured<br />
on and after April24, 1986.<br />
On November 12, <strong>1985</strong>, the agency<br />
published final theft data identifuing the<br />
high-theft car lines that existed in model<br />
years 1983 and 1984. By statute, any car line<br />
having a theft rate above the median for all<br />
passenger cars in calendar years 1983 and<br />
1984 is a high-theft line and subject to the<br />
parts-marking requirement of the theft<br />
prevention standard. The other car lines to<br />
be subject to the standard, that is, models introduced<br />
after January l, 1.983, were<br />
selected by the agency according to the procedures<br />
announced in the August 28, <strong>1985</strong><br />
final rule.<br />
Auto Satetv Hotllne<br />
NHTSA's toll-free Auto Safety Hotline<br />
provides recall information, receives<br />
motor vehicle safety defect complaints and<br />
furnishes consumers with information about<br />
enforcement investigative actions, c'urrent<br />
36<br />
year fuel economy ratings, crash test results,<br />
uniform tire quality grading, child safety<br />
seats, importation ofvehicles, drunk driving,<br />
Federal odometer laws, motorvehicle safety<br />
standards and other safety features.<br />
The Hotline, expanded during l9B5 to<br />
all 50 States, handled more than 255,000<br />
calls in <strong>1985</strong>, some 700 every day. Seventyfourpercent<br />
of the consumers who called the<br />
Hotline asked for recall informatioq 5 percent<br />
reported safety problems they had experienced<br />
with their cars, and 5 percent<br />
sought other consumer information.<br />
The Hotline's normal operating hours<br />
are 8:fi) a.m. to 4:00 p.m. (Eastern time)<br />
Monday through Friday, but calls can be<br />
received day or night, 7 days a week. During<br />
non-business hoursn long distance callers are<br />
assisted by an automatic telephone answering<br />
service.<br />
The nationwide toll-free number is<br />
(800) 424-9393 (for the Washington, D.C.<br />
metropolitan area366-0123). There is also a<br />
toll-free Teletyrm (TfD number for the<br />
hearing impaired, (800) 424-9153,<br />
(Washington, D.C. 755-8919). A Spanishspeaking<br />
operator is available during normal<br />
operating hours.<br />
TheAuto Safety Hotline provides consumers<br />
with a convenient means to obtain<br />
safety-related recall information. A printed<br />
copy containing a surnmary of the recall(s)<br />
also can be mailed, usually within 24 hours<br />
after request, or the information can be<br />
provided immediately over the telephone if<br />
it is not too extensive.<br />
The Hotline also provides questionnaires<br />
to persons wishing to report vehicle,<br />
vehicle equipment or tire safety problems.<br />
When the completed questionnaire is<br />
received by the agency, the information is<br />
computerized and used to identiff trends<br />
that may indicate potential safety-related<br />
defects. An acknowledgement postcard is
sent to the consumer and a coPy of each<br />
questionnaire and a letter requesting,assis'<br />
tioce inresolvingthe consumer's problem is<br />
sent to the appropriate manufacturer. Any<br />
questionnaire containing information relating<br />
to another agency is forwarded promptty.<br />
Eor example, a consumer's -questions<br />
about emission controls wouldbe fonrarded<br />
to the Environmental Protection Agency.<br />
Although NHTSA's authoritY is<br />
primarily in the area of safety, many conium*tt<br />
call to report Problems related to<br />
warranties, service, sales, etc.--problems<br />
that must be resolved by manufacturers,<br />
-<br />
State and local governments' or other<br />
Federal agencies. As a public service, the<br />
Hotline oPerators have reference material<br />
on the$e agencies to direct callers quickly to<br />
the proPer organizations-<br />
The National Traffic and Motor<br />
Vehicle Safety Act directed NHTSA to establish<br />
a rating $ystem for new tires. The<br />
Uniform Tire Quality Grading Standards<br />
(UTOCS) were conceived a$ a system that<br />
would trelp consumers choose safe,<br />
economical tires by providing ratings in<br />
three areas of tire Performance:<br />
Treadwear,Numerical ratingl,q should indicate the relative<br />
treadwear performance of cach tire. A tire graded<br />
150 should give 50 pcrcetrt more mileage ttraa one<br />
rated 100.<br />
Ttwtiort d B, and C ratings indicate the tire's abilily<br />
to stop oo wi surfaces. On a wet road tires graded<br />
"n"<br />
shtdd stop in a shorter distance than ones graded<br />
tB"<br />
or<br />
"C."<br />
Tempufrtn Resistmaa Gtaded A' B, or C' Hot rulning<br />
tires can result in blowouts or tread separation'<br />
As*"A" mBatrE the tire will rut coolet than onc rated<br />
B" or nCn February 1, 1983, NHTSA issued a final rule<br />
suspending the treadwear grading requirement<br />
of the UTQGS to avoid dissemination<br />
of potentially misleading information on the<br />
expected treadnfe ofpassenger clr tires' The<br />
".i'too left unchanged the grading require*<br />
ments for traction and temperature resistance.<br />
On April 24,lg8/., the United States<br />
Court of Appeals for the District of Columbia<br />
vacated ttre suspension- The agency issued<br />
a final rule on December l'4, 1984,<br />
which outlined the effective dates for the<br />
reimplementation of the treadwear grading<br />
t*quit*ments. Concurrently, NHTSA maintained<br />
its ongoing effort to develop test procedures<br />
wnidr will improve the reliability of<br />
treadwear grading.<br />
In <strong>1985</strong>, N[ITSApublished a complete<br />
listing of all tire grades received by the agency.<br />
New Car Assessment Program<br />
The experimental New Car Assessment<br />
Program (NCAP) evaluates the relative<br />
levels of occupant protection system<br />
performance in new vehicles under controlied<br />
ctash conditions. The tests are conducted<br />
under the provisions of Title II of the Motor<br />
Vehicle Information and Cost Savings Act of<br />
1972.<br />
In this progrffii", vehicles are crashed<br />
head-on at 35 mph into a fixed, rigid barrier'<br />
Each vehicle carries two anthropometric<br />
adult male dummies (human-like and<br />
equipped with measuring instruments) in<br />
thl front outboard seating locations; both<br />
dummies are restrained by the vehicle's<br />
safety belts, or automatic restraint system'<br />
and is less likely to fail if driven over long<br />
Durihg the crash, readings are taken from<br />
distances at higher spc.cds.<br />
each dummy's head, chest and thighs' These<br />
Technical problerns with the UTQGS readings and other measurements are used<br />
treadwear tests resulted in such variations to indicate the relative crash protection to<br />
that the standard often was not helping con' occupants wearing safety belts. Other<br />
sumers and was diffrcult to enforce. On<br />
37<br />
'I<br />
r.i$<br />
,:<br />
J.\<br />
i:},<br />
,{<br />
1
aspects of vehicle safety performance are<br />
also monitored, including whether the<br />
vehicle retairu the windshield, if there is in,<br />
trusion of vehicle parts into the occupant<br />
compartrnent, and assesses the integrity of<br />
the fuel system.<br />
The measurements used to assess<br />
crash.protection are based on the injury<br />
criteria of Standard No. Z0B, "Occupant<br />
Cyash Protection"" for vehicles equifped<br />
with automatic (passive) restraints. These<br />
criteria speciff allowable readings on the<br />
dummy s head, chest and thighs in a 30 mph<br />
frontal barrier crash.<br />
The vehicles are tested at 35 mph to<br />
measure relative levels of occupant protection<br />
and vehicle safetyperformance it a test<br />
speed 5 mph faster than the prescribed<br />
speed for several existing compliance tests,<br />
including Standard No. 208. The higher<br />
<strong>VEHICLE</strong><br />
BUICI(SOMERSETREOAL<br />
?-DRCOUPE(FWD)<br />
DODCECOLT<br />
+DRHB(FU|D)<br />
DODGEIAI\TCER<br />
4-DRHB (FWD)<br />
SUBARUDL<br />
4-DRSEDAN(FWD)<br />
ITTAZDAR)(.7<br />
?-DRCOUFE(RWD)<br />
Table 5<br />
speed was selected so that differing performance<br />
levels among cars are more apparent.<br />
The results of ctash testswere released<br />
to the public through news releases on 29<br />
model year <strong>1985</strong> cars and one model year<br />
1986 vehicle, hringing the total to l7g makes<br />
and models that have been tested since the<br />
program began in 1979. Because of their<br />
popularity in the marketplace, station<br />
wagon$, light trucks and multipurpose<br />
vehicles continued to be crash tested in<br />
order to provide more information for consumers.<br />
Also in <strong>1985</strong>, the agency announced L0<br />
additional vehicles would be tested using a<br />
deformable moving barrier instead of i'he<br />
fixed rigid barrier used in the conventional<br />
tests. These testswere designed to assess the<br />
role of vehicle werght and structure in occupant<br />
crash protection.<br />
<strong>1985</strong> New car Assessment<br />
hoFra-l crash rest Results<br />
TEST<br />
SPEED<br />
WEIGTIT<br />
HIC<br />
DR/PA$$,<br />
345R2r0 1140/595<br />
t4ttfrt' 1ffin l<br />
35.126e8 r#rl?9/|<br />
C}IEST FEMURLOADS<br />
G'S DRMR PASSENGER Frvft/SS<br />
DR/PAS$. LEFT/RIGTIT LEFT/RIGI{T 2N zLg 301<br />
34t35 8rs/4m 5s5Er5 YES YES YES<br />
YES YES YES<br />
YES YE$ YES<br />
YES YES YES<br />
YBS YES YES
\/EilCLE<br />
AT{CRENAUIJTALLIANCE<br />
2.DRCONVERIIBLE (FWD)<br />
CHEVROLETASTRO<br />
vANGwD)<br />
MITSUBISTU CIT.qNT<br />
4-DRSEDAU(ru'D)<br />
ILYMOUffi CANAVELLE<br />
4-DRSEDAT.TGWD)<br />
PLYMOUTII RELIANT<br />
4-DRSEDANGWD)<br />
VOU$WAGEI{JETTA<br />
4-DR SEDAN (FftrD)<br />
CIIEVROLET$TOB|AZER<br />
2-DRMPv(4X{0<br />
CTIEVROLETSPECTRUM<br />
z-DRHB (FltD)<br />
VOLVODL<br />
+DRSEDAT{(FWD)<br />
VOLVODL<br />
+DRWAGON(RUD)<br />
MS$ANr{AXlllA<br />
a.DRWAAONFWD)<br />
AI,'DI5{mS<br />
+DRSEDAI{(FWD)<br />
FORDTEMPO<br />
+DRSEDAN(FwD)<br />
TOYOTAfiSNtIDA<br />
+DRsEDAttf (RwD)<br />
TE$T<br />
SfBED HIC<br />
WEICIff DRJPASS.<br />
34.9/2810 l'tet?,fitB<br />
il.ry4orfo wlJlsyl<br />
35.0/3360 74719f6<br />
$.ulril ffi/780<br />
35.0/3060 83rE43<br />
vstffi 898nffi<br />
35.0/3Dm rmryr3Eo<br />
34.8n346 t5eep60<br />
t47tffi 6fllfl0<br />
:r.6/1590 6wrrt2<br />
lr.gffido r0l4/t5@<br />
3t.0tri97 zttr.tssT<br />
il"Engm rw7tv32<br />
fl.6n6m $tpl.<br />
.<br />
Teble 5 (eont'd)<br />
CHEST<br />
G'S<br />
DR/TASS.<br />
62t47<br />
w6l<br />
5U42<br />
5rAJ<br />
s4144<br />
frlsr<br />
6U43<br />
5r/56<br />
xt?s<br />
$nr<br />
63nt<br />
frtll<br />
sa4o<br />
FEMURI.OADS<br />
DR.IV'ER PASSET-IGER FMVSS<br />
IEFI/RIGIIT LEFT/RIGTIT 2I2 2I9 301<br />
L75I?80 $O/T1t5 YES YES YES<br />
1845,940<br />
910p60<br />
rm/liln<br />
1G5/925<br />
fi?Jffi<br />
10{0/1000<br />
223t&2<br />
tFo/ro20<br />
rmnmS<br />
1155/9{5<br />
fi1f757<br />
c70/580<br />
tn:tnffi<br />
$ffiMS YES YES YES<br />
9m/lu0<br />
t4ry5e5<br />
TIv5t6<br />
4Z5tr55<br />
476t345<br />
390/r-D.<br />
ffi0/6ilt<br />
TfrI43n<br />
292t326<br />
440/3ro<br />
r35s/l&0<br />
YES YBS YES<br />
T.-ES YFII YES<br />
NO YES YES<br />
YES YES YES<br />
YES YES YES<br />
YES YES YES<br />
YES T'HI YES<br />
YES YES YES<br />
NO YES YES<br />
YES YES YES<br />
YES YES YES<br />
YES YES YES<br />
,r<br />
t;<br />
,i<br />
.".<br />
rlJ
Teble 5 (cont'd)<br />
TEST CHEST FEMURI.OADS<br />
SPEED HIC G'$ DRIVER PASSEITTGER FNfVSS<br />
I/-EHICLE WEIGHT DR/PASS. DR./PASS. LEFI/RIGHT I.-EFT/RIGHT 212 2Ig 301<br />
VOLKSTyAGENVANAGON 34.987w r90s/r060 5?J44 2r44tL6r' 7i}?/011M NA NA yES<br />
vAN(RWD)<br />
MERCURYMERKUR T4,913g'52 1M/r450 55152 4gF,iT]6 67f,Pfi YES YES YES<br />
z-DRHB(RWD)<br />
Bl\flil3rfl $.0t2g44 $:f,847 41./fi fl|t}j6 5rin85 NO yES yES<br />
z-DRSEDAN(RWI))<br />
cHEr/. (suzuKl) SPRINT l'.rf?n4lz t767n7fr SW 4t4t674 t32/1419 yES yES yBS<br />
z-DRHB(nVD)<br />
FORDBTS0CLUBWAGON U.9ts237 l9rri/119t ss/50 11e3tr139 1806/106s yEs yEs yEs<br />
vAN(RWD)<br />
FORDTEMPOGL 35.r/2996 il15u1419 6il46' tt%ts42 ?:fltgt yEs yEs yEs<br />
z-DR(FWD)<br />
ISUZU I.MARK 34.8/2850 rsL4n543 #t47 5X5R65 3eB/3Ss yES yES yES<br />
4.DRSEDAN(FWD)<br />
IsUzurRooPERII 15.0/3606 9'6nr89 58/r-D. 745tr9or '33BS7 yES yES yES<br />
2.DRTRUCT( (4X4)<br />
TOYOTA4.RUNNER 355trTfl/ MW%g 6/,152 I4fnTIA]} lMBfl YBS YES YES<br />
z-DRMPV(4X4)<br />
TOYOTAMR-z 35.3/2918 655/sr5 34t3/- ?.fit6t 612t327 yES yES yES<br />
?-DRSEDAN(RWD)<br />
MAZDAF20m(T9S6MODEL) 35.0trm Mt4n647 656t 6mM 6?arJlir yES yES yES<br />
PTCKUP(RWD)<br />
FwD = FrontWhcclDdrrc<br />
DR - Drircr<br />
LD. r [-ost DatB<br />
RWD - RearWheel Drirrc<br />
PASS. = Passcnger<br />
NA = Standard docs not epply to fmmrd+ontrcl \rehicles,<br />
40
Publlc Atf alre/Gonsumer Outreach<br />
Keepingthe public informed about the<br />
safety aspects of motor vehicle travel is a particularly<br />
important NHTSA responsibility.<br />
As the Federal authority on traffic safety issues,<br />
the agency cooperates with the national<br />
news medi4 automotive industry trade<br />
press, and other information sources to<br />
answer questions about agency activities and<br />
to provide the public with information that<br />
can make motor vehicle travel safer.<br />
NHTSA encourages safe driving practices,<br />
alerts motorists to the risls of motor<br />
vehicle transportation, informs them about<br />
available safety precautions that can reduce<br />
risks and provides free publications and<br />
other consumer information on a variety of<br />
automotive topics. The agency also<br />
cooperates with the private sector to communicate<br />
traffic safety information to the<br />
public.<br />
Consumer activities during <strong>1985</strong> included:<br />
r NHTSA and the General Fmds Corporation<br />
co-sponsored an educational progfam<br />
entitled "Play It Safe,n to teach young<br />
clild,ren about traffrc safety (with emphasis<br />
on the importance of using safety belts), and<br />
the power of the media (within the conted<br />
of a public service campaign). Joey<br />
I-awrence, yo'ng star of the TV program<br />
"Gimme A Bteak," joined NHTSA and<br />
menb€rs of Congress at a breakfast held at<br />
the U.S. Capitol to present awards to four<br />
groups of clementary schml students for<br />
their creativity in developing public service<br />
media materials to convince people to<br />
buckleup. Each group's media pachage consisted<br />
of a print advertisement, copyfor a30second<br />
radio public service ennouncemeut<br />
(PSA) and a storyboard for a TV PSA. Winners<br />
of State level competitions were judged<br />
by panels of media and traffic safety professionals<br />
in the final selection rounds that took<br />
place in Washingto4 D.C. and New York<br />
City. In addition to the awards, Joey<br />
Iawreace joined the NIITSA Administrator<br />
itr unveiling two new safety belt PSAs in<br />
which he nppear$.<br />
I The Secretary ofTransportation announced<br />
the expansion of NHTSA's Auto Safety Hotline<br />
to receive calls from Hawaii and later in<br />
<strong>1985</strong> to offer service to residents ofAlaska.<br />
This toll-free number is now available to all<br />
50 States, the Virgin Islands and parts of<br />
Puerto Rico. Also in <strong>1985</strong>, a new nAuto<br />
$afety Hotline" brochure was published.<br />
NHTSA sent letters to Congressional members<br />
to advise them this service is available<br />
to their constituents.<br />
t A five-minute public s€rvicc nusic Yideo<br />
with superstar Stevie Wonder was made for<br />
television to discourage teenagers from<br />
drinking and driving. More than 1,000 high<br />
school seniors gathered at the Kennedy<br />
Center in Washingtoq D.C., to hear Stevie<br />
Wonder talk about drunk driving and to<br />
premiere the music video which features his<br />
hit song'Don't Drive Drunk." The music<br />
video was produced by DOT, The Advertising<br />
Council and the Dodge Division of<br />
Chrysler Corporation, as part of the natiouwide<br />
campaign against drunk drivers<br />
proclaimed by President Reagan three year$<br />
ago. The music video, along with a 3{}'second<br />
television PSA was distributed by the National<br />
essociation of Broadcasters by satellite<br />
television to ov6r 700 television stations.<br />
r Activities for the fourth auuual National<br />
Drunk and Drugged Driving Awareness<br />
Week were coordinated by NHTSA. State<br />
and local governnent and safety groups<br />
combined with the private sector to place<br />
special emphasis on the danger of drunk and<br />
drugged driying. The President personally<br />
proclaimed the week at a White House<br />
c€remony on December 16.<br />
r All-American Buckle UP Week was<br />
celebrated November 2430. The nationwide<br />
safety belt promotion focused national attention<br />
on the merits of occupant protectiou<br />
by directly encouraging people to adopt a<br />
lifesaving habil of safety bclt use. There were<br />
grassroots activities in all 50 States and the<br />
District of Columbia, and 29 proclamations<br />
were signed by governors. A significant participation<br />
from more than 100 businesses<br />
and associations distinguished the campaign.<br />
The kick-off event, held in<br />
Washington, D.C., featured the Flintstone<br />
cartoon character, ajoint project sponsored<br />
by the American Automobile Association<br />
,ii<br />
:1<br />
,iil
and Hnnng $arbena Ptoductionsr Inc. Fred<br />
Ftintdone, his family and the Tlintmobile'<br />
will tour the country in 1986 supporting<br />
safety belts and child safety seats.<br />
I In a coremony in the DOT headquarters<br />
cottrtyard, the Secretary of Transportation<br />
prescntod awards to orc national and four<br />
regional winners of an outdoor adveftising<br />
ditplay contest designed to encourage tle<br />
use of safety bclts in passenger cars. The<br />
contcst qms d,poosorcd<br />
jointly by NlfISA<br />
Walt DisueylVorl4 the Distributive Education<br />
Clubr ofAmedca (DECA) and the Outdoor<br />
Adwrtisitrg Al{ociation of America<br />
(OAAA). More than 1,250 high school and<br />
college students from all 50 States and<br />
Canada, all members of DECA clubs,<br />
entered the contest. The full-scale displayby<br />
the nation winner war unveiled during the<br />
ceremony and 2,500 billboards will be<br />
erected nationwide.<br />
________
S upport For Motor Vehicle SafetY<br />
Natlonal Genter for $tatlstics and<br />
Analysls<br />
NHTSA's National Center for Statis'<br />
tics and Analysis develops and operates data<br />
collection and analysis programs to support<br />
the agency's motor vehicle and highway<br />
safety activities. Representative and reliable<br />
accident data bases are essential to identifying<br />
and analyzing traffic safety problems and<br />
measuring the effectiveness of programs to<br />
deal with them.<br />
The Center has develoPed and<br />
operates several accident data systems and<br />
conducts major studies of accident and accident<br />
exposure data. It also provides information<br />
on traffic safety to other parts of the<br />
Federal government, State and local governments,<br />
citizens, industry, researchers, and<br />
the international safety community.<br />
The Center obtains information on<br />
motor vehicle crashes and exposure by direct<br />
field investigation, from police and other<br />
government reports and records, and<br />
through surveys. It collects data on vehicle<br />
ocsupants, pedestrians, and cyclists; their injuries;<br />
vehicles and accident damage sustained<br />
by them; q/pes of collisions; roadway<br />
and environmental factors; vehicle use patterns;<br />
and exposure of the population to accident<br />
risks.<br />
The data are used extensively in the<br />
agency's research, rulemaking, traffic safe ty,<br />
enforcement and evaluation programs. The<br />
Center's analyses have documented changes<br />
in fatality patterns in crashes, the effectiveness<br />
of occupant protection systems, the<br />
safety performance of heavy trucks and many<br />
other aspects of traffic safetY.<br />
43<br />
The Center's major data collection sys'<br />
tems are:<br />
The Fatal Accident RcVortkg Systems (FARS)- FARS<br />
is a census of every fatal motor vehicle crash in the<br />
United States. Information for FARS comes from<br />
police accident reports, coroner's reports and State<br />
records. Approximately 150 data elements are<br />
recorded for each FARS case' FARS has been oPerating<br />
since 1975, and contains data on more than 450,000<br />
traffic fatalities.<br />
National Accitunt Sampling Sysfem (N1S^5). NASS<br />
was initiated in 1979 to provide more detailed, nationally<br />
representative information on police reported<br />
traffrc irashes. Initially operating at L0 sites around the<br />
country it has since been expanded to 50 sitcs that<br />
were chosen to be geographically and demographically<br />
representative of the country' The 10,000 accidents<br />
now investigated by NASS each year are selecled by a<br />
statistical sampling procedure so that the data col'<br />
lected can be expanded to estimatc national statistics<br />
on traffrc crashes.<br />
For each case in NASS, the investigator docrrments the<br />
scene of the crash, measures and classifies damage to<br />
the vehicles, obtains medical records and codes injuries,<br />
interviews surivors and witnesses, and obtains<br />
iecords on the drivers and vehicles involved.<br />
Special InterestAccident Investigations. The Center has<br />
Iive tcams under contract to conduct detailed inves'<br />
tigations of selected special interest crashes' These include<br />
fatal school bu$ crashes, crashes involving cars<br />
equipped with air btg* or other special safety equip'<br />
o,Lol,- and crashes involving vehicles with alleged<br />
safery defects. The quick respon$e capability of these<br />
teams enables the Center to begin investigating a crash<br />
anywhere itr the country usually within hours of its occurrence.<br />
Monthty Fatality Reports. Early reports from each State<br />
on thc previous month's fatalities are combined in a<br />
monthly report. These early estimates provide prompt<br />
notilication of national fatality trends.<br />
The Head and Neck Iniury St tdy- This report is studyinghead<br />
and neck injuries, the most serious class of injury<br />
fron traffic accidents. Startinq with people admitted<br />
to the shock/trauma unit of the Washington<br />
(D.C.) Hospital Center, a special investigation team<br />
investigates and reconstructs the crash that caused the<br />
F
injury, identifias the interior vehiclc componcnt(r)<br />
struck by the occupant, and measrues the forces involved<br />
in the cra.sh. The team thcn tracks the patient<br />
thro'gh his or her medical treatment and rehibilitation.<br />
Harmonlzatlon<br />
of Regulailone<br />
The international harmonization of<br />
motor vehicle safety standards is a NHTSA<br />
priority because vehicle design is becoming<br />
increasingly international in the automotive<br />
industry. The advent of 'korld carn concept<br />
has brought to the forefront the issue of<br />
designvariatioru that must be introduced in<br />
order to complywith differing regulations in<br />
world markets. Countries often require conflicting<br />
performance standards, safety test<br />
procedures, compliance criteri4 and means<br />
of certiffing compliance. These differing<br />
regulatioru make it technically burdensome<br />
for manufacturers to construct vehicles for<br />
domestic and foreign markets. Incompatible<br />
rules also can serve as non-tariff trade barriers<br />
that are costly to consumer and industry.<br />
A successful harmonization program<br />
will result in increased production, marketing<br />
flexibility, and cost savings to vehicle<br />
manufacturers and ultimately consumers,<br />
without compromising safety. In some cases,<br />
harmonization will actually promote safety<br />
by upgrading standards and will encourage<br />
the sharing of safety technologr by removing<br />
the differences between domestic and export<br />
vehicles.<br />
It is likely that evolving automotive<br />
standards in developing nations will follow<br />
patterns established by the European community.<br />
If U.S. manufacturers are to have attractive<br />
competitive opportunities in those<br />
markets, it is important to reduce or<br />
eliminate inconsistencies between U.S. and<br />
European standards, without compromising<br />
safety.<br />
44<br />
The principal forum for harmonization<br />
negotiations is the United Nations<br />
Economic Commission for Europe (ECE).<br />
The Commission was established at the end<br />
of World War II and the U.S., represented<br />
by NHTSd is a tull voting member. Within<br />
the ECE, motor vehicle harmonization is<br />
negotiated at Working Pany29 (Wp2g) and<br />
its eight technical sub-units, called Groups<br />
of Rapporteurs.<br />
In addition to relying upon NHTSA's<br />
technical and policy expertise, the harmonization<br />
effort involves input from the industry<br />
and consumers, and is fully coordinatedwith<br />
the Federal international trade<br />
community<br />
Since 1980, NIITSA has actively participated<br />
in efforts to harmonize the biatce<br />
safety standards for passenger cars in<br />
Europe, North Americ+ and Japan. Following<br />
exteruive review and testing of the U.S.<br />
and the ECE test procedures, a Notice of<br />
Proposed Rulemaking was issued May 10,<br />
<strong>1985</strong>, that proposed a harmonized world*<br />
wide standard for passenger car brakes. The<br />
noticewas the subjectof extensive comment<br />
by domestic and foreign automobile<br />
manufacturers, the Group of Rapporteurs<br />
on Brakes and Running Gear of the ECE,<br />
and other interested parties.<br />
The Group of Experts on Construction<br />
of Vehicles of the ECE (WPzg) adopted<br />
amendments to ECE Regulation No. 43<br />
(Glazing) that incorporate the test requirements<br />
of Standard No. 205, "Glazing<br />
Materials," pertaining to glass-plastiE<br />
windshields.<br />
The Group of Rapporteurs onGeneral<br />
Safety Provision (a subgroup of Wp29) has<br />
developed a new ECE regulation on mirrors<br />
for motorcycles that is practically identical to<br />
the requirements of Standard<br />
"Rearview<br />
No. lll,<br />
Mirrors." This new regulation is
orrrently under considetation for adoption<br />
by WP29.<br />
In additiorr, NHTSA participated in all<br />
the safety related scheduled meetings of<br />
WP29 and its subgroups during <strong>1985</strong>. The<br />
agency also participated in the work of the<br />
Table 6<br />
International Standards Organization 0SO)<br />
on vehicle related technical issues. It hosted<br />
a meeting of the committee on glazing which<br />
is developing tests for new and emerging<br />
glazing concepts, such as further development<br />
in glass-plastic glazing.<br />
Ilata Acquisitlon and Statlstical Analysls<br />
Research asgsmplishments Applications<br />
Operated the National Accident Sampling Sy$tem<br />
(NASS) for the seventh 1nar. Prepared the<br />
NASS Annual Report.<br />
Opcrated thc Frtnl Accident R.eporting Systen<br />
(FARS) for the eleventh yeat.<br />
Prepared a series of bimonthly Fatality Trend"<br />
reports.<br />
Prepared monthly and semi-nnnual fatality<br />
reports.<br />
Developed a mathematical modcl to estimate alcohol<br />
use in fatal ctashes when there is incomplete<br />
reporting of alcohol.<br />
Analyzed the effect of State safetybelt laws on<br />
traffic fatalities.<br />
Iuvestigatcd crashes ufrere a vehicle defed wac<br />
alleged or suspecte{ studied the effects ofincrear€d<br />
speedr on 55 mph spccd limit roads on<br />
traffrc fatalities, analped lifesavins efrccts of<br />
motorcycle helmet laws.<br />
45<br />
To provide detailed and nationally representative<br />
data on a sample of all police-reported<br />
traffrc crashes. NASS investigates about 13,000<br />
srashes each year at 50 sites acro$s the country.<br />
To provide data from police reports and other<br />
offrcial sources on all fatal trafftc crashes.<br />
To illustrate how fatality pattertrs have changed<br />
in the ll years of FARS data and to gain insight<br />
into present and future changes.<br />
To provide timely notice of current fatality<br />
trends and patterns.<br />
To make nationel estimate$ of the incidence of<br />
alcohol in fatal crashes.<br />
To provide a preliminary asses$nent of the effects<br />
of these laws.<br />
To support NfffSA's safety activities.
A dmlni$tratlon<br />
Management lmprovements<br />
NHTSA implemented the requirements<br />
of the Competition in Contracting Act<br />
(CICA) which made a major shift in some<br />
basic precepts of the Federal Acquisition<br />
Regulation (FAR).Two major changes accomplished<br />
are:<br />
r Developed a format for the newly re*<br />
quired justification for other than<br />
full and open competitiotl formerly<br />
called a sole source justification. The<br />
new format was introduced to all<br />
contracting officer's technical representatives<br />
in a formal memorandum<br />
that included all the information required<br />
by CICA<br />
r Established the position of competition<br />
advocate, responsible for identifying<br />
barriers to competition,<br />
promoting competition, removing<br />
barriers and reporting the results. A<br />
competition planning document was<br />
also developed outlining NHTSA's<br />
plans for meeting the requirements<br />
of CICA.<br />
'<br />
AreorganizationwascompletedinFY<br />
<strong>1985</strong> to improve the organizational structure<br />
and functional alignment by enhancing mission<br />
support functions and reducing unnecessary<br />
layering, allowing a more effective<br />
utilization of resources.<br />
At the end of FY <strong>1985</strong>, NIITSA's work<br />
force consisted of 600 full-time permanent<br />
employees, an increase of 11 employees<br />
from the end of FY 1984.<br />
As required by the Federal Managers'<br />
Financial IntegrityAct, NFITSA reviewed its<br />
internal controls for safeguarding resources,<br />
assuring accuracy and reliability of informatiorl<br />
and adherence to laws, regulations, and<br />
47<br />
policies. During <strong>1985</strong>, management completed<br />
22 in-depth internal control reviews.<br />
An agency-wide office automation $ystem<br />
was developed and installed to provide<br />
all offices with compatible word processing<br />
message sending and file transfer<br />
capabilities.The systemhas improved the efficiency<br />
of secretarial and clerical functions,<br />
and reduced the amount of paperwork.<br />
The agency has developed a Local<br />
AreaNenvork (I-AN) to linkalarge installed<br />
base of microcomputers with a host computer.<br />
The I-AN will allow communication<br />
between the micros and the host to provide<br />
data transmission supPorting motor vehicle<br />
related information. In addition, the I-Al-l<br />
can interface electronically with the office<br />
automation systern, providing electronic access<br />
by any installed machine around the<br />
agenry.<br />
NHTSA has initiated several improvements<br />
in its automated administrative systems<br />
during the past year. These include:<br />
r Converting government nonexpendable<br />
and vehicle property inventories<br />
to operate on agency-owned<br />
equipment. This reduced conrmercial<br />
timeshare expenditures by over<br />
$12 thousand.<br />
r Developing a microcomputer-based<br />
data entry system for the agency's<br />
financial accounting system. The use<br />
of micros to update the system has<br />
already reduced timesharing expenditures<br />
by approximately $1.5<br />
, thousand per month. Once fully implemented,<br />
an additional $l to $2<br />
thousand monthly savings is expected.
Clvll Rlghte<br />
In support of the President's mandate<br />
to upgrade the status of women in the<br />
Federal worldorce, NIITSA increased the<br />
employment of women by 2 percent, raising<br />
female representation from 37.6 percent to<br />
48<br />
39.5 percent of total employees. The representation<br />
of minorities in the workforce incteased<br />
from 26 percent to 27 percent.
Llst of Tables<br />
I|bb<br />
A-1<br />
A-2<br />
A-3<br />
A-4<br />
A-5<br />
A-6<br />
A-7<br />
A-8<br />
A-9<br />
A-10<br />
A-11<br />
A-1e<br />
A-13<br />
4,14<br />
A-15<br />
A-16<br />
A-17<br />
PrgC<br />
A-s<br />
A-8<br />
A-8<br />
A-13<br />
A-13<br />
A-14<br />
A-14<br />
A-1s<br />
A-16<br />
A-16<br />
A-21<br />
A-21<br />
A-22<br />
A-22<br />
A-2S<br />
A-23<br />
A-25<br />
Basic Data Penaining to Motor Vehicle Traffic Accidents, United States, 1965-<strong>1985</strong><br />
Fatality Rates for the United States and Selected Foreign Countries, 1983<br />
Basic Statistics About Motor Vehicle Tratfic Deaths in the United States, 1965,<br />
1975-<strong>1985</strong><br />
Growth in Population and Motor Vehicle Registration, 1974, 1984-<strong>1985</strong><br />
Types of Motor Vehicles Invofved in Fatal Accidents, 1984-<strong>1985</strong><br />
Comparison of Number of Miles Traveled Annually by Type of Vehicle, 1984-<strong>1985</strong><br />
Passenger Car Occupant Fatalities by Size of Car, 1975-<strong>1985</strong>, in Single Vehicle<br />
Fatal Accidents (Unknowns Have Been Distributed in Table*)<br />
Passenger Gar Occupent Fatalltles by Size of Gar, 1975-<strong>1985</strong>, in Multiple \bhicle<br />
Fatal Accidents (Unknowns Have Been Distributed in Table-)<br />
Comparison of Driver Fatalities in Two-Vehicle Accidents Among Vehicles of<br />
Different Sizes, <strong>1985</strong> (Combined)<br />
Fatality Rates and Vehicle lnvolvement Rates by Vehicle Type (ln Fatal Accid6nts),<br />
<strong>1985</strong><br />
Percent Distribution, by Age, of Drivers Involved in Fatal Accidents, <strong>1985</strong><br />
Percent Distribution, by Age, of Male Drivers Involved in Fatal Accidents, <strong>1985</strong><br />
Percent Distribution, by Age, of Female Drivers Involved in Fatal Accidents, <strong>1985</strong><br />
Traffic Fatalities by Age Group-1975, 1984, <strong>1985</strong><br />
Number and Distribution of Motor \rbhicle Traffic Fatalities by Type, 1965-<strong>1985</strong><br />
Number and Population Death Hate of Motor Vehicle Traffic Fatalities by Type in<br />
the Accident, 1965-<strong>1985</strong><br />
Leading Causes of Death by Age and $ex, United States, 1982<br />
{
Llst of Flgurcs<br />
FIguru Page<br />
A-1 A-6 Motor Vehicle Traffic Fatalities by $tate, <strong>1985</strong>, and Percent Change from 1984<br />
A-Z A-T Motor Vehicle Tratfic Death Rate, <strong>1985</strong>, and Percent Change from 1984<br />
A-3 A-g Trends in Vehicle Mileage and Mileage Death Rate, 1965-<strong>1985</strong><br />
A-4 A-g Trends in Motor Vehicle Ftegistrations, Licensed Drivers and Vehicle Miles of<br />
Travel, 1965-<strong>1985</strong><br />
A-5 A-10 Trend in Motor Vehicle Death Flates, 1965,<strong>1985</strong><br />
A-6 A-10 Trend in Ratios of Flegistered Vehicles to Drivers and Population, 1965-<strong>1985</strong><br />
A'7 A-11 Gomparison of Traffic Deaths and Industrial Production Index, U.S., 1965-<strong>1985</strong><br />
A-8 A-11 Monthly Death Rates lor 1972, 1973, <strong>1985</strong><br />
A-g A-12 Weekend-Weekday Contrast in Fatality Rates, <strong>1985</strong><br />
A-10 A-12 Total Motor Vehicle Travel, 1965-<strong>1985</strong><br />
A-11 A-17 Motor Vehicle Travel on the Interstate Highway System, 1976-<strong>1985</strong><br />
A-12 A-17 Motor Vehicle Travel on Non-lnterstate Highway Systems, 1976-<strong>1985</strong><br />
A-13 A-18 Licensed Drivers and Population by Age Group, lg8s<br />
A-14 A-18 Percent Increase in Licensed Drivers and Population by Age Group, 1975-<strong>1985</strong><br />
A-15 A-19 Distribution of Male Licensed Drivers and Population by Age Group, <strong>1985</strong><br />
A-16 A-19 Percent Increase in Male Licensed Drivers and Population by Age Group,<br />
1975-<strong>1985</strong><br />
A'17 A-20 Distribution of Female Licensed Drivers and Population by Age Group, <strong>1985</strong><br />
A-18 A-20 Percent Increase in Female Licensed Drivers and Population by Age Group,<br />
1975-<strong>1985</strong><br />
A-19 A-24 Pedestrian and Motor Vehicle Occupant Fatalities, 1965-<strong>1985</strong><br />
A-20 A-24 Motorcycle and Bicycle Fatalities, 1965-<strong>1985</strong><br />
A-4
Table A-1. Baslc Data Pertalning to Motor Vehicle Trafflc Accidents, Unlted States,1965-<strong>1985</strong><br />
Feglrbrud Vehlcle<br />
Fesldent Llceneed Motor MIlss<br />
Populatlon Drlvsrs Vehlclee Tiaveled Itafllc<br />
br? (Thoueandr) (Thousande) (Thoueandt) (Bllllons) Deathr<br />
1965<br />
1966<br />
1967<br />
1968<br />
1969<br />
1970<br />
1971<br />
1972<br />
1973<br />
1974<br />
1975<br />
1 976<br />
1977<br />
1 978<br />
1 979<br />
1 980<br />
1981<br />
1982<br />
1 983<br />
1 984<br />
<strong>1985</strong>'<br />
193,526<br />
195,576<br />
197,457<br />
199,399<br />
201,385<br />
203,984<br />
206,827<br />
209,284<br />
211,357<br />
213,342<br />
215,465<br />
217,563<br />
219,760<br />
222,095<br />
224,567<br />
227,236<br />
225,542<br />
231,822<br />
234,023<br />
236,4S5<br />
238,740<br />
98,502<br />
100,998<br />
103,172<br />
105,410<br />
108,306<br />
111,5#|<br />
r 114,426<br />
118,414<br />
121,546<br />
125,427<br />
129,791<br />
134,036<br />
138,121<br />
140,844<br />
143,284<br />
145,299<br />
147,O75<br />
150,310<br />
154,221<br />
155,424<br />
156,868<br />
91,740<br />
95,703<br />
98,859<br />
I 102,987<br />
107,412<br />
111,242<br />
1 16,330<br />
1?2,557<br />
130,025<br />
134,900<br />
137,913<br />
143,476<br />
147,262<br />
153,637<br />
15S,621<br />
161<br />
,614<br />
164,118<br />
165,203<br />
16S,446<br />
171,729<br />
't77,135<br />
888<br />
926<br />
964<br />
1,016<br />
1,062<br />
1,110<br />
1 ,179<br />
1,260<br />
1,313<br />
1,281<br />
1,328<br />
1,402<br />
1,467<br />
1,545<br />
1,529<br />
1,528<br />
1,556<br />
1,592<br />
1,658<br />
1,718<br />
'1,775<br />
47,089<br />
50,894<br />
50,724<br />
52,725<br />
59,543<br />
52,627<br />
52,542<br />
54,589<br />
54,052<br />
45,196<br />
44,525<br />
45,5?3<br />
47,878<br />
50,331<br />
51,093<br />
51,091<br />
49,301<br />
43,945<br />
42,589<br />
44,257<br />
43,795<br />
MlleagE<br />
Ileath Rste<br />
(Deathr per<br />
Hundrud-Mllllon<br />
Vehlcle Mllea)<br />
5.30<br />
5.50<br />
5.26<br />
5.19<br />
5.04<br />
4.74<br />
4.46<br />
4.33<br />
4.12<br />
3.53<br />
3.35<br />
3.25<br />
3.26<br />
3.26<br />
3.34<br />
3.34<br />
3.17<br />
2.78<br />
SOUBCES: Whlc.le llar/€|, Registered \bhicl€B and Licsnsod Driv€rs from F6d6rel Highway Administretion, Highway Stalislics Division.<br />
Populatlon: U.S. Bureeu of lh€ Consus (July 1 6stimetB).<br />
Tralfic Deaths: 1964-74, from Netionel C€nt6r for Hoslth StatiBtica, H.H.S. snd State Accid6nt Summarios (Adiusted to 30-day tratlic deathe).<br />
1975-85 lrom Fetel Accident RBporling Syslem (FARS), NHTSA, (30-day tratlic doEths).<br />
'Provklonil<br />
A-5<br />
2.57<br />
2,58<br />
2.47
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Table A-2. Fatality Rates for the United States and $elected Foreign Countries, 1983<br />
Fetalltles per<br />
100 Mllllon<br />
Gountry<br />
Kllometere<br />
Austria<br />
Finland<br />
Federal Repuhlic of Germany<br />
France<br />
Great Britain<br />
Italy<br />
Netherlands<br />
Norway<br />
$pain<br />
Switzerland<br />
United States<br />
SOUFTCE: Stetistics of Fload Traffic Accidente in Europ€.<br />
5.O?<br />
2.03<br />
3.38<br />
4.51<br />
2.01<br />
2.87<br />
2.27<br />
2.25<br />
6.23<br />
2.73<br />
1.60<br />
Table A-3. Basic Statlstlcs About Motor Vehicle Tfafflc DeatheIn<br />
the Unlted States,<br />
1965, 1975-<strong>1985</strong><br />
ftem 1965 1S75 1976 1STT 1978 197S 1980<br />
Deaths<br />
Motor Vehicle Travel<br />
(billion of vehicle<br />
miles)<br />
Registered Motor<br />
Vehicles (100,000)<br />
Resident Population<br />
(1 00,000)<br />
Licensed Drivers<br />
(100,000)<br />
Death Rat6B<br />
Per Hundred Million<br />
Vehicle Mile$<br />
Per 100,000<br />
Registered Vehicle$<br />
Per 100,000 Re$ident<br />
Population<br />
Per 100,000 Licensed<br />
Driver$<br />
V€hlclo and Drlver<br />
Rclatlonahlp<br />
Ratio, Registered<br />
Motor Vehicles to<br />
Licensed Drivers<br />
Ratio, Registered<br />
Motor Vehicles to<br />
Resident Population<br />
Ratio, Licensed Drivers<br />
to Besident<br />
Population<br />
.Provisional<br />
1,329 1,N2 1,467<br />
1,379 1,435 1,473<br />
2,155 2,176 2,198<br />
1,e98 1,340 1,381<br />
1981 1982 1983 1S84 <strong>1985</strong>'<br />
47,089 44,525 45,523 47,878 50,331 51,093 51,091 49,301 43,945 42,589 4,257 43,7S5<br />
888<br />
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3.35<br />
32.38<br />
20,66<br />
34,31<br />
1,06<br />
3.25<br />
31.73<br />
20.92<br />
33.96<br />
1.07<br />
0,e+ 0.66<br />
0.71 0,71 0.72 0,71<br />
0.62<br />
3.26<br />
32.51<br />
21.79<br />
34.66<br />
1.07<br />
1,545 1,52S 1,528 1,556 1,592 1,658 1,718 1,775<br />
1,536 1,596 1,616 1,641 1,65e 1,694 1,717 1,771<br />
2,221 2,248 2,27? 2,296 2,318 ?,340 2,365 2,ffi7<br />
1,408 1,433 1,453 1,471 1,503 1,542 1,554 1,569<br />
3,26<br />
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35,66<br />
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31.62<br />
22.49<br />
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1.11<br />
3.27<br />
30.04<br />
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2.76<br />
26,60<br />
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27,62<br />
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-l<br />
rJ)<br />
cO<br />
d)<br />
o<br />
a<br />
ot<br />
i<br />
e<br />
o E<br />
r \ n<br />
o ) ' = .F<br />
E<br />
t<br />
G<br />
l<br />
t<br />
=<br />
rO<br />
(.o l!<br />
O r g fi<br />
ri<br />
oi<br />
e<br />
o<br />
u)<br />
k hE o<br />
* c - . =<br />
u) u E=<br />
g FE=<br />
H 9;U<br />
#- EH.<br />
? Ecfr<br />
+ iEE<br />
E Erat<br />
{ 91.9 o<br />
E *;:c<br />
f iEf<br />
s ..<br />
3 g<br />
a z
Table A'4. Groyvth In Populatlon and Motor VehlcleRegistration,<br />
1974, 1984-<strong>1985</strong><br />
Psrcent<br />
lncrease<br />
197+1984 <strong>1985</strong><br />
Total Registered Motor Vehicles<br />
Automobiles<br />
Trucks<br />
Buses<br />
Motorcycles<br />
U.S. Resident Population, July 1<br />
Hegistered Motor Vehicles<br />
per Capita<br />
1974 1984<br />
137,925,584<br />
106,718,739 1?.8,270,734<br />
25,780,619<br />
462,156<br />
4,964,070<br />
213,342,000<br />
0.65<br />
SOURCES: Ftegistretion-Faderal Highway Administralion.<br />
Pooulation-U.S. Bureau of th€ Census.<br />
171<br />
,728,638<br />
37,394,411<br />
583,671<br />
5,475,822<br />
236,495,000<br />
0,73<br />
+24.5<br />
+20.?<br />
+45.0<br />
+ 26.3<br />
+ 10.4<br />
+ 10.9<br />
+ 12.3<br />
177,135,137<br />
132,108,164<br />
38,989,042<br />
593,527<br />
5,444,404<br />
238,740,000<br />
Table A-5. I}pee of Motor Vehicles Involved in Fatal Accldents, 1984-<strong>1985</strong><br />
Percent of All Vehicle* Percent of All Vehiclee<br />
Regletered in Fetel Accldents<br />
lVpe of Vehlcle 1984 <strong>1985</strong> 1984 1 985<br />
Passenger<br />
Car<br />
MotorcyclB<br />
Buses<br />
Sing16-Unit Truck<br />
Pickup and Van<br />
Other S,U. Truck<br />
Multiunit Truck<br />
Other<br />
74.7<br />
3,2<br />
0.3<br />
21.1<br />
16.6<br />
4.5<br />
o.7<br />
74.6<br />
3.1<br />
0.3<br />
21.3<br />
16.8<br />
4.5<br />
o.7<br />
$OURCES: Accident data: NHTSA Fatal Accident H6porting Sy$tem (FAnS), NHTSA.<br />
Registration data: Fsdoral Highway Admidistration.<br />
A-13<br />
5S.8<br />
8.0<br />
0.5<br />
20.1<br />
(18.4)<br />
(1.7)<br />
7.1<br />
4.5<br />
o.74<br />
Fercsnt<br />
Change<br />
1984-<strong>1985</strong><br />
58.9<br />
7.9<br />
+3.1<br />
+3.0<br />
+4,3<br />
+ 1.0<br />
-0.6<br />
+ 0.9<br />
+ 1.4<br />
0.5<br />
20.5<br />
(18.7)<br />
(1,8)<br />
7.1<br />
5.1<br />
-j't<br />
::<br />
.lt<br />
i4<br />
';i<br />
'ir<br />
.'+<br />
:;,1
Table A-6. Comparlson of Number of Miles Traveled Annuallyby<br />
TVpe of Vehlcle, 1984-<strong>1985</strong><br />
Total Thavel*<br />
Average Annual Thavel Per Vehicle<br />
lVpe ol Vehlcle 1984 <strong>1985</strong> % Change 1984 <strong>1985</strong> % Change<br />
Passenger Cars<br />
Motorcycles<br />
Buses<br />
Single-Unit Trucks<br />
Multiunit Trucks<br />
All Motor Vehicies<br />
-Million of vehicle rnile6,<br />
SOUFCE: Federal Highway Admlnlstratlon.<br />
1,255,342<br />
12,000<br />
6,732<br />
367,088<br />
76,986<br />
1,718,148<br />
1<br />
,298,199<br />
12,000<br />
6,931<br />
378,230<br />
79,402<br />
1,774,762<br />
+3.4<br />
0.0<br />
+3.0<br />
+3,0<br />
+ 3,1<br />
+3.3<br />
9,787<br />
2,1 90<br />
11,534<br />
10,157<br />
61,398<br />
10,005<br />
9,827<br />
2,2O4<br />
11,678<br />
10,039<br />
60,418<br />
10,019<br />
0.4<br />
0,6<br />
1.2<br />
-'t.2<br />
Table A-7. Passenger Car Occupant Fatalltles by Size of Car, 1975-<strong>1985</strong> in $lngle Vehicle Fatal<br />
Accidents (Unknowns Have Been Di$tributed In Table*)<br />
$lze r97$ 1976 lSTl 1078 1979 1980 1981 1S82 1983<br />
Total 12.431 12,676 12,474 12,8tr 12,929 13,480 12,539<br />
PBrcent (100) (100) (100) (100) (100) (100) (100)<br />
Mini 701 835 986 1,136 1,366 1<br />
,494 1 ,585<br />
(6) (7\ (8) (s) (1 1) (1 1) (13)<br />
Subcompact 1,705 1,710 1,840 1,799 1,960 2,218 2,220<br />
(14) (13) (15) (14) (15) (17) (18)<br />
Compaa fio 444 403 461 461 535 5S7<br />
(3) (4) (2) (4) (4) (4) (5)<br />
lntermediate 1 ,582 1 ,685 1 ,509 1,745 2,001 2,278 2,163<br />
(13) (13) (12) (13) (1s) (17) (17)<br />
FullSize 2,800 2,830 2,916 2,943 2,839 2,858 2,514<br />
(22\ (2?) (24) (23) (221 (21) (20)<br />
Largest Size 5,213 5,172 4,820 4,780 4,302 4,097 3,460<br />
(42) (41) (3s) (37) (33) (30) (27)<br />
SOURCE: Fatal Accident Reporting $ystem (FAHS), NHTSA.<br />
1,974 1,978 2,066<br />
(18) (1e) (1e)<br />
653 800 1,096<br />
(6) (71 (10)<br />
1,937 1,911 2,014<br />
(18) (18) (1e)<br />
2,085 1,574 1,819<br />
(1s) (1e) (17)<br />
2,721 2,452 2,162<br />
(25) (23) (20)<br />
NOTE: The classification of passenger cars reflects the following groupings by "wheelbase"<br />
dimensions:<br />
- Mini - Less than 95 inches<br />
- Subcompact - 95-99 inches<br />
* Compact - 100-104 inches<br />
- Intermediate - 105-109 inches<br />
- Full Size - 110-114 inches<br />
- Largest Sizo - Greater than 114 inches<br />
* 1.6<br />
+0,1<br />
P6rc6nt Percent<br />
Change Change<br />
1984 <strong>1985</strong> 197545 198+85<br />
10,87S 10,604 10,74810,134<br />
- 18.5 -5.7<br />
(1oo) (100) (100) (100)<br />
1,509 1,489 1,591 1,578 + 125.1<br />
(14) (14) (1s)<br />
-0.8<br />
(15)<br />
?,098 +23.0 +1.5<br />
(21)<br />
1,214 +182.3 +10.8<br />
(12)<br />
1,872 + 18.3 -7.1<br />
(18)<br />
1,524 *45.6 -16.2<br />
(15)<br />
1,848 -64.6 -14.5<br />
(18)<br />
"The following passenger car occupant fatalities, where the wheelbase was unknown, have been included ln the table and distribuled in<br />
proportion<br />
to the fatalitie$ where the size ot the car was known.<br />
Unknown Size 4,338 3.990 3.594 3,240 2,488 1,942 1,642 1 ,280 1 ,1 36 951 1,034<br />
A-14
Table A-8, Passenger Car Occupant Fatalltles by Size of Car, 1975-<strong>1985</strong> In Multiple Vehicle Fatal<br />
Accidents (Unknowns Have Been Dlstributed in Table.)<br />
Slze ts75 1978 19Tl 1978 1979 19E0 1981 1982 1983 1984<br />
Total 13,498 13,490 14,308 15,289 14,879 13,S69 14,106 12,451<br />
Percent (100) (100) (100) (100) (100) (100) (100) {100)<br />
Mini 915 1,033 1,?87 1,555 1,931 1,990 2,234 2'102<br />
(7\ (8) (e) (10) (13) (14) (16) (17)<br />
Subcompact 2,296 2,490 2,693 2,821 2,688 2,623 2,883 2,414<br />
(17) (1e) (1e) (18) (18) (1e) (20) (1e)<br />
Compact 509 558 562 582 57O 576 636 715<br />
(4) (4) (4) (4) (4) (4) (5) (6)<br />
f ntermediate 1,277 1,259 1,339 1,677 1,942 2,240 2,577 2,494<br />
(s) (e) (e) (11) (13) (16) (18) (20)<br />
Full Size 2,794 2,857 3,154 3,329 3,144 2,77? 2,380 2,043<br />
(21) (21) (22) (22) (21) (20) (17) (16)<br />
Largest Size 5,7A7 5,293 5,273 5,325 4,604 3,768 3,396 2,683<br />
(42) (3e) (37) (35) (31) (?7) (24) (22)<br />
SOUHCE: Fatal Accident Reporting System (FARS), NHTSA.<br />
NOTE: The classification ol passenger cars reflects the following groupinge by \fieelbase'dimenelons;<br />
* Mini - Less than 95 inches<br />
- Subcompact - 95-99 inches<br />
- Compact * 100-104 inches<br />
* lntermediate - 105-109 inches<br />
- Full Size - 110-114 inches<br />
- Largest Size - Greater than 114 inches<br />
12,375 1?,861 13,061<br />
(100) (100) (100)<br />
Percent Parcfirt<br />
Change Change<br />
<strong>1985</strong> 197ffi5 1984-85<br />
2,14? 2,196 2,234+14/'.2<br />
+1.7<br />
(17) (17) (17)<br />
2,457 2,673 2,649<br />
(20) (21) (20)<br />
-3.2 +1,6<br />
+ 15.4 - 0,9<br />
863 1,180 1,58? +210.8 +34,1<br />
(7) (s) (12)<br />
2,506 2,671 2,845 + 122.8 +6.5<br />
(20) (21) (22)<br />
1,8S8 1,754 1,700 - 39.2<br />
(16) (14) (13)<br />
2,509 2,387 2,051<br />
(20) (18) (16)<br />
- 3.1<br />
-64.1 - 14,1<br />
-The<br />
following passenger car occupant fatalities, where the wheelbase was unknown, have heen included in the table and di$tributed in<br />
proportion to the fatalities where the size of the car was known.<br />
_<br />
unknown size 4,633 4,052 3,891 3,540 2,683 1,846 1,728 1,416<br />
'1,122<br />
1,071 1,142<br />
A-15<br />
rTj<br />
rtl<br />
:'<br />
..<br />
ir<br />
3i<br />
':<br />
il<br />
:I
Table A-9. Comparison ot Driver Fatalities in ltvo-Vehicle Accidents Among Vehicles of<br />
Different Sizes, <strong>1985</strong><br />
Slze ol Smaller<br />
Vehlcle in<br />
tho Cresh<br />
Sub-<br />
compact Compact<br />
Mini<br />
Subcompact<br />
Compact<br />
Intermediate<br />
Full-Size<br />
Largest Size<br />
Light Truck<br />
1.7 3.0<br />
1.5<br />
SOURCE: Fatal Accident Beporting System (FARS), NHTSA.<br />
$lze of the Larger vehlcle In the craeh<br />
lntermediate<br />
Full-Slze<br />
4.6<br />
2,3<br />
1.2<br />
6.3<br />
3.2<br />
3.4<br />
2.3<br />
Largest<br />
Size<br />
9.7<br />
5.1<br />
4.7<br />
2.8<br />
1.7<br />
Llght<br />
Iluck<br />
16.4<br />
8,5<br />
4.3<br />
3.2<br />
2.1<br />
1.5<br />
Medlum<br />
Heavy<br />
Truck<br />
NOTE: This chart illustrat€s the relative probabilities of fatal injuries to drivers when vehicles of different sizes are involved in accidents.<br />
For example, in a collision of a minicompact and full-size car, the driver of the smaller car is 6.3 times more likely to be killed than<br />
the driver of the full-size auto.<br />
Table A-10, Fatality Rates and Vehicle Involvement Rates by Vehicle Type (ln Fatal Accldents),<br />
<strong>1985</strong><br />
Vehicle Type<br />
Passenger Car<br />
Motorcycle<br />
Bus<br />
Truck<br />
Single Unit Truck<br />
Combination Truck<br />
All Vehicle Types<br />
(Less Motorcycles)<br />
Occupant<br />
Fatality Rats<br />
per 100 Mllllon<br />
Vehicle Miles<br />
1.79<br />
38.08<br />
0,78<br />
1.47<br />
1.58<br />
0.97<br />
1.78<br />
Occupant<br />
Fatality Rate<br />
per 10,000<br />
Registered Vehiclee<br />
1.76<br />
8.3S<br />
0"91<br />
1.73<br />
1.59<br />
5.88<br />
1.83<br />
SOURCES; Fatalities: Fatal Accident Reporting $ystem (FARS), NHTSA (30-day death$).<br />
Vehicle Travel and Registered Vehicles: Federal Highway Administration,<br />
Vehlcle<br />
Involvement Rate<br />
(ln Fetal Accldents)<br />
per 100 Mllllon<br />
Vehicle Mllee<br />
2.64<br />
38.43<br />
4.39<br />
3.50<br />
3.15<br />
5,1S<br />
3.04<br />
47.4<br />
57.4<br />
41.3<br />
34.9<br />
75.6<br />
17.9<br />
17.4<br />
Vehlcle<br />
InvolvBm€nt Rate<br />
(ln Fatal Accldents)<br />
per 10,000<br />
Reglstered Vehiclee<br />
2.60<br />
8.47<br />
5.12<br />
4.11<br />
3.16<br />
31.33<br />
3.12
FigureA-11.<br />
Motor Vehicle Travel on the Interstate Highway System, 1976'<strong>1985</strong><br />
VehicleMiles<br />
(Billions)<br />
400 -<br />
@roiat ffiRural lurban<br />
350<br />
300<br />
250<br />
200<br />
150<br />
100<br />
50<br />
0<br />
1976 1977 1978 1S7S 1980 1981 1982 1983 1984 1 985<br />
$ource: Federal Highway Administration.<br />
NotB: InlBrstate Highway System is synonymous with th€ F€d€ral Highway Aclmlnlstratlon cel6gori68 int€r8tet6 (Art€rial) and Interstate (Flnal),<br />
Figure A-12. Motor Vehicle Travel on Non-lnterstate Highway Systems, 1976-<strong>1985</strong><br />
Vehicte Miles (Bitlions)<br />
1,600<br />
ffitotat<br />
1,400<br />
lnural lurban<br />
1,200<br />
1,000<br />
800<br />
600<br />
400<br />
200<br />
0-<br />
1976 1977 1978<br />
SourEe: Fed€rel Highwey Administration.<br />
1 979<br />
1 980<br />
A-17<br />
1 981<br />
1 982 1 983 1 984 1 985<br />
,r i?<br />
,t<br />
,,<br />
'r<br />
l,i<br />
{
Figure A-13. Licensed Drivers and Population by Age Group, <strong>1985</strong><br />
Percent<br />
15<br />
15-19 ?0-24 25-29 30-34 35-39<br />
Licensed Drivers - Federal Highway Administration.<br />
Pooulation; Bureau of the Census,<br />
1 58,224,000 Total Licensed Drivers<br />
186,779,000 Total Resident Population (Ages 15 and Over)<br />
IPercent Distribution of Licensed Drivers<br />
M Percent Distribution of Population<br />
40-44 4s-49 50-54 55-59 60-64 65-69 Over 69<br />
Age Group<br />
Figure A-14. Percent Change in Licensed Drivers and Population by Age Group, 1975-<strong>1985</strong><br />
Percent<br />
80<br />
15-19 20-24 25-29 30-34 35-39<br />
Licensed DrivBrs - Fsderal Highway Administration.<br />
Pooulalion: Bureau of the Census.<br />
IPercent<br />
W<br />
Increase of Licensed Drivers<br />
Percent Increase of Population<br />
4A-44 45-49 50-54 55-59 60-64 65-69 Over69<br />
Age Group<br />
A-18
Figure A-15. Dlstrlbutlon of Male Llcensed Drivers and Population by Age Group, <strong>1985</strong><br />
Psrcent<br />
15-19 20-24 25,29 30-34 35-39<br />
Source: Licensed DrivErs - Federel Highway Adfirinislration.<br />
Population: Bureau of the Census.<br />
82.489.000 Male Licensed Drivers<br />
89,560,000 Male Resident Population (Ages 15 and Over)<br />
IPercent<br />
Distribution of Licensed Drivers<br />
EPercent Distribution of Population<br />
40-44 45-49 50-54<br />
Age Group<br />
55-59 60-64 65-69 Over 69<br />
Figure A-16. Percent Change in Male Licensed Drivers and Population by Age Group,<br />
1975-<strong>1985</strong><br />
Percent<br />
60<br />
15-19 20-24 e5-?9 30-34 35-39<br />
Sourcg: Licensod Drivers - Federal Highway Adminislration.<br />
Population: Bureau of the Census.<br />
f<br />
I<br />
Percent Increase of Male Licensed Drivers<br />
Percent Increase of Population<br />
40-M 45-49 50-54 55-59 60-64 65-69 Over 69<br />
Age Group<br />
A-19<br />
.i<br />
i<br />
-t<br />
.i8<br />
l-r<br />
fl E<br />
;<br />
{<br />
: .l<br />
,,t
Figure A-17. Distribution of Female Licensed Drivers and Population by Age Group, <strong>1985</strong><br />
Percent<br />
tc<br />
15-19 20-24 25-29 30-34 35"39<br />
Source: Licensed Drivers - Federal Highway Adminisralion.<br />
Pooulation; Bureau of lhe Census.<br />
75.735.000 Female Licensed Drivers<br />
97,220,000 Female Resident Population (Ages 15 and Over)<br />
IPercent Distribution of Licensed Drivers<br />
@Percent Distribution of Population<br />
40-44 45-49 50-54 55-59 60-64 65-69 Over 69<br />
Age Group<br />
FigureA-18.<br />
Percent Change in Female Licensed Drivers and Population by Age Group,<br />
197s-<strong>1985</strong><br />
Percent<br />
120<br />
100<br />
60<br />
40<br />
20<br />
0<br />
-20<br />
15-1S 20-24 25-25 30-34 35-39<br />
Source: Licensod Drivers - Federal Highway Administration.<br />
Pooulation: Bureau of the Census.<br />
IPercent Increase of Female Licensed Drivers<br />
WPercent Increase of Population<br />
40-44 45-49 50-54 55-59 60-64 65-69 Over 69<br />
Age Group<br />
A-20
Table A-11. Percent Distribution, by Age, of Orivers Involved in Fatal Accidents, <strong>1985</strong><br />
IVpe of Accldent<br />
Licensed Drivers<br />
All Fatal Accidents<br />
Single Vehicle:<br />
Ovenurn in Road<br />
Other Noncollision<br />
Collision w/Fixed Objecl<br />
Multi-Vehicle:<br />
Rear End i<br />
Head On<br />
Angle<br />
Sideswipe<br />
Pedestrian<br />
Pedalcyclist<br />
Under<br />
20 20-24<br />
6.4<br />
13.2<br />
18.2<br />
12.7<br />
17.9<br />
8.1<br />
12.2<br />
12.0<br />
11.2<br />
10.4<br />
14.4<br />
11.9<br />
19.5<br />
24.7<br />
21.3<br />
24.4<br />
17.7<br />
18.7<br />
16.3<br />
17.1<br />
18.0<br />
18.8<br />
SOURCE: Fatal Accident Reponing System (FARS), NHTSA.<br />
Age of Driver<br />
25-34 3s-44 45-54 55-64<br />
Over<br />
64<br />
25,1<br />
26,4<br />
28.5<br />
27.?<br />
27.1<br />
26.8<br />
26.4<br />
25.0<br />
28.3<br />
?6.1<br />
25.7<br />
19.4<br />
15.4<br />
13.4<br />
16.1<br />
1?,5<br />
18.7<br />
17.1<br />
15.6<br />
17.2<br />
14.9<br />
14.5<br />
13.1<br />
8.9<br />
7.1<br />
7.9<br />
6.7<br />
11.3<br />
10.3<br />
9.2<br />
11.0<br />
8.5<br />
8.1<br />
12.2<br />
7.1<br />
4.0<br />
6,8<br />
5.4<br />
8.9<br />
8.0<br />
8.5<br />
8.5<br />
5.8<br />
6.5<br />
11.9<br />
7.7<br />
3's .<br />
4,3<br />
NOTE: Drivers under 25 are over-involved in all types of accidents, compared to the total number of licensed drivers in that age group. The<br />
over-involvement is grealest for single-vehicle accidents, Both mal€ and female drivers in this ag€ group show th€ same pattern ot<br />
over"representation. Drivers ages 35 and older are generally in fewer accidents than would be expected on the basi$ of their<br />
numbers.<br />
Table A-12. Percent Dlstrlbutlon, by Age, of Male Drivers Involved In Fatal Accldents, <strong>1985</strong><br />
Type of Accldent<br />
Licensed Drivers<br />
All Fatal Accidents<br />
Single Vehicle:<br />
Ovefturn in Road<br />
Other Noncollision<br />
Collision w/Fixed Object<br />
Multi-Vehicle:<br />
Rear End<br />
Head On<br />
Angle<br />
Sideswipe<br />
Pedestrian<br />
Pedalcyclist<br />
Under<br />
20 20-24 25-34<br />
6.6<br />
13.0<br />
16.8<br />
12.2<br />
17.6<br />
7.8<br />
11.9<br />
11.9<br />
9.8<br />
11.1<br />
14.8<br />
12.0<br />
20.3<br />
25.3<br />
21.7<br />
25.2<br />
18.0<br />
18.8<br />
17.0<br />
17.1<br />
20.2<br />
19,8<br />
SOURCE: Fatal Accident Reponlng System (FARS), NHTSA.<br />
?4.9<br />
?7,6<br />
29.1<br />
28.3<br />
28.2<br />
27.3<br />
26.6<br />
26.3<br />
30.1<br />
29.5<br />
29.3<br />
A-21<br />
5.7<br />
7.3<br />
7.1<br />
13.0<br />
5.3<br />
4.9<br />
5.3<br />
Age of Driver<br />
Over<br />
35-44 4s-s4 55-64 64<br />
19.0<br />
15.4<br />
13.5<br />
17.9<br />
12.5<br />
18.7<br />
17.0<br />
15.3<br />
17.5<br />
16.5<br />
15.6<br />
13.1<br />
9.1<br />
7.3<br />
8.2<br />
6,6<br />
11,8<br />
10.4<br />
9.2<br />
11.6<br />
s.7<br />
9.1<br />
12,1<br />
7.0<br />
3,9<br />
6.3<br />
5.0<br />
8,8<br />
8.0<br />
8.1<br />
4.7<br />
o.o<br />
6.1<br />
12.2<br />
7.2<br />
3,S<br />
4.4<br />
4.7<br />
7.2<br />
7.1<br />
12.0<br />
4.7<br />
5.2<br />
5.0<br />
I 4<br />
!i<br />
'{<br />
.-l<br />
!<br />
.il ii<br />
'tf<br />
:<br />
,#
Table A-13. Percent Dlstributlon, by Age, of Female Drivers Involved in Fatal Accidents, <strong>1985</strong><br />
Ilpe ol Accldent<br />
Licensed Drivers<br />
All Fatal Accidents<br />
Single Vehicle:<br />
Oveilurn in Road<br />
Other Noncollision<br />
Collision WFixed Object<br />
Multi-Vehicle;<br />
Rear End<br />
Head On<br />
Angle<br />
Sideswipe<br />
Pedestrian<br />
Pedalcyclist<br />
Under<br />
20<br />
6.2<br />
14.7<br />
24.3<br />
16.5<br />
19.6<br />
10.0<br />
13.2<br />
12.6<br />
17.1<br />
13.3<br />
17.2<br />
20-?4 2s-34<br />
11.9<br />
17.9<br />
21.9<br />
22.6<br />
20.3<br />
17.2<br />
18.3<br />
14.5<br />
17.8<br />
19.8<br />
21.1<br />
SOURCE: Fatal Accident Reporting System (FAR$), NHTSA.<br />
25.4<br />
23,S<br />
25,9<br />
27.0<br />
21.7<br />
25.6<br />
25.7<br />
21.2<br />
22.5<br />
28.0<br />
22.0<br />
Age of Drlver<br />
Over<br />
35-44 45-54 55-64 64<br />
19.7<br />
16.2<br />
12,9<br />
11,3<br />
12.9<br />
19.4<br />
17.6<br />
16.8<br />
16.8<br />
17.2<br />
15,3<br />
Table A-14. Trafflc Fatalltles by Age Group, 1975, 1984, <strong>1985</strong><br />
All Ages<br />
0-4<br />
5-14<br />
15-24<br />
25-34<br />
35-44<br />
45-54<br />
55-64<br />
65 & Over<br />
Age Not Stated<br />
1975 1984 <strong>1985</strong><br />
44,525<br />
1<br />
,313<br />
3,182<br />
15,465<br />
7,503<br />
4,1S1<br />
3,939<br />
3,398<br />
5,326<br />
208<br />
44,257<br />
894<br />
2,157<br />
14,394<br />
9,508<br />
5,030<br />
3,311<br />
3,212<br />
5,505<br />
246<br />
43,795<br />
934<br />
2,190<br />
13,845<br />
9,257<br />
5,224<br />
3,271<br />
3,243<br />
5,555<br />
?76<br />
SOURCF; Fatal Accid€nt Reporting System (FARS), NHTSA (30-day traffic deaths),<br />
13.2<br />
9,0<br />
6.0<br />
7.8<br />
7.6<br />
9.6<br />
10.1<br />
9.2<br />
s.2<br />
8,5<br />
7.2<br />
Percent<br />
Change<br />
1975-85<br />
- 1.6<br />
- 28.9<br />
- 31.2<br />
- 10.5<br />
+ 23.4<br />
+ 24.8<br />
- 17.O<br />
- 4.6<br />
+ 4.3<br />
+32.7<br />
1?,?<br />
8.1<br />
4.7<br />
9.6<br />
7.6<br />
9.6<br />
7.8<br />
9.6<br />
8,3<br />
6.3<br />
9.6<br />
11.5<br />
10.1<br />
4.2<br />
4.4<br />
10.2<br />
8.3<br />
7.3<br />
16.2<br />
7.9<br />
6.3<br />
7.7<br />
Psrcent<br />
Ghange<br />
1984-85<br />
- 1.0<br />
+4.5<br />
+ 1.5<br />
-3.8<br />
- 2.6<br />
+3.9<br />
-1.2<br />
+ 1.0<br />
+ 1.0<br />
+12.2
Table A-15. Number and Dlstrlbution of Motor Vehicle Tratfic Fatalltlee by flpe, 1965-<strong>1985</strong><br />
Total Blcycllets* Motorcycllttt Pedegtrlane* Others*r<br />
Year Number Percent Number Fercent Number Percent Number Percent Number Percent<br />
1965<br />
1966<br />
1 967<br />
1968<br />
1 969<br />
1970<br />
1 971<br />
1972<br />
1 973<br />
1574<br />
1 975<br />
1S76<br />
1977<br />
1978<br />
1 979<br />
1980<br />
1 981<br />
1982<br />
1 983<br />
1984<br />
1 S85<br />
47,089<br />
50,894<br />
50,724<br />
5?,725<br />
53,543<br />
52,627<br />
52,542<br />
54,589<br />
54,052<br />
45,196<br />
44,5e5<br />
45,523<br />
47,878<br />
50,331<br />
51,093<br />
51,091<br />
49,301<br />
43,945<br />
42,589<br />
44,"57<br />
43,795<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100,00<br />
100,00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
100.00<br />
690<br />
730<br />
750<br />
700<br />
710<br />
760<br />
860<br />
990<br />
1,070<br />
1,040<br />
1,003<br />
s14<br />
92?<br />
892<br />
932<br />
965<br />
s36<br />
883<br />
839<br />
849<br />
890<br />
1.47<br />
1.4<br />
1.48<br />
1.33<br />
1.33<br />
1,M<br />
1,64<br />
1.82<br />
1.98<br />
2,30<br />
2.25<br />
?.01<br />
1.93<br />
1.77<br />
1.82<br />
1.89<br />
1.S0<br />
2.01<br />
1.S7<br />
1.92<br />
2.03<br />
1,650<br />
2,230<br />
2,170<br />
r,940<br />
1,870<br />
2,280<br />
2,650<br />
3,030<br />
3,230<br />
3,370<br />
3,189<br />
3,312<br />
4,104<br />
4,577<br />
4,893<br />
5,144<br />
4,906<br />
4,453<br />
4,265<br />
4,608<br />
4,570<br />
3.50<br />
4.38<br />
4.28<br />
3.68<br />
3.49<br />
4.33<br />
5.04<br />
5.55<br />
5.98<br />
7.46<br />
7.18<br />
7.28<br />
8.57<br />
9.09<br />
9.58<br />
10.07<br />
9,95<br />
10.13<br />
10.01<br />
10.41<br />
10.43<br />
7,990<br />
8,530<br />
8,460<br />
8,800<br />
8,710<br />
8,950<br />
9,100<br />
9,200<br />
8,930<br />
7,540<br />
7,516<br />
7,427<br />
7,732<br />
7,795<br />
8,096<br />
8,070<br />
7,837<br />
7,331<br />
6,826<br />
7,025<br />
6,800<br />
16.S7<br />
16.76<br />
16.68<br />
16.69<br />
16.27<br />
17.01<br />
17.32<br />
16.85<br />
16.52<br />
16.68<br />
16.88<br />
16,31<br />
16.15<br />
15.49<br />
1s.85<br />
15.80<br />
15,90<br />
16.68<br />
16,02<br />
15.87<br />
15.53<br />
36.759<br />
39,404<br />
39.344<br />
41.285<br />
42,253<br />
40,637<br />
39,932<br />
41,369<br />
40,822<br />
33,246<br />
32,817<br />
33,870<br />
35,120<br />
37,067<br />
37.172<br />
36.912<br />
35,622<br />
31 .278<br />
30.65S<br />
31.775<br />
31.535<br />
78.05<br />
77.42<br />
77.56<br />
78.30<br />
78.91<br />
77.22<br />
76.00<br />
75.78<br />
75.52<br />
73.56<br />
73.71<br />
74.40<br />
73,35<br />
73,65<br />
72.75<br />
72.25<br />
7?.25<br />
71 .18<br />
71.99<br />
71 .80<br />
72.01<br />
SOURCES: Deaths: 1964.74, estimated by NHTSA from data supplied by the National Center for Health Statistics, H.H.S,, and Stats<br />
Accident Summaries (Adjusted to 30*day deaths).<br />
1975-85 from Fatal Accident Reporting $ystem (FARS), NHTSA.<br />
NOTES: 'Motor vehicle involvement only,<br />
'-"Others"<br />
includes, primarily, drivers and pas$engers in motor vehicles other than motorcycles and motorscooter$. There are a<br />
tew riders of animals, occupanls of animal-drawn vehicles, occupants of street cars, unauthorized riders, etc., also in lhe category.<br />
Table 4-16. Number and Population Death Rate of Motor Vehlcle Traffic Fatalities by Type In the<br />
Accident, 1965-<strong>1985</strong><br />
lbar<br />
Resldent<br />
PoP. Tbtel Dseths Blcycllrter Motoruycllrtr<br />
(100,U10) Number Flat6*** Number Hatgt** Numbar Ratg't'<br />
Podeetrlane' Othcrg*<br />
Number Rate**' Numbgr Rate***<br />
1965<br />
1966<br />
1967<br />
1968<br />
1969<br />
1970<br />
1971<br />
1972<br />
1973<br />
1974<br />
1975<br />
1976<br />
1977<br />
1978<br />
1935,26 47.089<br />
1955,76 50,894<br />
1974.57 50.724<br />
1993.99 52,725<br />
2013.85 53,543<br />
2039.84 52,627<br />
2068.27 5?,54?<br />
2092.84 54.589<br />
2113.57 54,05?<br />
2133,42 45,196<br />
2154.65 44.5?5<br />
2175.63 45.s23<br />
2197.60 47,878<br />
222Q.95 50,331<br />
24.33<br />
26.02<br />
25.69<br />
26.44<br />
26.59<br />
25,80<br />
25.40<br />
26.08<br />
25.57<br />
21,18<br />
20.66<br />
20.92<br />
?1.79<br />
22.66<br />
6S0<br />
730<br />
750<br />
700<br />
710<br />
760<br />
860<br />
990<br />
1,070<br />
1,040<br />
1,003<br />
914<br />
32?<br />
89?<br />
0.36<br />
0.37<br />
0.38<br />
0.35<br />
0.35<br />
0,37<br />
0.42<br />
0.47<br />
0.51<br />
0,49<br />
o.47<br />
0.42<br />
o.42<br />
0.40<br />
1,650<br />
2,230<br />
2,170<br />
1,940<br />
1,870<br />
2,280<br />
?,650<br />
3,030<br />
3,230<br />
3,370<br />
3,1 89<br />
3,312<br />
4,104<br />
4,577<br />
0.85<br />
1.14<br />
1.10<br />
0.97<br />
0.93<br />
1.12<br />
1,28<br />
1.45<br />
1,53<br />
1.58<br />
1.48<br />
1.52<br />
1.87<br />
2.06<br />
7,990<br />
8,s30<br />
8,460<br />
8,800<br />
8,710<br />
8,950<br />
9,100<br />
9,200<br />
8,930<br />
7,540<br />
7,516<br />
7,427<br />
7,73?<br />
7,795<br />
4,13<br />
4.36<br />
4.28<br />
4.41<br />
4.33<br />
4.39<br />
4,40<br />
4.40<br />
4.23<br />
3.53<br />
3.49<br />
3.41<br />
3.52<br />
3.51<br />
36,759<br />
3S,404<br />
39,344<br />
41,285<br />
42,253<br />
40,637<br />
39,932<br />
41,369<br />
40,822<br />
33,246<br />
32,817<br />
33,870<br />
35,120<br />
37,067<br />
18.99<br />
20.1 5<br />
19,33<br />
20.71<br />
20.98<br />
19.92<br />
19,31<br />
19.77<br />
19,31<br />
15.58<br />
15.23<br />
15.57<br />
15.98<br />
16.69<br />
1979<br />
1980<br />
1981<br />
1982<br />
1983<br />
1984<br />
<strong>1985</strong><br />
2245.87 s1.093<br />
2272.36 51,091<br />
2255.42 49,301<br />
2318,22 43,S45<br />
2340.23 42.584<br />
2364.95 44.257<br />
2387,40 43.795<br />
22.75<br />
22.49<br />
21.50<br />
18.98<br />
18.20<br />
18.71<br />
18.34<br />
93?<br />
965<br />
936<br />
883<br />
839<br />
849<br />
890<br />
0.42<br />
0.42<br />
0.41<br />
0,38<br />
0.36<br />
0.36<br />
o,37<br />
4,893<br />
5,1 44<br />
4,906<br />
4,453<br />
4,265<br />
4,608<br />
4,570<br />
2.18<br />
2.26<br />
?.14<br />
1.92<br />
1.82<br />
1.95<br />
1.91<br />
8,098<br />
8,070<br />
7,837<br />
7,331<br />
6,826<br />
7,Q25<br />
6,800<br />
3.Bl<br />
3.55<br />
3.42<br />
3,17<br />
2.92<br />
?.97<br />
2,85<br />
37,172<br />
36,912<br />
35,622<br />
31,278<br />
30,659<br />
31,775<br />
31,535<br />
16.55<br />
16.25<br />
15.s3<br />
13,s1<br />
13.10<br />
13.44<br />
13,21<br />
SQURCES: Population: U.S. Bureau of the Consus (July 1 estimate).<br />
Deaths; 1964-74, €stimated by NHTSA from data supplied by the National Center tor Health Statistics, H,H,S., and Stats<br />
Accid€nt Summaries (Adjusted to 30-day deaths).<br />
1975-BS from Fatal Accident Reporting Sy$tem (FARS), NHTSA.<br />
NOTES:<br />
.Motor<br />
vehicle involvement only.<br />
-t"Others"<br />
includes, primarily, drivers and pss$engers in motor vehlcles olhcr thsn motorcycles and motor$c@ters. Thers are a<br />
lew riders of animals, occupants of animal-drawn vehicles, occupants of street cars, unauthorieed riders, etc., also in the category,<br />
*"Deaths per 100,000 resident population,<br />
A-23<br />
'i:I<br />
;rl<br />
;i<br />
J<br />
,l
o<br />
.E<br />
.t (g<br />
(g<br />
tI.<br />
g C'<br />
>.<br />
.9<br />
o<br />
It tr<br />
E<br />
=lo<br />
HfD<br />
tT(',<br />
trE<br />
Atrt<br />
E(D<br />
+o, J4<br />
- F<br />
E<br />
. G<br />
o<br />
+l<br />
<<br />
E<br />
q<br />
6<br />
f<br />
E<br />
f<br />
o)<br />
i L<br />
=<br />
l\<br />
d<br />
tr<br />
o<br />
CL<br />
f<br />
(J<br />
o<br />
.E<br />
.g<br />
E o<br />
9tn<br />
E €<br />
EP<br />
u rrr<br />
trtg<br />
(g clr<br />
ca<br />
(E si<br />
- L O<br />
o=<br />
gE<br />
66 G<br />
o.rt E<br />
. ( U<br />
o ) g<br />
T P<br />
{ t r<br />
q E<br />
.d, E<br />
r r o<br />
o<br />
(o<br />
th<br />
(g<br />
of<br />
(J<br />
o<br />
.9<br />
.E<br />
o<br />
o<br />
o<br />
E<br />
o<br />
(r)<br />
A-24<br />
o<br />
c!<br />
i II<br />
I<br />
a<br />
I<br />
I<br />
I IIItI<br />
I<br />
I I<br />
I<br />
,<br />
I<br />
I<br />
t<br />
I<br />
I I<br />
I IIIIItI,I<br />
I<br />
I tIII<br />
t<br />
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,<br />
t<br />
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t -<br />
: ( U<br />
t ' =<br />
l 6<br />
l ( D<br />
!E<br />
-'L<br />
a<br />
I<br />
t I<br />
I It<br />
o<br />
rn<br />
H *<br />
fd<br />
FE<br />
o v<br />
F I<br />
: o<br />
E o<br />
6 .E3f<br />
O' frRH<br />
zi-h.=.2<br />
TEs<br />
=oIli<br />
+Eu<br />
@ F F<br />
- E q<br />
R i!5#<br />
or : (/J.R<br />
F P V /<br />
< E E<br />
Pe+<br />
Ied<br />
4 G =<br />
F6b<br />
R EEE<br />
P Eu*<br />
@ T o<br />
uJ-L!<br />
ro<br />
9 9 q<br />
u, uJ<br />
f,gs<br />
+ .q Lij<br />
EFh<br />
tr<br />
-l<br />
a<br />
to<br />
c a E<br />
o ) ( 6<br />
'<br />
+<br />
LYt<br />
:<br />
h E<br />
El'i<br />
! ;<br />
F ><br />
(JJ<br />
_ fid<br />
!i F o<<br />
H E:cli<br />
s x F<br />
z#h.i.<br />
z<br />
rEa<br />
d ; i d<br />
= ! +<br />
t 6 -<br />
",trtr<br />
p f;Eg<br />
o) =o R<br />
d * E o<br />
+ +.E<br />
#FE<br />
E{ *<br />
5 od<br />
hfi E<br />
o re E.X<br />
F* gEq<br />
gt<br />
F._.q<br />
E g J E<br />
6+E<br />
u * [<br />
+9e,<br />
s'* R 6;* s<br />
rJ)<br />
s s<br />
f<br />
o
Table A-17. Leading Causee of Death by Age and Sex, United States, 1982<br />
Aga Gsuse ol<br />
Gtoup Oeath<br />
All Diseases of tho Heart<br />
Malignant Neoplasms (Cancer)<br />
Cerebrovascular Diseases (Stroke)<br />
Chronic Obstructive Pulmonary<br />
'<br />
, Pneumonia<br />
Motor Vehicle Traffic Accidents<br />
Nontransport Accidents<br />
Diabetes Mellitu$<br />
Under I Certain Conditions Orlginating in<br />
the Perinatal Period<br />
Congenital Anomalies<br />
Symptoms, Signs and lll-Defined<br />
Conditions<br />
Diseases ol the Hean<br />
Nontransport Accidents<br />
Pneumonia<br />
Motor Vehicle Traffic Accidents<br />
1-4<br />
5-9<br />
r0-14<br />
15-19<br />
20-24<br />
25-29<br />
Nontransport Accidents<br />
Congenital Anomalies<br />
Motor Vehicle Traffic Accidents<br />
Malignant Neoplasms (Cancer)<br />
Other Diseases of Neruous<br />
System and Sense Organs<br />
Homicide and Legal lnteruention<br />
Motor Vehicle Tratfic Accidents<br />
Nontrsnsport Accidents<br />
Malignant Neoplasms (Cancer)<br />
Congenital Anomalies<br />
Qther Diseases of Nervous<br />
System and Sense Organs<br />
Homicide and Legal Intervention<br />
Diseases of the Heaft<br />
Motor Vehicle Tratfic Accldentg<br />
Nontransport Accidents<br />
Malignant Neoplasms (Cancer)<br />
Congenital Anomalies<br />
Other Diseases of Neruous<br />
$ystem and $ense Organs<br />
Homicide and Legal Intervention<br />
Suicide<br />
Diseases of the Heart<br />
Motor Vehicle Tratfic Accidents<br />
Nontransport Accidents<br />
Homicide and Legal Interuention<br />
Suicide<br />
Malignant Neoplasms (Cancer)<br />
Diseases of the Heart<br />
Other Di$ea$es of Neruous<br />
System and Sense Organs<br />
Motor Vehicl€ Traffic Accidents<br />
Homicide and Legal Interuention<br />
Suicide<br />
Nontransport Accidents<br />
Malignant Neoplasms (Cancer)<br />
Oi$ea$e$ of the Heart<br />
Molor Vehicle Traffic Accidents<br />
Homicide and Legal Interyention<br />
Suicide<br />
Nontransport Accidents<br />
Malignant Neoplasms (Cancer)<br />
Diseases of the Head<br />
TotEl Male<br />
Female<br />
Rank ll,oaths % Rank Deaths ,/o Fank Deaths o/o<br />
1 756,781<br />
2 434,291<br />
3 157,878<br />
4 59,918<br />
5 48,200<br />
0 44,951<br />
7 44,758<br />
I 34,611<br />
1 20,709<br />
2 9,057<br />
3 6,010<br />
4 948<br />
5 864<br />
6 765<br />
14 231<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
7<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6 7<br />
I<br />
1<br />
2<br />
3 4<br />
5<br />
6<br />
7<br />
1<br />
2<br />
3 4<br />
5<br />
6<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
1,949<br />
1,045<br />
872<br />
636<br />
419<br />
377<br />
9S6<br />
986<br />
749<br />
298<br />
240<br />
167<br />
166<br />
38.3<br />
22.O<br />
8.0<br />
3.0<br />
?.4<br />
2.3<br />
2,3<br />
1.7<br />
48.0<br />
21.0<br />
13.9<br />
2,2<br />
2.0<br />
1.S<br />
0,5<br />
24.5<br />
t 3.1<br />
11.0<br />
8.0<br />
5.3<br />
4.7<br />
21.9<br />
21 .7<br />
16.5<br />
6,5<br />
1,236 24,0<br />
1,036 20.1<br />
681 13.2<br />
273 5.3<br />
242 4.7<br />
23t 4.6<br />
198 3.8<br />
197 3.8<br />
6,S69 40.1<br />
2,16s 12.6<br />
1,941 11.3<br />
1,732 10,1<br />
1,055 6,3<br />
395 2,3<br />
378 2,2<br />
8,302 33.1<br />
3,776 15.1<br />
3,305 13.2<br />
3,1 25 1 2.5<br />
1,423 5.7<br />
724 2.9<br />
5,517 22.3<br />
3,796 15,4<br />
3,451 14.0<br />
2,9S1 12.1<br />
1,953 7.9<br />
1,207 4.9<br />
A-25<br />
1 399,408<br />
? 234,140<br />
3 63,946<br />
4<br />
7<br />
39,734<br />
25,060<br />
5<br />
6<br />
'12<br />
32,552<br />
29,520<br />
14,1S8<br />
1 11,825<br />
2 4,824<br />
3<br />
4<br />
3,590<br />
556<br />
5<br />
6<br />
't4<br />
531<br />
4?8<br />
131<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
2 1<br />
3<br />
4<br />
5.3 5<br />
3.7 6<br />
3.6 7<br />
1<br />
2<br />
3<br />
6<br />
s<br />
7<br />
4<br />
I<br />
1<br />
?<br />
3<br />
4<br />
5<br />
7<br />
6<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
1,214<br />
532<br />
488<br />
348<br />
219<br />
208<br />
609<br />
65S<br />
459<br />
167<br />
134<br />
88<br />
84<br />
37.7<br />
22.1<br />
6.0<br />
3.8<br />
2.4<br />
3.1<br />
2.8<br />
1.3<br />
48.2<br />
19.7<br />
14.6<br />
?.3<br />
2.2<br />
1.7<br />
0,5<br />
27,1<br />
11,9<br />
10.9<br />
7.8<br />
4.S<br />
4.6<br />
22.4<br />
24.3<br />
16.9<br />
6.2<br />
805 24,7<br />
796 24.4<br />
390 11.9<br />
139 4.3<br />
152 4.7<br />
126 3.S<br />
159 4.9<br />
95 2.9<br />
5,054 40.2<br />
1,860 14 8<br />
1,491 11.8<br />
1,423 11.3<br />
632 5.0<br />
2s8 ?.1<br />
272 2,2<br />
6,564 34.6<br />
2,395 15.8<br />
?,749 14.5<br />
2,642 13.9<br />
817 4.3<br />
433 2.3<br />
4,331 23,9<br />
3,057 16.8<br />
2,756 15.2<br />
2,492 18.7<br />
1,045 5,8<br />
803 4.4<br />
1 3s7,373 S8.9<br />
2 200,1 51 21 .8<br />
3 93,932 10.2<br />
6 4<br />
10<br />
I<br />
5<br />
20,184 2.?<br />
23,140 2.5<br />
12,399 1.3<br />
15,238 1.7<br />
20,423 2.2<br />
1 8,884 47.7<br />
2 4,233 22.7<br />
3 2,420 13.0<br />
4 39? 21<br />
6 333 1.8<br />
5 337 1.8<br />
14 100 0,5<br />
1 73s 21.r<br />
2 s13 147<br />
3 384 11.0<br />
4 288 8.3<br />
5 200 5.7<br />
6 169 4.5<br />
1 387 210<br />
2 327 17.8<br />
3 290 158<br />
4 131 7.1<br />
4.9 5 106 5.8<br />
3.2 7 79 4,3<br />
3,1 6 82 4.5<br />
1<br />
3<br />
2<br />
4<br />
7<br />
5<br />
I<br />
6<br />
1<br />
5<br />
2<br />
4<br />
3<br />
6<br />
s<br />
1<br />
2<br />
4<br />
5<br />
3<br />
6<br />
I<br />
3<br />
4<br />
5<br />
2<br />
6<br />
431<br />
240<br />
22.9<br />
'12.7<br />
2S1 15.4<br />
134 7 .'l<br />
90 4,8<br />
11 1 5.9<br />
39 2,1<br />
102 5.4<br />
1<br />
,815 39.9<br />
305 6.7<br />
450 S.9<br />
309 6.8<br />
423 9.3<br />
137 3.0<br />
106 2.3<br />
1,738 zg.s<br />
781 12.8<br />
556 9.1<br />
483 7.9<br />
606 9.S<br />
291 4.8<br />
1,186 18.1<br />
739 11.3<br />
695 10 6<br />
499 7.6<br />
908 13.8<br />
404 6.2
Table A-17. Leading Gauses of Death by Age and Sex, United Statee, 1982 (Continued)<br />
Totsl Male Fsmals<br />
Age Caura of<br />
Group llttth Rank Duthr ah Fank Dcaths % Rtnk llsathr<br />
30*34 Motor Vehicle Traffic Accidenls<br />
Malignant Neoplasms (Cancer)<br />
Homlclde and Legal lntervention<br />
Suicide<br />
Nontransport Accidents<br />
Diseases of the Hean<br />
3s-39 Malignant Neoplasms (Cancer)<br />
Diseases of the Heart<br />
Motor Vehicle Traffic Accidents<br />
Suicide<br />
Homicide and Legal Intervention<br />
Nontransport Accidents<br />
Cerebrovascular Diseases ($troke)<br />
lm-44<br />
55*64<br />
65+<br />
Malignant Neoplasms (Cancer)<br />
Diseases of the Heart<br />
Motor Vehicle Traffic Accidents<br />
Suicide<br />
Chronic Llver Disease and Cirrhosis<br />
Nontransport Accidents<br />
Homicide and Legal Interyention<br />
Cerebrovascular Diseases ($troke)<br />
Malignant Neoplasms (Canc€r)<br />
Diseases of the Heart<br />
Chronic Liver Disease and Cirrhosie<br />
Cerehrovascular Diseases (Stroke)<br />
Suicide<br />
Nontransport Accidents<br />
Motor Vehicle Traffic Accidente<br />
Diabetes Mellitus<br />
Diseases of the Heart<br />
Malignant Neoplasms (Cancer)<br />
Cerebrovascular Diseases (Stroke)<br />
Chronic Obstructive Pulmonary<br />
Diseases and Allied Conditions<br />
Chronic Liver Disease and Cirrhosis<br />
Diabetes Mellitus<br />
Nontran$port Accidents<br />
Motor Vehicle Traffic Accidents<br />
Disea$e$ of the Heart<br />
Malignant Neoplasms (Cancer)<br />
Cerebrovascular Disease$ ($troke)<br />
Chronic Obstructive Pulmonary<br />
Disea$es and Allied Conditions<br />
Pneumonia<br />
Atherosclsrosis<br />
Diabetes Mellitu$<br />
Motor Vehicle Trafllc Accldents<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
I<br />
1<br />
2<br />
3 4<br />
5<br />
6<br />
7<br />
I<br />
I<br />
2<br />
3<br />
4<br />
5<br />
6<br />
7<br />
10<br />
3,901 15.7<br />
3,257 13.1<br />
3,041 12.2<br />
2,878 11.6<br />
2,543 10,2<br />
2,029 8.2<br />
5,085 19.2<br />
4,00? 15.1<br />
2,870 10.9<br />
2,376 9,0<br />
2,159 8.2<br />
1,899 7.2<br />
868 3.3<br />
7,959 24.8<br />
7,482 23.3<br />
2,038 6.4<br />
1,947 6,1<br />
1,722 5.4<br />
1,639 5.1<br />
1,sBs 4.S<br />
1,294 4.0<br />
39,490 32.0<br />
38,061 30.8<br />
5,700 4,6<br />
5,328 4.9<br />
3,712 3,0<br />
3,640 2.9<br />
3,462 2.8<br />
2,063 1.7<br />
1 103,915<br />
2 97,347<br />
3 13,056<br />
4 S,233<br />
5 8,174<br />
6 5,652<br />
7 4,573<br />
11 3,288<br />
1<br />
2<br />
3<br />
4 5<br />
6<br />
7<br />
20<br />
597,341<br />
274,457<br />
135,771<br />
47,463<br />
40,423<br />
25,$44<br />
?5,236<br />
5,369<br />
36.1<br />
33.8<br />
4.5<br />
A-26<br />
3,2<br />
2.8<br />
2.O<br />
1,6<br />
1.1<br />
44.1<br />
20.2<br />
10.0<br />
3,5<br />
3.0<br />
1,9<br />
1.9<br />
0.4<br />
1<br />
5<br />
2<br />
3<br />
4<br />
6<br />
2<br />
I<br />
3 5<br />
4<br />
6<br />
I<br />
2 1<br />
3<br />
4<br />
7<br />
5<br />
6<br />
I<br />
2 '|<br />
3<br />
4<br />
6<br />
5<br />
7<br />
11<br />
3,0e8 17,4<br />
1,505 8.7<br />
2,499 14.4<br />
2,194 12.6<br />
2,125 12.2<br />
1,440 LS<br />
2,234 12.8<br />
2,995 17.2<br />
2,159 12.4<br />
1,719 9.9<br />
1,728 9.9<br />
1,517 8.7<br />
440 2,5<br />
3,573 17,5<br />
5,670 27.9<br />
1,503 7.4<br />
1,396<br />
1 ,1 75<br />
1,248<br />
1,246<br />
638<br />
6,S<br />
S,8<br />
6.1<br />
6.1<br />
3.1<br />
20,041 2s.6<br />
28,825 36.8<br />
3,918 5,0<br />
2,770 3.5<br />
2,614 3.3<br />
2,707 3.5<br />
2,491 3.2<br />
1,089 1.4<br />
1 73,106<br />
2 54,020<br />
s 6,9S6<br />
4 5,851<br />
5 5,384<br />
I 2,686<br />
6 3,?44<br />
11 2,212<br />
40.7<br />
30.1<br />
3.9<br />
3.3<br />
3.0<br />
1.5<br />
1.8<br />
1.2<br />
1 284,966 43,1<br />
2 14S,S72 22.5<br />
3 52,307 7.5<br />
4 32,08S<br />
5 20,147<br />
6 9,767<br />
7 9,489<br />
19 3,177<br />
4,9<br />
3.0<br />
r,5<br />
1.4<br />
0.5<br />
2<br />
1<br />
5<br />
3<br />
6<br />
4<br />
1<br />
2<br />
3<br />
4<br />
5<br />
7<br />
6<br />
1<br />
2<br />
6<br />
4<br />
5<br />
7<br />
I<br />
3<br />
1<br />
2<br />
4<br />
3<br />
5<br />
I<br />
7<br />
6<br />
873 11.7<br />
1,752 23.5<br />
542 7.3<br />
684 9.2<br />
418 5,6<br />
589 7.9<br />
2,851 31.7<br />
1,007 11.2<br />
71'l 7.5<br />
657 7.3<br />
431 4.8<br />
382 4.2<br />
428 4.S<br />
4,386 37.4<br />
1,812 15.5<br />
s3s 4.6<br />
551 4-7<br />
547 4.7<br />
391 S,3<br />
339 e,9<br />
656 5.6<br />
19,449 43.0<br />
9,236 20.4<br />
1,782 3.9<br />
2,558 5.7<br />
1,098 2.4<br />
93S 2.1<br />
971 2.1<br />
s74 2.2<br />
2 30,809 28.6<br />
1 43,327 40.2<br />
3 6,090 5.6<br />
4 3,382 3.1<br />
6 2,790 2.6<br />
s 2,966 2.7<br />
7 1,329 1.2<br />
10 1,076 1.0<br />
1 312,375 44.9<br />
2 125,485 18.1<br />
3 83,464 12.0<br />
7<br />
4<br />
5<br />
6<br />
25<br />
15,374 2.2<br />
20,278 2.9<br />
15,777 2.3<br />
15,747 2.3<br />
2,192 0.3
SUMMARY OF AUTHORIZATIONS AND<br />
APPROPRIATIONS<br />
Fiscal Years 1976-1986 (Millions of Dollars)<br />
FY 76 FY 77 FY 78 FY 79 FY 80 FY 81<br />
OPERATIONS AND RESEARCH APPROPRIATION:<br />
Traffic and Motor Vehicle<br />
Satety Programs<br />
Authorization<br />
60.0 60.0 60.0<br />
Appropriation<br />
38.0 41.8 42.4<br />
Automotive Fuel Economy and<br />
Consumer Information<br />
Authorization<br />
Appropriation<br />
Hlghway Safety Be$sarch and<br />
Development Programs<br />
Authorization<br />
Appropriation<br />
7.5<br />
1.0<br />
13.9 16.7<br />
7.4 10.2<br />
Total Operations and ReBearch<br />
Appropriation<br />
Authorizatlon 132.5 113.9 'l?8.7<br />
Approprlation 68.0 76.3 79.4<br />
HIGHWAY TRAFFIC <strong>SAFETY</strong> GRANT PROGRAM:'<br />
$afety Formuta Grants/School<br />
Bus Driver Training<br />
Authorization<br />
150.0 142.0 137.0<br />
Obli gation Limitation/<br />
Appropriation<br />
87.7 1 14.0 157.0.<br />
Safety Belt and Accldent<br />
Feduction Incentives<br />
Authorizatlon<br />
Obligation Limitation .....<br />
National 55 MPH Speed Limit<br />
(lncluding incentives)<br />
Authorization<br />
Appropriation<br />
Innovative Grants<br />
Authorization<br />
Appropriation<br />
/t3.6r /t5.2r 49.4r<br />
43.6 45.2 49.4<br />
12.4' 12.42 9.5r<br />
12.4 12.4 S.5<br />
50,0 50.0 50.0<br />
26.1 26.1 27.0<br />
106.0 107.6 108.9<br />
82.1 83.7 85.9<br />
177.5 177,5 202.5<br />
172.0 177.5 163,03<br />
FY 82 FY 83 FY B4 FY 85 FY 86'<br />
43.4, 51.rt<br />
43.4 48.1<br />
7.72 4.2<br />
7.7 4.2<br />
31.0 31 .0<br />
23.8 21.7<br />
32.1 86.6<br />
74.9 74.0<br />
102.5 101.5<br />
97,5 96.5<br />
55.0 58.7 48.2r<br />
52.0 54.3 48.2<br />
4.2 4.3 3.42<br />
4.1 4.3 3.4<br />
31 .0 31.0 31 .0<br />
21.5 23.8 28.6<br />
90.2 94.0 32.6'<br />
78.0 82.4 80.2<br />
100.0 126.5 126.3<br />
100.0 126.6 121.1<br />
Alcohol Incentive Grants<br />
Authorization<br />
25.0 50.0 50.0<br />
Appropriation 5.03 37.9 24.8 27.61<br />
Highway Safety Education and<br />
Information<br />
Authorization ,<br />
Obligatlon Limitation . ....<br />
TOtaI NHTSA<br />
Authorization<br />
Authorization/Obli gation<br />
Limitation<br />
FHWA (Safety Formula Grants;<br />
Authorization<br />
Obligation Limitation .....<br />
Total Highway Traffic Safety<br />
Grant Program<br />
Authorizatlon<br />
Approprlation/Obllgallon<br />
Llmltation<br />
65.0 40.0 50,0<br />
29.0 27.1 26.8<br />
56.5 15.0 15.0<br />
13.2 15.0 15.0<br />
241.5 162.0 177.0<br />
120.0 150.0 200.0<br />
50.0 67.5 67.5<br />
20,0 e5.0<br />
206.5 137.0 152.0 227.5 250.0<br />
100.9 129.0 172.0 172.5 197.5<br />
35.0 25.0 25.0 25.0<br />
19.1 21.0 28.0. 28.0.<br />
252.5 275.0<br />
200.0 225.5<br />
5.0 10.0<br />
1.0<br />
'<br />
280.0 102.5<br />
16.0<br />
.1 1.0 3.9<br />
142.5 150,0 176.5 126.3<br />
189.0 97.5 101.8 138.9 155.3 148.7<br />
25.0 25.0 10.0<br />
28.01 28.01 10.0<br />
305.0 112.5 142.8<br />
217.0 107.5 111.6<br />
.3 10.0 10.0<br />
10.01 10.0 10.0<br />
9.6<br />
9.6<br />
190.0 188.5 135.9<br />
148.9 165.3 158.3<br />
i Rellects Gremm-Rudmsn-Holllngs Am6ndm6nts.<br />
I Authorlzatlon obtained trom th€ Appropriation Act durlng th€le yagE.<br />
I An addltlonal $5.5 mllllon is proposed for lransfer lo NHTSA from other DOT Adminislralions abov€ the Appropriation levBl in FY 1986.<br />
a Parl of this obligation level linanced trom prlor y€er carryover euthorlzetlons.<br />
! lncludes $10 million appropriated for the Trensportation Systems Menagoment progrem.<br />
' Tw€nty percent of th6 euthorization for Sectlon 402 grants rnust be obligated for entorcefient ol the Natlonal Speed Lifflt.<br />
t Funded {rom prior year's aulhorizalion.<br />
B-3<br />
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This is a list of National Highway Traffic Safety Administration publications issued during<br />
<strong>1985</strong>. They are arranged alphabetically and may be obtained from the General Services<br />
Division, room 6117 (NAD-51),400 7th Street S.W., Washington, DC 20590.<br />
1. Acts administered by NHTSA<br />
A. Motor Vehicle Information and Cost Savings Act, revised <strong>1985</strong>. HS-806 758.<br />
B. National Traffic and Motor Vehicle Safety Act, revised <strong>1985</strong>. HS-806 759.<br />
2. Automotive Fuel Economy, eighth (8th) Annual Report to Congress, January 1984. HS-<br />
806 720.<br />
3. Automotive Fuel Economy, ninth (9th) Aanual Report to Congress, January <strong>1985</strong>. HS-<br />
80612t.<br />
4. Automotive Fuel Economy, tenth (10th) Annual Report to Congress, Jan. 1986. HS-806<br />
926.<br />
5. Child Safety in Your Automobile. Pamphlet. (Number not assigned).<br />
6. Child Safety Seats, Identification Guide. HS-806 700U.<br />
7. Commercial Vehicle Safety: A Report to the Secretary of Transportation by the National<br />
Highway Safety Advisory Committee. May <strong>1985</strong>. HS-806141.<br />
8. Community Service Restitution Programs for Alcohol Related Offenders. December<br />
<strong>1985</strong>.<br />
The Five A's of Community Service, volume 1. HS-806 766.<br />
Case Studies and Resource Materials, volume 2. HS-806 767.<br />
Bibliographies, volume 3. HS-806 768.<br />
9. A Digest of State Alcohol Related l*gislation, 3rd Edition. May <strong>1985</strong>. HS-8 06145.<br />
10. Drinking Age 21: Facts, Myths, and Fiction. January <strong>1985</strong>. HS-806 704.<br />
11. Driver License Compact Operators'Manual. February <strong>1985</strong>. HS-806 692.<br />
12. Driver License Examiners' Certification and Core Curriculum: Instructors I*sson Plan.<br />
August <strong>1985</strong>. HS-806 812.<br />
c-3<br />
'
13. The Drunk Driver and Jail. January 1986.<br />
The Drunk Driver and the Jail Problem, volume 1. HS-806 761.<br />
Alternatives to Jail, volume 2. HS-806762.<br />
Options for Expanding Residential Facilities, volume 3. HS-80678i.<br />
Step-By-Step to a Comprehensive DWI Corrections Program, volume 4. HS-806 764.<br />
Resource Materials, volume 5. HS-806 765.<br />
14. An Evaluation of Windshield Glazing and Installation Methods for Passenger Cars.<br />
February <strong>1985</strong>. HS-806 693.<br />
15. Facts You should Know About Air Bags. Pamphlet. January 1986. HS-806 901.<br />
16. Fatality Trends. 1984. (Number not assigned).<br />
17. Guidelines for the Prevention of Sexual Harassment in the Workplace. January <strong>1985</strong>.<br />
HS-806 687.<br />
18. Idea Sampler: AIl American Buckle Up, Start a Habit for Life. November 24-30, i985.<br />
HS-806 840.<br />
19.Idea Sampler: We Support National Drunk and Drugged Driving Awareness Week,<br />
December 15-2L.<strong>1985</strong>. HS-806 830.<br />
20. Instruction Handbook for Complying with Inrported Motor Vehicles. February <strong>1985</strong>.<br />
HS-806 701.<br />
21. Model Enforcement Program Against Suspended and Revoked Drivers. January 1986.<br />
HS-806 840.<br />
22. National Accident Sampling System, 1984. November <strong>1985</strong>. HS-806 867.<br />
23. National Commission on Drunk Driving, Progress Report. December <strong>1985</strong>. HS-806 885.<br />
24. National Drunk and Drugged Driving Awareness Week, Final Report. 1984. August<br />
<strong>1985</strong>.<br />
HS-806 756.<br />
25. 1981 Traffic Fatality Decrease: Isolation of the Affected Population. December 1982.<br />
HS-806 673.<br />
26. NFilSA Emergency Medical Service Program and Its Relationship to Highway Safery.<br />
August <strong>1985</strong>. HS-806 832.<br />
c-4
27. Notable Paper on Alcohol and Highway Safety. 1984. February <strong>1985</strong>. HS-806 684.<br />
28. 101 Drunk Driving Public Information Ideas: We're Getting the Word Out and You Can<br />
Help. July <strong>1985</strong>. HS-806 797.<br />
29. Pilot Test of Selected DWI Detection Procedures for Use at Sobriety Checkpoints. April<br />
<strong>1985</strong>. HS-806l?4.<br />
30. Preliminary Evaluation of the Voluntary Tire Registration System. August <strong>1985</strong>. HS-<br />
806 831.<br />
31. A Professional Truck Drivers' Guide on the Use of Retarders. Januarv <strong>1985</strong>. Pamnhlet.<br />
HS-806 675.<br />
32. The Profit in Safety Belts, Guidelines for Conducting Employers' Safety Belt Workshop.<br />
April <strong>1985</strong>. HS-806 713.<br />
33. Protecting Our Oum. Community Child Passenger Safety Programs. Pamphlet. March<br />
<strong>1985</strong>. HS-806 707.<br />
34. Protecting Yourself Automatically. Pamphlet. January 1986. HS-806 866.<br />
35. Report on Activities Under the Highway Safety Act of 1966 as Amended, January 1,<br />
1983 - December 31, 1983: HIGHWAY <strong>SAFETY</strong>. May <strong>1985</strong>. HS-806732.<br />
36. Report on Activities Under the National Traffic and Motor Vehicle Safety Act of 1966<br />
and the Motor Vehicle Information and Cost Savings Act of 1972, January 1, 1983 -<br />
December 31, 1983; <strong>MOTOR</strong> <strong>VEHICLE</strong> <strong>SAFETY</strong>. May <strong>1985</strong>. HS-806 731.<br />
37. The Safety Belt Proponent's Guide. January <strong>1985</strong>. HS-806 683.<br />
38. Safety Belts in School Buses.<br />
June <strong>1985</strong>. HS-806 799<br />
39. Safety Related Recall Campaigns for Motor Vehicles and Motor Vehicles Equipment,<br />
including Tires, January 1, <strong>1985</strong> - December 31, <strong>1985</strong>. HS-806 927.<br />
40.ShiftingintoAction:YouthandHighwaySafety,July<strong>1985</strong>'HS-806798.<br />
41. State and Community Program Area Report. September <strong>1985</strong>. Alcohol Countermeasures<br />
<strong>1985</strong>-1986. HS-806 822. Occupant Protection <strong>1985</strong>-1986. HS-806 823. Motorcycles<br />
Safety <strong>1985</strong>-1986. HS-806 824. Pedestrian Safety <strong>1985</strong>-1986. HS-806 825. Traffic<br />
Records <strong>1985</strong>-1986. HS-806 826. Police Traffic Services <strong>1985</strong>-1986. HS-806 827.Energency<br />
Medical Services <strong>1985</strong>-1986. HS-806 828.<br />
42. Uniform Tire Quality Grading. August <strong>1985</strong>. HS-805.<br />
c-5
,,ffiFd -rrillF,,' 'ffiFh<br />
National Highway Traflic Safety Administration Historical<br />
And l*gislative Background<br />
Year Traffrc Fatalities<br />
1924 to 1966 19,400-50,894<br />
7924 18,400<br />
L937 37,819<br />
1946<br />
1954<br />
3t,874<br />
33,890<br />
1956 37,965<br />
1958<br />
35,331<br />
Federal Govcrnnent otganizations<br />
with highway safety:<br />
Department of Health, Education and<br />
Welfare<br />
Department of Commerce'<br />
Post Ofhce Department<br />
Department of Defense<br />
General Services Administration<br />
Interstate Commerce Commission<br />
Interdepartmental Highway Safety<br />
Board<br />
President's Committee for Highway<br />
Safety<br />
National Conference on Street and<br />
Highway Safety (convened by Secretary<br />
of Commerce, Herbert Hoover)<br />
Second National Conference on Street<br />
and Highway Safety Report, Guides to<br />
Trafftc Safety<br />
Third National Conference produced<br />
an Action Program for Highway Safety.<br />
The President's Cornmittee for Traffic<br />
Safety established and adopted the Action<br />
Program.<br />
First Congre.ssional Interest: Subcom:<br />
mittee Health and Safety of the House<br />
Committee on Interstate Commerce.<br />
Secretary of Commerce authorized to<br />
assist in carrying out the President's Action<br />
Program and to co()perate with the<br />
$tates in furthering highway safery.<br />
Interstate Compacts for Traffrc Safety<br />
(Beamer Resolution)<br />
D-3
Year Trelllc Fatalities Public Law<br />
1959 K,223<br />
1960 36,399<br />
1961 %,?35<br />
1962 38,980<br />
1965 47,099<br />
Report by the Secretary of Commerce<br />
to Congress on magrritude of traffic<br />
safety problems and the role the<br />
Federal Government should play in attacking<br />
them.<br />
Requirements for Passenger-Carrying<br />
Motor Vehicles Purchased For Use by<br />
the Federal Government to Meet Certain<br />
Safety Standards<br />
Prohibition of Use in Commerce of<br />
Any Motor Vehicle which Discharges<br />
Substances in Amounts Found by the<br />
Surgeon General to be Injurious to<br />
Human Health.<br />
Registration of Automobile License<br />
Revocations (National Driver Register)<br />
Amendments<br />
Amendments<br />
Requirements for Passenger-Carrying<br />
Motor Vehicles for Use by the Federal<br />
Government to Meet Certain Safetv<br />
Standards<br />
Hydraulic Brake Fluid Specifications<br />
Standards for Automobile Seat Belts<br />
Sold or Shipped in Interstate Commerce<br />
Amendment to the Federal-Aid Highway<br />
Act providing for Voluntary State<br />
Highway Safety Standards (Baldwin<br />
Amendment)<br />
D-4<br />
P.L.85-515<br />
P.L.86-493<br />
P.L.86-660<br />
P.L.87-35e<br />
P.L.89-563<br />
P.L.88-515<br />
P.L.87-637<br />
P.L.88-201<br />
P.L.89-139
Year Traffic Fatalities Public Law<br />
L970<br />
Lg'/2<br />
50,894<br />
52,627<br />
54,589<br />
45,196<br />
National Traffic and Motor Vehicle<br />
Safety Act of 1966 established the National<br />
Traffic Safety Agency in the<br />
Department of Commerce.<br />
Highway Safety Act of 1966 established<br />
the National Highway Safety Agency in<br />
the Department of Commerce.<br />
Department of Transportation Act of<br />
1966.<br />
National Tra-ffic and Motor Vehicle<br />
Safety Act of 1966, amendments.<br />
Federal-Aid Highway Act of 1970,<br />
created National Highway Traffic<br />
S afety Administration.<br />
Report of the President's Task Force<br />
on Highway Safety: Mobility Without<br />
Mayhem.<br />
Motor Vehicle Information and Cost<br />
Savings Act<br />
National Traffrc and Motor Vehicle<br />
Safety Act Amendments of 1972<br />
Federal-Aid Highway Act of 19R<br />
Motor Vehicle and Schoolbus Safety<br />
Amendments of t974<br />
Federal-Aid Highway Amendments of<br />
L974<br />
Energy Policy and Consen ation Act astablished<br />
the Automotive Fuel<br />
Economy Programby adding a new<br />
Title V to the Motor Vehicle Information<br />
and Cost Savinp Act.<br />
P.L.89-563<br />
P.L.89-564<br />
P.L.89-670<br />
P.L.91-265<br />
P.L.91-605<br />
P.L.92-513<br />
P.L.9?-548<br />
P.L.93-87<br />
P.L.v3-492<br />
P.L.93-643<br />
P.L.94-763<br />
I<br />
!
Year Traffic Fatalities Publlc Law<br />
1976 45,523<br />
tgn 47,w9<br />
rylS 50.331<br />
1980 51,091<br />
1981 49,301<br />
1982 43,945<br />
19E3 AAs8/-<br />
Federal-Aid Highway Act of 1976<br />
National Traffic and Motor Vehicle<br />
Safety Act Amendment and Authorization<br />
Motor Vehicle Information and Cost<br />
Savings Act Amendments of 1976<br />
Auto Fuel EconomyProgram amendment,<br />
contained in the Department of<br />
Energ5r Organization Act<br />
Highway Safety Act of 1978 (included<br />
as Title II of the Surface Transportation<br />
Assistance Act of 1978); also includes<br />
an amendment to Section 158(b)<br />
of the National Traffic and Motor<br />
Vehicle Safety Act of 1966.<br />
Auto Fuel Economy Program amendments,<br />
contained in the National Energy<br />
Conservation Policy Act<br />
Automobile Fuel Efficiency Act of 1980<br />
amendingTitle V of the Motor Vehicle<br />
Information and Cost Savings Act<br />
Omnibus Budget Reconciliation Act of<br />
198L, Title XI, Sections 1107-1109<br />
amending the Highway Safety Act<br />
Motor Vehicle Safety and Cost Savings<br />
Authorization Act of 1982<br />
P.L.94-280<br />
P.L.94-346<br />
P.L.94-364<br />
P.L.95-91<br />
P.L.95-599<br />
P.L.95-619<br />
P.L.96-425<br />
P.L.97-35<br />
P,L.97-331<br />
Alcohol Inccutivo Grant Program and<br />
National Driver Register Improvemente P.L,97-364<br />
Highway Safety Act of 1982 (included<br />
as Title II of the Surface Transportation<br />
Assistance Act of 1982)<br />
D-6<br />
P.L.g't-424
#". ffi] !GF:-.,'lmFFN"<br />
Year Traflic F'atalities Public Law<br />
1984<br />
<strong>1985</strong><br />
#,ML<br />
43,?95<br />
National Minimum Drinking Age and<br />
Miscellaneous Highway Safety<br />
Provisions (amendments to the Surface<br />
Transportation Assistance Act of 1982)<br />
Motor Vehicle Theft Law Enforcement<br />
Act of 1984<br />
P.L.98-363<br />
P.L.98-547<br />
Source: Fatalities lg}4-74,National Center for Health Statistics HEW and State annual summaries (a-djusted to<br />
30-day deaths). 19?5-<strong>1985</strong>, Fatal Accident Reporting System (FARS), NHTSA.<br />
+ Traffic fatalities are deaths from motor vehicle crashes occurring on trafFlc|ila)rs. Statistics represEnt deaths oc'<br />
curring within 30 days after the date of the crash, which constitute approximately 98 percent of all traffrc deaths.<br />
9t<br />
il<br />
'.rf<br />
'il<br />
...1<br />
ijs<br />
1\<br />
.t<br />
,j
nil|llFFP 1<br />
Appendix E<br />
List of Federal MotorVehicle Safety and Fuel Economy Standards and Regulations in Effect<br />
in Celendar Year <strong>1985</strong>
,'EIF<br />
List of Federal Motor Vehicle Safety and Fuel Economy Standards and Regulations<br />
in Etfect in Calendar Year <strong>1985</strong><br />
Federal motor vehicle safety standards (FMVSS) establish minimum levels of vehicle per'<br />
formance relating to safety, fuel economy, or other areas. Other regulations are generally procedural<br />
documents requiring, for example, the provision of information to the agency or to<br />
consumers, establishing rules for agency action, or providing additional information as to the<br />
applicability of standards.<br />
Standard DescriPtion<br />
49 CFR 571<br />
FMVSS<br />
101<br />
102<br />
103<br />
104<br />
105<br />
106<br />
r07<br />
108<br />
r09<br />
110<br />
lll<br />
ltz<br />
113<br />
114<br />
115<br />
116<br />
Controls and Displays<br />
Transmission Shift l-ever Sequence, Starter Interlock,<br />
and Transmission Braking Effect<br />
Windshield Defrosting and Defogging Systems<br />
Windshield Wiping and Washing Systems<br />
Hydraulic Brake Systems<br />
Brake Hoses<br />
Reflecting Surfaces<br />
:<br />
Lamps, Reflective Devices and Associated Equipment<br />
New Pneumatic Tires (Passenger Cars)<br />
Tire Selection and Rims (Passenger Cars)<br />
Rearview Mirrors<br />
Headlamp Concealment Devices<br />
Hood latch Systems<br />
Theft Protection<br />
Vehicle Identification Number<br />
Motor Vehicle Brake Fluids<br />
E-3
Llst of F'ederal Motor Vehicle Safety and FueI Economy Standards and Regulations<br />
Standard Description<br />
49 CFR 571<br />
FMVSS<br />
1,L7<br />
119<br />
119<br />
720<br />
L?l<br />
122<br />
tz1<br />
124<br />
r25<br />
126<br />
201,<br />
202<br />
203<br />
2M<br />
205<br />
206<br />
207<br />
208<br />
209<br />
in Effect in Calendar Year <strong>1985</strong> (cont'd)<br />
Retreaded Pneumatic Tires (Passenger Cars)<br />
Power-Operated Window Systems<br />
New Pneumatic Tires (Other than Passenger Cars)<br />
Tire Selection and Rims (Other than Passenger Cars)<br />
Air Brake Systems<br />
Motorcycle Brake Systems<br />
Motorcycle Controls and Displays<br />
Accelerator Control Systems<br />
Warning Devices<br />
Truck-Camper Loading<br />
Occupant Protection in Interior Impact<br />
Head Restraints<br />
ImpactP*rotection<br />
for the Driver from the Steering<br />
Control System<br />
Steering Control Rearward Displacement<br />
Glazing Materials<br />
Door Locks and Door Retention Components<br />
Seating Systems<br />
Occupant Crash Protection<br />
Seat Belt Assemblies<br />
E-4<br />
l
List of Federal Motor Vehicle Safety end Fuel Economy Standards and Regulations<br />
49 CFR 571<br />
FMVSS<br />
210<br />
zll<br />
2r2<br />
2r3<br />
2I4<br />
275<br />
276<br />
2t7<br />
218<br />
219<br />
220<br />
2?l<br />
222<br />
301<br />
302<br />
49 CFR 531<br />
49 CFR 533<br />
49 CFR 581<br />
in Effect in Calendar Year <strong>1985</strong> (cont'd)<br />
Seat Belt Assembly Anchorages ,, .<br />
Wheel Nuts, Wheel Discs, and Hub Caps<br />
Windshield Mounting<br />
Child Seating Systems<br />
Side Door Strength<br />
(RESERVED)<br />
Roof Crush Resistance<br />
Bus Window Retention and Release<br />
Motorcycle Helmets<br />
Windshield Zone Intrusion<br />
$chool Bus Rollover Protection<br />
School Bus Body Joint Strength<br />
School Bus Passenger Seating and Crash Protection<br />
Fuel System Integrity<br />
Flammability of Interior Materials<br />
Passenger Automobile Average Fuel Economy Standards<br />
Ught Truck Fuel Economy Starrdards<br />
Bumper Standard<br />
rt<br />
"; l<br />
:,i.
Llst of F'ederal Motor Vehicle Safety and Fuel Economy Standards and Regulations<br />
in Effect in Calendar Year <strong>1985</strong> (cont'd)<br />
In addition to the above motorvehicle safety, fuel economy and bumper standards, the follorMi_ng<br />
regulations of a procedural or informational nature were appliiable in calendar year<br />
<strong>1985</strong>. These regulations govern the actions of the agency, and the informational and p.b**dural<br />
requirements that must be met by manufacturers of motor vehicles for sale in the United<br />
States.<br />
Other NHTSA Regulations<br />
19 CFR 12.80<br />
49 CFR 501<br />
49 CFR 509<br />
49 CFR 510<br />
49 CFR 511<br />
49 CFR 512<br />
49 CFR 520<br />
49 CFR 523<br />
49 CFR 525<br />
t*ppft Regulatioru - specifies that all imported motor<br />
vehicles, new or used, manufactured on br after<br />
January 1, 1968, must conform to applicable Federal<br />
Motor Vehicle Safety Standards in-eTfect on their<br />
date of manufacture.<br />
Organization and Delegation of Power and Duties -<br />
describes the organiza*rion of lhe National Hishwav l<br />
Traffic Safety Atiministration (NHTSA).<br />
OMB Control Numbers for Information Collection Requirements<br />
- Collects anO Oisblays the control numbers<br />
assigned to the information collection<br />
requirements of NHTSA assigned by OMB.<br />
Information Gathertng Powers - governs the use of the<br />
information gatherinf powers of t IHTSR.<br />
Adjudicatiue Pracedures - establishes rules of practice<br />
and procedure for adjudicative proceedings.<br />
Confidential Business Information - establishes the<br />
procedrrlg by which the NHTSA will consider claims<br />
that information submitted to the NHTSA is confidential<br />
business information,<br />
Procedures for Cowidering Environmental Impacts -<br />
governs thi agenry's cons-ideration of all environmental<br />
aspects of proposed actions.<br />
Vehicle Classificatiorr - establishes catesories of<br />
vehicles subjdct to fuel economy standircls.<br />
Eremprtons from Average Fuel Economy Standards -<br />
provide content and format requirements for low<br />
volume manufacturers of passenger automobiles seeking<br />
exemptions.<br />
E-6
List of Federal Motor Vehicle Safety and Fuel Economy Standards and Reguletions<br />
49 CFR 526<br />
49 eFR 527<br />
49 CFR 529<br />
49 CFR 531<br />
49 CFR 536<br />
49 CFR 542<br />
49 CFR 537<br />
49 CFR 551<br />
in Effect in Calendar Year <strong>1985</strong> (cont'd)<br />
Petitioru and Plans for Rqlief Under the Automotive<br />
FueI Efficiencv Act of 1980: sets provisions for applicatirins<br />
for"alternltive fuel economy standards.<br />
Reducrton of Passenser Automobile Average Fuel<br />
Economv Siandardi- establishes procedules for submission'and<br />
disposition of petitiohs filed by manufacturers<br />
of passen^ger automobiles to obtain reduction<br />
of the applicablE average fuel economy standard for<br />
modelyear 1978, 1979, or 1980'<br />
Manufacturers of Multistage Automobiles - determinei<br />
in cases ivhere moie than one comPany is.the<br />
manufacturer of an automobile, which company is to<br />
be treated as the manufacturer for purposes of compliance<br />
with fuel economy standards.<br />
Passenser Automobile Average FueI Economy Standffids<br />
-"establishes average fuel economy standards<br />
for passenger automobiles.<br />
Three (3) Year Carryforward and Catryback of Cr.editl<br />
for Lishi Trucls - ei[ablishes regulations governing 3w.<br />
cairyforward and carryback of credits manufaciurers<br />
6f Ugnt trucks subj-ect to fuel economy<br />
standards.<br />
Procedures for Selecting Lines to be Covered by the<br />
Theft Previntion Stan[ard - sets forth the procedures<br />
to be followed by NIITSA and the vehicle manufacturers<br />
to select those passenger carlines that will be<br />
subiect to the federal motor vehicle theft preventive<br />
staridard.<br />
Automotive hrcl Economy Repofts 'establishes rG'<br />
ouiremCnts for automobiie manufacturers to submit<br />
r^eports regarding their efforts to improve fuel<br />
economy.<br />
hoced.ural Rules - contains rules of procedure<br />
generilly applicable to the transacti-on of official business.<br />
E'-7<br />
,i<br />
It<br />
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't,<br />
4.i<br />
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I
List of Federal Motor Vehicle Safety and Fuel Economy Standards and Regulations<br />
Part Description<br />
49 CFR 552<br />
49 CFR ss3<br />
49 CFR 554<br />
49 CFR 555<br />
49 CFR 556<br />
49 CFR 557<br />
49 CFR 565<br />
in Effect in Calendar Year lgSS (cont'd)<br />
Petitioru for Rulemaking, Defect and Noncompliance<br />
Orders - to identifu andlespbnd to petitions for<br />
rulemaking or defect or noncompfilance determination<br />
and to inform the public of the procedures following<br />
response to petitions.<br />
Rulemaking Pro c e dures, - prescribes rulemaki n g procedures<br />
that apply,to the issuance, amendment ailrl<br />
revocatron ot rules.<br />
Standards Enforcement and Defect Investigation - establishes<br />
procFdures for enforiine Federll motor<br />
vehicle sahty standards and assoc-iated regulations, investigating<br />
possible safety-related defectsland<br />
making noncompliance and defect determinations.<br />
Temporary Exemption from Motor Vehicle Safety Standards<br />
- establishes requirements for the tempoiary exemption<br />
of certaiq m6tor vehicles from complianie<br />
with one or more Federal motor vehicle safeW standards.<br />
F*emption for Incons e quential D efect or N oncompliance<br />
-_sets procedqres for exempting manufacturers<br />
of motor vehicles and replaiemEnt equipment<br />
from the Act's notice and remedy requiremdnfs when<br />
a defect or noncompliance is det-ermined to be inconsequential<br />
as it relates to motor vehicle safety.<br />
P_etitioru for Heartngs on Notification and Remedy o.f<br />
Defects -'establishei procedures for holdine heaiinLs<br />
on petitions filed concerning whether a ma--nufactuier<br />
has met his colligation of a frfetv-related defect or<br />
failure to complywith a Federaimotor vehicle safety<br />
standard or to remedy such failure.<br />
Vehicle ldentification Number - specifies format and<br />
content for the vehicle identification number svstem<br />
to simplifu vehicle identification information<br />
retrieval and increase the accuracy and efficiencv of<br />
vehicle defect recall campaigns.<br />
E-8
List of Federal Motor Vehicle Safety and Fuel Economy Standards and Regulations<br />
Part<br />
49 CFR 566<br />
49 cFR 567<br />
49 CFR 568<br />
49 CFR 569<br />
49 CFR 570<br />
49 CFR 572<br />
49 CFR 573<br />
49 CFR 574<br />
49 CFR 575<br />
in Effect in Calendar Year <strong>1985</strong> (cont'd)<br />
Description<br />
Manufanurer ldcntification - requires manufacturers<br />
of moior vehicles and of motor vehicle equipment for<br />
a motor vehicle to which safety standard applies to ,<br />
submit identification information and description of<br />
the items produced.<br />
Certifrcation - specifies content,location and requiremenis<br />
for label^or tag to be affixed to motor vehicles<br />
indicatingwhich stan?ards are applicable to the<br />
vehicle.<br />
Vehicles Manufacturedin Two or More Stages'<br />
prescribes method by which manufacturers of<br />
iehicles manufactured in two or more stages shall ensure<br />
conformity of vehicles with the Federal standards<br />
and regulations.<br />
Resrooved Tires -conditions under which regrooved<br />
an[ reetoouable tires may be sold, offered for sale, introduc"ed<br />
for sale, or delivered for introduction into<br />
interstate commerce.<br />
Vehicle in Use lrcpection Standards - establishes<br />
criteria for the in'spection of motor vehicles by State<br />
inspection systems.<br />
Anthropomorphic Test Dummies - describes dummies<br />
that ari to be used for compliance testing.<br />
Defect and Noncompliance Rep?ffi .- sPecifies require'<br />
ments for manufacturers to marntaln lmts ot purchasers<br />
and owners notified of defective and<br />
noncomplying motor vehicles and equipment.<br />
The ldentification and Recordl+ceping - establishes<br />
identificaiion and recordkeeping requirements for<br />
;;;t"*;tnufacturers and Braild nime owners, and<br />
method by which retreaders shall identify tire.<br />
Coruumer Information Rewlaions - establishes required<br />
information to be provided to first purchasers'<br />
E-9<br />
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,i
Ltst of Federal MotorVehlcle Safety and F'uel Economy Standards and Regulations<br />
49 CFR 576<br />
49 CFR s77<br />
49 CFR 579<br />
49 CFR 580<br />
49 CFR 581<br />
49 CFR 582<br />
49 CFR 590<br />
in Effect in CalendarYear <strong>1985</strong> (cont'd)<br />
Record Retention - establishes requirement for retention<br />
by motor vehicle manufactur-ers of complaints,<br />
reports and other records concerning malfunctions<br />
that may be related to safety.<br />
Defect and Noncompliance Notification - sets forth requirements<br />
for notification to owners of motor<br />
vehicles and/or equipment about possible defect<br />
which relates to safety or noncomirliance with stanclards.<br />
Defect and Noncompliance Responsibility - sets forth<br />
responsibili ties of manufacturers for safety-relat e tl<br />
defects and noncompliances with safety st'andards.<br />
Odnmeter Disclosure Requiremenfs - prescribe rules<br />
requiring the transferor-of a motor v^ehicle to make<br />
written disclosure to the transferee concerning the<br />
odometer mileage and its accuracy.<br />
Bumper Standard - establishes requirements for the<br />
impact_resistance of vehicles in low speed front and<br />
rear collisions.<br />
Iruurance Cost Information Regulaion - requires<br />
automobile dealirs to furnish information ieflectins<br />
difference in insurance costs for different makes anf<br />
models of passenger motor vehicles.<br />
MotorVehicle Emissio_n Inspectiorts - specifies standards<br />
and procedures for m6tor vehicki emission inspections<br />
by State or State-supervised diagnostic<br />
mspecuon oemonstratlon proJects.<br />
E-10
Appendix F<br />
Major Research Projects Performed For NHTSA Under Contracls Which Utilized<br />
FY <strong>1985</strong> Funds<br />
I<br />
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rju )l I L5<br />
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0iltii:i-eit-2?205 tL0 RSScilRitS<br />
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03,,25/85-09/3045<br />
05/0145-02/28/85<br />
fii??ies-09/30iE5<br />
09/lE4{-l0i0ri85<br />
09ir84{-03/Ir46<br />
09/l 8i8f-05i jr i86<br />
02/r 9/85-03i 3l /86<br />
09il 8/8t-09,'30,'85<br />
09/zr /B{-05/3r i86<br />
09n8/8r-09/50i85<br />
09/t 8/81-03/31 /86<br />
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r85800 I 25150 63?{9<br />
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fril0R ttstffRcl{ pR0Jttrs ptf,foFjli8 rgfi il|lTsfl<br />
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0ilt|iz2-82[-0?050 IIRIIOHf,t III$III|JIT TOI Sf,TiIV RTSIRPC|{<br />
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ofiiI5<br />
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09/21 /8t-09i 30/86<br />
0t18/8{-09i3il/85<br />
09/j 8i8{-0ii 3l i86,<br />
02/1 9/45-09/30/86<br />
0{i03rE5-0ii 3r /85<br />
09i I 810+-03/3r /86<br />
02/t9/95-03,fi/86<br />
09i I 8i 8{-03,'31 /86<br />
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