PRESENTED BY

Ronald L. MedfordNovember 4, 2009

2

Fatality and Injury Rates per 100 Million VMT, by Year

0.00

0.40

0.80

1.20

1.60

2.00

1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 20080

40

80

120

160

200

Fatality Rate Injury Rate

Fatality Rate

Injury Rate

Major Rulemakings Completed◦ FMVSS 126 – ESC (Effective June 5, 2007, 100% Light Vehicles by

MY2012)◦ FMVSS 214 – Side Impact Protection (Effective November 13,

2007, 100% Light Vehicles by September 1, 2012)◦ FMVSS 216 – Roof Crush Resistance (Effective July 13, 2009,

100% Light Vehicles by September 1, 2017)◦ FMVSS 121 – Heavy Truck Tractor Stopping Distance (Effective

August 31, 2009) NCAP Upgrades

◦ Safercar.gov◦ Child Restraint Ease of Use Ratings◦ Child Seat Fit Information from Vehicle Manufacturers (Beginning

in MY2011)

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History of NCAPHistory of NCAP

Consumer Information --> Consumer Demand --> Manufacturers Voluntarily Improve Safety

Frontal Impact Program (MY 1979)◦ Star ratings implemented (MY 1994)

Side Impact (MY 1997) Rollover Resistance (MY 2001)

◦ Added dynamic test (MY 2004) Monroney Label (MY 2007) Announced Upgrade (2008)

NCAP UpgradesNCAP Upgrades

Keep NCAP Relevant◦ 97% vehicles now receive 4-5 Star ratings (compared to

30% in 1979 if star rating were applied then)

Principles for Improvement◦ Must be based on data◦ Distinguish meaningful performance differences between

vehicles◦ Increase public awareness of program

NCAP 2011NCAP 2011

Frontal – Updated Dummies and Injury Criteria Side – New Dummies and Injury Criteria, Addition

of Pole Test Rollover – Will Wait to Update Rollover Risk Model

to Allow for More Real World Crash Data with ESC Combined Crashworthiness Rating Advanced Technologies

◦ ESC, FCW, LDW Child Seat Fit Information

◦ To be provided by manufacturers

Impairment◦ Alcohol◦ Distraction

Vehicle◦ Motorcycles◦ Rollover◦ Heavy truck and motorcoach safety

Kids Transportation Safety Advanced Technologies and Research Fuel Economy Enforcement

Source: FARS, FHWA

0

4,000

8,000

12,000

16,000

1993 19941995 1996 19971998 1999 20002001 2002 20032004 2005 20062007 2008

Alc

ohol

-Impa

ired

Dri

ving

Fat

aliti

es

0.00

0.25

0.50

0.75

1.00

Fata

lity

Rate

per

100

M V

MT

Alcohol-Impaired Driving Fatalities Fatality Rate per 100M VMT

Develop and Implement State Programs to Reduce Impaired Driving Through High Visibility Enforcement (HVE), Support for Prosecutors & DWI Courts, and Expanded Use of Technology, Such as Ignition Interlocks

Collaborate with State and National Agencies and Organizations, Such as Mothers Against Drunk Driving, to Prevent Driving While Impaired by Drugs or Alcohol and Underage Drinking

Research

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A Non-invasive, Seamless Technology to Measure Driver BAC and Reduce the Incidence of Drunk Driving

Development Undertaken as a Step-by-Step, Data-Driven Process to Ensure that Effective Technologies are Developed

Intended to Support a Non-Regulatory, Market-Based Approach to Prevent Drunk Driving

The 5-year Goal is a DADSS Demonstration Vehicle Phase I (Proof of Concept) is Underway with Three

Technology Developers

A Contributing Factor in 10-25% of Crashes

Improve Understanding of Problem 6,000 people died last year in crashes with a distracted driver

◦ Enhance data quality and analysis methods TRB – 2100 vehicle study

Reduce Workload from Interfaces◦ Information systems should not introduce additional risks

Keep Distracted Drivers Safe◦ Effectiveness of distraction crash countermeasures should

not be reduced by designs that are incompatible with driver capabilities and needs

◦ Technologies to monitor and provide driver feedback on distraction

Goal: Reduce Crash Risk Due to Distraction

Recognize Risks and Consequences

◦ Utilize high visibility enforcement of handheld phone laws to change driver attitudes and behavior

◦ Demonstrations launched in NY and CT to test model◦ Findings available in 18 months

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Ejection Mitigation

Electronic Stability Control

Roof Strength

NCAP Rollover Prevention

Rollovers = 2.5% of crashes, 25% of fatalities

Safety Belts

ESC/RSC◦ NHTSA is currently researching benefits of

Yaw stability systems Roll stability systems Yaw + roll stability systems

Heavy Truck Tires◦ Upgrade to FMVSS 119

Upgrade endurance test Add new high speed test

In 2008, 4,229 Fatalities Involved Large Trucks (74% Were Occupants of Other Vehicles, 16% Occupants of Large Trucks, 10% Nonoccupants)

Motorcoach SafetyMotorcoach Safety

NHTSA is Currently Pursuing Four Priority Strategies in Accordance With the Agency’s 2007 Comprehensive Plan to Address Motorcoach Safety:◦ Installation of seat belts in passenger seating positions,◦ Increased roof strength and rollover protection,◦ Improved evacuation and emergency egress, and◦ Improved fire safety.

NHTSA is Considering a Notice of Proposed Rulemaking for Installing Lap/Shoulder Belts for All Seating Positions in Motorcoaches Later This Year

Kids Transportation Safety Act◦ Improve rear visibility◦ Power window safety◦ Prevent motor vehicle roll away◦ Not in Traffic Surveillance

Fatalities in non-traffic crashes – 1,159 (221 in backovers) Crashes that take place in driveways, parking lots, etc.

Fatalities in non-crash incidents – 588 Hyperthermia (37), hypothermia (14), trunk

entrapment(3), power window strangulations(5), etc.

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Vehicle Communications Will Enable Advanced and Effective Safety Applications

Potential to Save Thousands of Lives, Every Year

Enables the Concept of Vehicles That Don’t Crash

Additionally, Enables Mobility, Productivity, Environment, and Convenience Functions

Initial Safety Applications◦ Emergency Electronic Brake Lights◦ Forward Collision Warning◦ Blind Spot Warning◦ Lane Change Warning◦ Do Not Pass/On-Coming Crash

Warning◦ Intersection Movement Assist◦ Control Loss Warning

V2V TimelineV2V Timeline

Current Activities (complete in late 2009)◦ Demonstrate effective safety applications on light

vehicles◦ Identify critical interoperability and policy issues

Planned Activities (2009 – 2013)◦ Research to support a deployment/regulatory decision◦ Assure interoperability◦ Estimate the safety benefits◦ Examine driver Issues◦ Policy issues (e.g. privacy, security, enforcement)

Continue to Encourage the Development, Refinement and Integration of Advanced Technologies

Evaluate Technology Effectiveness Help Ensure Minimum Performance by

Developing Specifications Encourage the Market (e.g. NCAP) Where

Appropriate Regulate Where Appropriate

Fuel EconomyFuel Economy

Consistent with President’s Announcement in May, NHTSA and EPA Issued Joint Proposal for New CAFE/GHG Standards for MYs 2012-2016 Passenger Cars and Light Trucks ◦ 34.1 mpg CAFE standards in MY 2016 for combined cars

and light trucks ◦ EPA’s standard includes A/C and requires 250 g/mi in MY

2016 (equivalent to 35.5 mpg if all improvements were fuel economy)

EISA (2007) Also Requires Several Other Rulemakings by NHTSA Related to Fuel Economy: ◦ Final rule for new rating program for tire rolling resistance ◦ Studies by NAS and NHTSA, followed by rulemaking to

establish standards for MD/HD trucks ◦ Final rule for consumer information and education on fuel

economy and GHG emissions, with vehicle rating and labeling

Tire ProgramsTire Programs

Fuel Efficiency Consumer Information Program◦ Covers passenger car replacement tires◦ Proposed June 22, 2009◦ Consumer rating regulation by December 2009◦ ISO 28580 test procedure◦ Ratings for safety (traction) and durability (treadware)

Test procedure similar to UTQGS Compliance Program

◦ At least 40% of inspected tires in each category are imported tires

◦ Compliance inspections and outreach to new tire entrant manufacturers at AAPEX

Aftermarket Brake Pads/Rotors and Aftermarket Brake Pads/Rotors and DrumsDrums NHTSA Does Not Have Regulations That Test New

Vehicles with these Aftermarket Components Test Methods to Determine Durability and

Effectiveness of Aftermarket Linings and Rotors are Independent of the Vehicle

Tests are Voluntary and Not Subject to FMVSS

Initiatives to Improve Import Initiatives to Improve Import SurveillanceSurveillance Published Final Best Importer Practices on

NHTSA’s web site in December 2008 Continue Targeted Enforcement of Equipment

Items (Tires, Lighting, Child Restraints, etc.) Continue Coordination with CBP at Ports of Entry

for Equipment Items and Nonconforming Vehicles Continue New Entrant Manufacturer Education by

Working with Appropriate Foreign Countries Continue Active Use of Defect Investigation

Authority to Ensure Recalls of Defective Imports

FMVSS 108 – Lighting IssuesFMVSS 108 – Lighting Issues

OVSC Assisted CBP in Investigations Regarding the Importation of Lighting Equipment◦ Resulted in the seizure of approximately 4000 units of

lighting equipment which were then destroyed In 2009, OVSC Initiated 33 Investigations of Motor

Vehicle Lighting Equipment, which Resulted in 3 Recalls of 5202 Units of Lighting Equipment.

OVSC Continues to Investigate Importers and Retailers of High Intensity Discharge (HID) Conversion Kits