lltotor

A Fleport on Activities Under the
National Traffic and Motor Vehicle
Safety Act of 1966 and the
Motor Vehicle Information and Cost
Savings Act of 1972
January 1 ,1977
- December 31 , 1977
U.S. DEPARTMENT OF
TRANSPORTATION
National Highway Traffic
Safety Administration
lltotor
Vehicle
Safietv
1gT7 -
)
.-I

PREFACE
This is the I lth annual report on the administration of the National Traffic and Motor Vehicle Safety
Act of 1966, and is in fulfillment of the reporting requirements in Section 102 of the Act. The annual
report on bumpers, required by Section I12, Title I, of the Motor Vehicle lnformation and Cost Savings
Act of 1972 also is included in this volume. In addition, the statutory obligations contained in
the Motor Vehicle Information and Cost Savings Act of 1976 with respect to odometer rampering,
and how they are being met, are touched upon in this report.
Part A of the Energy Policy and Conservation Act of 1975 added to the Motor Vehicle Information
and Cost Savings Act a new Title V, which directs the Secretary of Transportation to set, adjust, and
enforce average motor vehicle fuel economy standards. Two annual reports of activities under this
Act have been submitted to the Congress. This text contains a brief outline of the high points of the
most recent of these reports.
In the 7 years following establishment of a national traffic safety program in 1966, the fatality rate
(the number of deaths per 100 million miles driven) declined steadily from 5.48 to 4.11. Then came
the fuel crisis and the permanent imposition of the national 55-mph maximum speed limit in January
1974. The safety eff'ects were dramatic. In 1974, traffic deaths fell by nearly 9,000, from 54,052 to
45,195; and the fatality rate declined from 4.1 I to 3.52. The fbllowing two years brought little change
in the number of deaths on the highway, but there were some further reductions in the fatality rate,
despite a fairly substantial growth in the number of miles driven. The 55-mph speed limit proved its
value as a fuel economy measure and as a lifesaving measure.
Average speeds soon began inching up, however, and some States reduced or eliminated penalties for
infractions of the law. This, coupled with the growth in traffic volume, raised the number of traffic
fatalities 4.7 percent, to 47,671 in 1977. These are not only statistics, but lives; 3,150 more dead
individuals in 1971 than in 1975,
Increased driving speeds are a major contributor to these fatalities, but the growing automobile
population, the greater number of miles driven, the growing disparity in weight among the vehicles
making up the total inventory, and other factors all play a part. There are more bicycies, mororcycles,
and mopeds on the road. The rising tolls add up to an enormous clrain on the national economy;
the annual direct economic cost is currently estimated to be lnore than $43 billion.
It is possible to estimate what might have happened without the positive effects of the motor vehicle
and highway safety standards and the institution of the 55-mph speed limit. If rhe farality rate had
remained constant since I976, the direct economic cost would probably now exceed $76 biltion each
year, and traffic deaths would approximate 77,000 annually. Many research projects have advanced
the state-of-the-art of traffic safety. Safety devices have been incorporated in vehicles and remedial
measures have been applied to the traffic system. In the period since 1967, the total number of lives
saved by the declining latality rate amounts to some 150,000. Motor vehicle safety standards and improved
highway design have contributed greatly to this reduction. About half of the fatality reduction
since 1974 is attributed to lower speeds, resulting from imposition of the 55-mph speed limit.
This is a saving of 20,000 lives in a 4-year period.
1
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In spite of those factors that have curbed the highway death toll, traffic fatalities have stubbornly
remained the sixth leading cause of death in the United States. It is a national calamity that the penalties
fall disproportionately on the very young and on those in their most productive years' Traffic
accidents are the number one killer among the 5 to 9-year-olds, and number two among those 9 to 14
years of age. In the 15 to 34-year-old age bracket, highway deaths are the primary killer, accounting
for 38 percent of all deaths among those 15 to 19 years of age, and diminishing to l9 percent of the 30
to 34-year-old category. Other causes, such as heart disease and cancer, push traffic fatalities back to
4th, 6th, and 7th place among those in their late 30's, {6's, and 50's, and to tiny percentages among
the elderly.
The untold human suffering which the traffic death figures represenr, plus the financial burden to
society, make the national traffic safety program worthy of high priority with Federal, State, and
community governments, all branches of the automotive industry, private and public organizations,
and most important of all, with the public.
Specific reporting requirements in the National Traffic and Motor Vehicle Safety Act are covered in
the Chapters and Appendices listed below:
l. A statistical compilation of the accidents and injuries occurring in the Appendix A
preceding calendar year.
2. A list of Federal Motor Vehicle Safety Standards prescribed or in effect
during the year.
Chapter 2
3. The degree of observance of applicable Federal Motor Vehicle Safety
Standards.
Chapters 6 and 8
Appendix F
4. A summary of all current research grants and contracts, together with a Chapter I I
description of the problems to be considered by the grantees and contIactors.
Appendix E
5. An analysis and evaluation, including relevant policy recommendations, Chapters l, 4, 5,
of research activities completed and technological progress achieved
during the year.
7 and ll
6. A statement of enforcement actions during the year, including judicial
decisions, settlements, and pending litigation.
Chapters 6 and 8
Appendix F
7. The extent to which technical information was disseminated to the scientific
community and consumer-oriented information was made available
to the motoring public.
Chapters l, 8,
and I I
APpendix D
The statutory reporting requirements with respect to bumpers and odometer tampering are contained
in Chapter 9.
IY
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CONTENTS
Chapter I Inlroduction
The Record
Motor Vehicle Safety Rulernaking Plan
Priority Programs
Recent Additions to NHTSA Responsibilities . .
Chapter 2
Chapter 3
The Standards Summnry 1977.
Data Acquisition, Analysis, and Reporting
Differential Velocity Crash Recorder
Chapter 4 Crnsh Survivability
Occupant Protection
Vehicle Structures
Pedestrian Protection
Biornechanics
Integrated Vehicle Systems Program
Chrpter 5 Crash Avoldnnce.
Vehicle Handling
Tires and Wheels
Brakes
The Driver and the Vehicle
Chapter 6 Standards Enforcement snd Defects Investigatiorr
Standards Enforcenrent Background. . . . .
The Record
Uniform Tire Quality Grading
Surveillance of Imported Nonconforming Motor Vehicles
Defects Investigation Background
How the Job is Done
NHTSA and rhe Recall Campaigns
Safety Defect Recalls-I977 .....
Safety Campaign Audits
Parts Return Program
Recreational Vehicle Surveys
Engi neering Test Facility
Chapter 7 Automotive Fuel Economy
Summary of Functions and Interagency Relations . . . .
Standards Issued and Proposed . . . .
I
I
4
4
6
l3
r4
l5
l5
l6
t'7
r8
l8
25
)\
26
2'7
28
3l
3l
3l
32
33
33
34
35
36
36
37
3'1
38
39
39
39
.H
r,

Regulations and Compliance . .
Fuel Economy Research
Chapter E Litigation and Administrative Enforcement . ' '
Litigation Highlights, I 977
AdministrativeEnforcement . ' '
Chapter I $pecial Programs
International CooPeration . . . .
No-Damage Bumper System
Electric and Hybrid Vehicles Summary
Odometcr Tampering
Chapter l0 The Consumer's Advocate. . . . .
Informing the Press and the Public
ServingtheConsumer . . . .
Chapter 11 Research and How It Is Used.
Analysis, Evaluation, and Dissemination of Research
Current Research Grants and Contracts and the Problems They Address ' ' ' ' . .
Chapter 12 National Motor Vehicle Safety Advisory Council '
Reports
Recommendations .
Chapter 13 Administration ...
Organizational Changes
Management Improvements . . .
CivilRights ..;...
GLOSSARY
APPENDICES
A.
B.
E.
F.
vi
Statistical Compilation
The National Motor Vehicle Safety Advisory Council
I977 Membership .
Funding Tables
Publications of the National Highway Traffic Safety
Administration . ..
Current Research Grants and Contracts and the Problems
TheyAddress ....
Litigation: Calendar 1977 ..
4A
40
43
43
41
45
45
47
47
47
49
49
49
5l
5l
51
57
57
58
59
59
60
60
A-l
B-l
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D-l
E-1
F-t

TABLES
l. Traffic Fatalities, 196l-1977 viii
2. Analysis of 1976 Traffic Accident Fatalities 3
3. Lives Saved Due to Fatality Rate Reduction . . .
4. National Highway Traf'tic Safety Administration Historical
3
andlegislativeBackground... 6
5. Chronology of Federal Motor Vehicle Safety Standardsand Regulations ... l0
6. Comparison of Integrated Vehicle System Goals . 19
l. AlternativesAffectingFuelEconomy..... 23
8. Summary of Investigations 1969-19'7'1 . . . . 32
9. Number of Civil Penaltics and Dollar Amounts (1968-1976) 32
10. Summary of Safety Recall Campaigns . 37
I l 1977 Fuel Economy Slandards and Regulations . . 4l
12. 1977 Research Accomplishments and Application
to Motor Vehicle Standards 52
13. Data Acquisition and Statistical Analysis 56
FIGURES
1.55'sthelimit. ,........,i I ,
Z. Air Bag Demonstration . . . 5
3. National Accident Sampling System 14 ::
4. Automatic Safety Belt System 16 i
5. Child and Infant Restraint Systems 16 l
6. Experinental Child Restraint Seat . .
7. Side Impact Testing to Determine a Variety of Deformations . .
l7
l7
I
i
L Adult Male Dummy
9. Experirnental Headlamp Covers to Increase Fuel Economy . . . . .
10. New Minicar RSV Design . . . .
l8
20
20
,
i
j
I l. RSV Phase II Configuration . . 21
12. Section View of VW RSV with Turbocharged Diesel Engine . . . . ZZ
13. VW Turbocharged Diesel Engine Experimental Vehicle 22
14. Portable Wind Generator . .
15. Car-Trailer Combination lllustrating Favorablc Load Equalization
25
26
:
16. Motorcycle Equippcd with Experimental Safety Devices 26
l'7. Ultrasonic Tire Testing System 27
18. Tire Casing Bead Tester 27
19. Testing Saf ety Problems Due to Intermixed Braking Systems 28
20. Testirrg Program to Determine Crash Survivability 32
21. Mopeds*A New Traffic Safety Problem 33
22. NHTSA Deputy Administrator Works His Shift on the Hotline 34
23. Failed Flexible Fan . , . 36
24. Parts Return Program 31
25. Engineering Test Facility 38
26. British Leyland Marina RSV. . 46
27 . Safe Driving in Winter 50
28. Tips on Car Care and Safety for Deaf Drivers-Spanish Version . . . . 50
29. National Highway Traff'ic Safety Administration Organizational Chart 59
$

Table 1"
Traflic Fatalities, 1961-1977
The fatalities and rates for 1976 and 1977 in this Table represent the latest sfaflsflcs available.
1961
Average annual change
Total change
1S66
1966
Average annual change
Total change
1973
1974
Change from 1973
1975
Change from 1974
1976
Change from 1975
1977 (as of 5/1/78)
Change from 1976
Fatalities*
36,285
+7.0%
+ a0.3%
50,894
50,8S4
+ .9o/o
+6.2oh
54,052
45,196
-16.4%
44,525
* 1.5%
45,523
+2.2o/o
47,671
+ 4.7Vo
Fatality
Rate-
*
4.92
+2.2o/o
+ 11.4Vo
5.48
5.48
*4.O%
-25.0%
4.11
3.52
* 14.4ot'o
3.35
- 4.8o/o
3.23
-3.6%
3.25
+0.6%
Drivers
(mil)
88.7
+2.6V0
+ 13.9%
101.0
101.0
+ 2.7o/o
+203%
121.5
125.4
+32%
129.8
+3.5%
134.0
*3.2o/o
137.9
+2.90/o
Vehicles
(mil)
76.6
+ 4.6Yo
+24.9%
95.7
95.7
+ 4.5o/o
+ 35.8%
130.0
134.9
+ 3.8%
137.S
+2.2oh
143"5
+ 4.1o/o
148.9
+ 3.8D/o
Vehicle
Miles (bil)
737.5
+ 4.7Yo
+25.8Yo
927.9
927.9
+5.1%
+ 41.9'h
1,316.7
1,283.3
-2.5Vo
1,330.8
+3.7o/o
1,409.2
+ 5.9%
1,466.0
+ 4.OVo
SOUFCE-Fatalitlesl 1961-1974, National Center for Health Statistics, HEW, and State accident summaries (adjusted to 30day deaths).
1975-1977, Fatal Accident Reporting System (FARS), NHTSA .
Drivers, Vehicles, Vehicle Miles-Federal Highway Administration
*Traltic
fatalities are deaths resulting from motor vehlcte accidents occurring on lrafficways. Statisflcs represent dealhs occurrlng withtn
30 days after the date of the accident.
"Traffic
fatallties per 100 million vehicle miles.
NOTE: Deaths occurring withln 30 days of an accident reprssent approximately 980/o of all trafflc death8,
Vehicles in thls table repre$ent all those regist€red at various points in time durlng the calendar y€er and do not represent those in
usa at any one time.

I cnnprEn I
!
INTRODUCTION
The Record
Traffic accidents are the sixth leading cause of
death in the United States. ln 1977, they claimed
47 ,67 | lives. This national tragedy is compounded
by the fact that most of those killed were the young
and those in their most productive years. Traffic
acciclents are the number one cause of death for
children between the ages of 5 and 9, accounting
for 26 percent of all deaths occurring in that age
bracket. They are the number two cause of death
for children in the 10 to 14 bracket, accounting for
23 percent of all deaths. Between l5 and 34, they
are once again number one, claiming an alarming
38 percent of all those who die in the l5 to l9 age
group and gradually decreasing to 14 percent in
the 30 to 34 year old group. Other causes of death,
such as heart disease and cancer, push traffic
fatalitics to 4th, 6th, and 7th place as a cause of
death for those in their late 30's, {1's, and 50's,
and to tiny percentages among the elderly.
In addition to the thousands who are killed each
year on the highways, hundreds of thousands
more are injured, many seriously, and many permanently"
For example, car crashes are the number
one cause of epilepsy and paraplegia in the
United States.
The direct economic cost to society, currently
estimated at $43 billion annually, is enormous.
This level of financial loss is I l/z times greatet than
the yearly expenditure for building, maintaining,
and operating the entire 3.9 million-mile network
of roads in the United States.
While human suffering cannot be measured, this
factor, coupled with the monetary loss, was the
basis and the impetus of the national traffic safety
program launched by Congress with enactment of
traffic sal'ety legislation in 1966. Since that time,
some historic trends have been altered. as both
motor vehicles and highways have been made safer
through the application of safety technology to the
range of problems that cause accidents and intensify
their severity and effects.
Traditionally, an increase in the number of registered
vehicles has resulted in a corresponding
growth in vehicle miles of travel, and in the number
of traffic deaths. This relationship led to the
adoption of vehicle miles of travel as a basis for
assessing accident trends. From 1945 to 1961,
there was a steady 6 percent annual growth in the
level of vehicle travel, but a smaller increase in the
number of fatalities. The result was a decrease in
the fatality rate (the number of deaths per 100 mil-
Iion miles of travel) for the entire period. Conversely,
during the s-year period 196l through
1966, the number of fatalities increased by 40 percent,
while vehicle miles of travel increased only
26 percent. This resulted in an l l percent jump in
the fatality rate (see ll'able l).
From 1966 through 1973, following the establishment
of a national traffic safety program and
prior to the fuel crisis, traffic fatalities increased
only 6 percent (from 50,894 in 1966 to 54,052 in
1973), a remarkably low increase in view of the 40
percent increase in vehicle miles of travel. This
meant a 25 percent reduction in the fatality rate
(from 5.48 to 4.ll).
Following the fuel crisis in 1973, and imposition
of the 55-mph national maximum speed limit in
January 1974 (Figure l), the number of fatalities
for 1974 dropped to 45,196, compared with 54'052
in 1973 (Table l). This represented a saving of
9,000 lives, and was a major trend reversal in light
of a reduction in highway travel of less than 3 percent.
The lower level of deaths continued during
1975 and 1976 (see Tables I and 2). When consideration
is given to the fact that the availability of
fuel permitted travel to increase during these years
I
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t#
utMl
Speed lJmit $rugc.esg,
at the rate of approximately 5 percent a year, it is
apparent that the national 55-mph speed limit has
proved its value as a fuel economy measure and as
a life saving measure.
Average speeds soon began inching up, and some
of the States reduced or eliminated penalties for
infractions of the law. Rising speeds, coupled with
the growth in traffic volume, raised the number of
traffic deaths to 47,671 in 1977. These are not just
statistic$, but lives; 3,150 more individuals dead in
1977 than in 1975.
, r ,rrll: tt4
, ,,,r ttmlF
, futi&:
' irilr, riLt4frl
, r,ri 1nry
. , i,rj4 lS
, t, ,, irr,lki
, I r, lrrlrfl
{lrd $ idH4ttd4f ,it l4Mltydp
ri ufidd
' 'l 'rt a i, rwqlgp rryt
3tr, fi #rd4 lfflfi]{t
' r*l ,rt*,n, fo r,{ ftdlcrd Frtrfted
\ \t le ,l'ff| lt sr ld ${dt,l
Figure 1. 55's the Limit
There is a way by which the value of the traffic
safety effort can be roughly measured. If the fatality
rate had remained constant since 1967, the
direct economic cost would probably now exceed
876 billion each year, and traffic deaths would approximate
77,000 annually. Table 3 demonstrates
what might have happened without the positive
effects of the motor vehicle and highway safety
standards and institution of the 55-mph speed
limit.
z
Many research projects have advanced the stateof-the-art
of traffic safety. Safety devices have
been evolved and incorporated in vehicles in the
manufacturing proces$. Remedial measures have
been applied to the traffic system by means of
numerous Federal, State, and community programs.
Among the more important motor vehicle safety
programs are (1) defect investigations and recalls,
(2) research safety vehicles to advance automotive
safety technology, (3) issuance of the final passive
restraint rule for passenger vehicles, (4) research
and plans to upgrade safety standards for light
trucks and vans, (5) the upgrading of school bus
safety standards, and (6) research to determine
ways of eliminating vehicle hazards, such as truck
underride, battery explosions, and electrical system
failure.
Despite solid gains made over the years, there are
persistent problems that prevent more rapid progress.
To date, Federal rulemaking has not brought

light trucks and vans up to the safety level of
passenger cars, although these vehicles are increasingly
used for both passenger travel and utility
Table 2. Analysis of 1976 Traflic Accident
Fatalities*
1976 Deaths
Motor Vehicle Occupant Fatalities 33,790
Passenger Car 26,645
Truck
6,130
Bus
Oth€r
73
s42
Other Traffic Fatalltles
Pedestrians
Motorcyclists
Pedalcyclists
Other
Total: 1976 Traffic Accident
Fatalities
7,427
3,312
914
80
Source: Fatal Accident Reporting System (FAFS)
NHTSA Traff ic Fatalities (30.day def inition)
11,733
45,523
NOTE: 30day deaths represent approximalely 98% of all traflic
deaths.
'1976 is th6 lat€st year for whlch flnal statistica are avallable,
Year
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1967
Rate
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
purposes. The continuing controversy over antilock
brake requirements for large vehicles is limiting
the ultimate safety gains expected from
FMVSS No. l2l.
Seat belt usage, or non-usage, continues to be a
matter of serious concern, as this device protects
the belted+ccupant in a variety of crash situations.
One survey in 16 U.S. cities found that only 18.5
percent of drivers use their belts. At a 70 percent
usage rate, it is estimated that approximately
11,500 lives would be saved annually.
The basic concerns of the National Highway Traffic
Safety Administration (NHTSA) are motor
vehicle and highway safety. To this has been added
the function of issuing and enforcing vehicle fuel
economy standards and the research upon which
to base such standards in the future. These standards
must be established without doing violence to
safety, environmental, and economic considerations.
Emphasis is placed on solutions to problems likely
to produce the most effective results at the lowest
possible cost. The establishment of a rational plan
leading to selection of priorities is essential to this
approach.
Table 3. Llves Saved Due to Fetellty Rets Reductlon
(Irafflc Fatalities-30 Day Deflnition)
Fatalities
(Based on Actual
1967 Rate) Rate
50,724
53,535
55,973
58,487
62,142
66,419
69,'128
67,376
69,865
73,979
76,940
5.25
5.17
5.02
4.72
4.M
4.32
4.11
3.52
3.35
3.23
3.25
Lives Saved
Due to Lives $aved
Actual SSMPH Due to $afety
Deaths Speed Limit Programs
50,724
52,725
53,543
52,627
52,542
54,589
54,052
45,196
44,525
45,50S
47,671
5,070
5,100
4,500
1,600
B;
2,430
5,860
9,600
11,830
15,080
1 7,1 10
20,240
23,970
27,700
Total
Lives
Saved
810
2,430
5,860
9,600
11,830
15,080
22,180
25,340
28,470
29,300
16,270 134,630 150,900
NOTE: 1977 f igures are eslirnated. Statisticel studies incllcale that, while the fatality level remains substantlally lower than the 1973 lev€|,
a growing portion of the saving ls attributable to th6 combinod effect ot all safety standards and programs which meke up thg
national traflic aatetv 6ffort.
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Motor Yehicle Snfety Rulemaking Plan
During 1977, NHTSA drafted a Motor Vehicle
Safety and Fuel Economy Rulemaking Plan to be
published early in 1978, after review by the Secretary
of Transportation.
With the Secretary's 1977 decision on passive restraints
(discussed in Chapter 4), the most serious
hazard confronting the motoring public (the dangers
associated with frontal crashes only) will be
reduced significantly. When all passenger cars
have been equipped with passive restraints, a
reduction in motor vehicle fatalities approaching
9,0(X) lives per year is anticipated.
The challenge now facing NHTSA is to identify
other areas where the promulgation of safety
standards would significantly enhance the safety
of the public. The existence of a serious problem,
in and of itself, is not a sufficient basis for scheduling
rulemaking. There also must be a reasonable
chance of developing a solution to that problem.
Where problems are recognized and solutions are
not readily apparent, research is required.
In the near-term, there are a number of aspects on
which the agency has been working for several
years, and where feasible solutions are readily
available. Generally, motor vehicle rulemaking
priorities will be in the areas of Occupant Crash
Protection, Light Trucks and Vans, Pedestrian
Safety, and Braking Sysfens.
Having promulgated the passive restraint rule, to
mitigate dangers of frontal crashes, NHTSA will
now emphasize the improvement, of carstocounter
the next most serious cause of injury, side crashes.
Last year, side crashes accounted for more than
I,100 fatalities.
NHTSA proposes to extend passenger car standards
to light trucks and vans. In 1976, almost
5,000 occupants of light trucks and vans suffered
fatal injuries.
In the pedestrian safety area, attention will focus
on accelerated research programs. Rulemaking in
the next 3 or 4 years is expected to have only a
minor impact on fatality levels. Solutions other
than rulemaking, such as highway design and citizen
education, will have a payoff. However, the
unconscionably high level of pedestrian fatalities
(7,400 during 1976) makes full exploration of all
means of increasing pedestrian protection through
vehicle modifications a matter of urgency.
4
NHTSA expects to substantially improve braking
performance of all classes of vehicles. lmprovement
in vehicle braking will lead to commensurate
reduction in both the number and severity of
crashes.
In the process of drawing up the plan, NHTSA
reviewed all pending actions, particularly those
with low priority. As a result, some lg open rulemaking
actions are to be terminated.
Motor vehicle fuel economy rulemaking will continue
along the same lines as in 1977 (see Chapter
7). NHTSA will establish average fuel economy
standards for vans and light trucks under 10,000
pounds gross vehicle weight rating (GVWR). Additionally,
emphasis will be on research and development,
coupled with standards reappraisal as additional
data become available.
Priority Progrnms
NHTSA priority programs in 19'77 included (l)
fuel economy, (2) data acquisition, analysis, and
reporting, (3) occupant safety, and (4) defects investigations
and standards enforcement.
Four other 1977 priority programs (reappraisal of
highway safety standards, enforcement of the
55-mph speed limit, alcohol and highway safety,
and pedestrian safety) are discussed in a companion
report "Highway Safety, a Report by the
President on the Administration of the Highway
Safety Act of 1966, as amended."
Fuel Economy
When it passed the Energy Policy and Conservation
Act of 1975, the Congress recognized the
crucial economic and strategic importance to this
country of reducing national dependence on imported
petroleum and conserving our finite fossil
fuel resources. This Act amended the Motor Vehicle
and Cost Savings Act of 1972 to include Title
V, which charges the Secretary of Transportation
with the issuance of standards to improve the fuel
economy of motor vehicles. Authority to administer
the fuel economy program was delegated to the
Administrator of NHTSA.* There have been two
rAIl actions are subject to review by the Sccrctary, the Dcpartnrent
of Energy, the Environmental Protection Agency and,
on a case by case basis, the Department of Commerce, the
Council on Wage and Price Stability, the Council on Environmental
Quality, and the Economic Policy Board,

annual reports to the Congress, for 1976 and
1977*, which describe the work done to date; the
standards issued and proposed; the regulations
governing procedures, definitions, and reports;
the comprehensive research program undertaken;
and the effects of the standards on fuel savings
and consumer costs. (See Chapter 7 for the standards
and regulations issued, and the plans and
research undertaken by the NHTSA fuel economy
program).
A NHTSA study, "The Effect of the Fuel Shortage
on Travel and Highway Safety", summarizes
tests on fuel consumption. It estimates that, if the
55-mph speed limit were strictly observed, total
motor fuel consumption could be reduced by as
much as 4 percent (about ?00,000 barrels of gasoline
a day), a savings sufficient to justify the speed
limit solely as an energy conservation measure.
A Federal Highway Administration (FHWA)
study estimated that reduced speeds saved between
.8 and 2.9 percent of total 1975 highway fuel consumption.
Other estimates suggest a reduction of
about I.4 percent in gasoline consumption.
While energy conservation motivated the law,
another benefit became of major importance-a
reduction in traffic fatalities of 9,000 a year, of
which at least half may be attributed to the 55-mph
speed limit. Even though average speeds have increased
sliehtly in 1976 and 1977, the lifesaving
benefit continues.
I)ata Acquisition, Analysls, and Reporting
Progress in traffic safety is dependent upon the
breadth and validity of the data upon which it is
based. A strong analytical foundation is required
to reveal trends, uncover problems, establish
priorities, allocate resources, appraise current and
prospective standards, and formulate better safety
standards.
The National Center for Statistics and Analysis
(NCSA) was established in 1976, incorporating
NHTSA's existing $tatistical unit. Through a graduated
national program of field studies and pilot
tests, NCSA is expanding its ability to collect
timely and reliable accident data on drivers, pedestrians,
vehicles, collision types, injuries, environmental
factors, and exposure. When the statistical
center's programs are fully operational, NHTSA
*Available from
NHTSA.
Ceneral Services Division/Distribution,
will be treating the statistics of highway safety
problems as a whole rather than in fragmented
parts. (See Chapter 3 for details of the statistical
reporting and analysis system).
Occuprnt Safety-Passive Restmints
There are presently two basic approaches to saving
more lives and avoiding serious injuries through
occupant restraint systems. The first is legalistic.
More than 20 nations and twoprovinces of Canada
have enacted mandatory seat belt use laws to increase
usage, and thereby the effectiveness, of
existing seat-belt systems. The other way is to install
automatic passive restraint systems in passenger
cars in place of, or in conjunction with, active
belt systems. These systems are passive in the sense
that no action by the occupant is required to benefit
from the restraint protection. The two forms of
passive restraints that have been commercially
produced are inflatable occupant restraints (commonly
known as air bags) (Figure 2) and passive
belts.
The Secretary of Transportation announced in
June 1977 that FMVSS No. 208 for occupant
Figure 2. Air Bag Demonstration
I ll

crash protection in new passenger cars was being
amended to require the provision of front-seat
"passive"
restraint protection in passenger cars
on a graduated basis, beginning with the largest
cars in September 1981, and including all passenger
cars manufactured on or after September l,
1983. (For additional information on Standard
No. 208, see Chapter 4).
Defects Investigations and Standsrds Enforcement
In addition to enforcing compliance with the established
motor vehicle safety standards, NHTSA
investigates possible safety defects of vehicles and
equipment not covered by safety standards, and
requires the manufacturers to recall such vehicles
or equipment and remedy the safety defects. There
were more vehicles recalled in the United States
for correction of safety defects in1977 than in any
other year in history-26 safety defect recall campaigns
involving 12.9M vehicles. Theroleof standards
enforcement is to test vehicles and equipment
to make certain they comply with the standards
Table 4. National Highway Ttafflc Safety Administration Historicaf and Legistative Background
Year
1924 to
1966
1924
1937
1946
1954
1956
1958
and, if they do not, requiie the manufact*rers to
issue recalls and remedy any defects. During the
past year, 303 compliance investigations were
initiated and 28t investigations were closed. Additional
duties include enforcement of fuel economy
standards and consumer protection regulations.t
(For further information, see Chapter 6.)
Recent Addltlons to ffHfSn Responslblllties
In August 1977, the President approved the Department
of Energy Organization Act (p.L. gj-gt),
which amended Section 502 of the Motor Vehicle
Information and Cost Saving Act. This amendment
requires the Secretary of Transportation to
consult and coordinate with the Secretary of
Energy on the establishment, reduction, or amendment
of the average fuel economy standards for
motor vehicles.
Table 4 provides the historical and legislative
background
for NHTSA and its predecessors.
Traffic
Fatalities* i , i: i Publiclaw
18,400
50,894
Federal Government organizations concerned with highway safety:
Department of Health, Education, and Welfare
Department of Commerce
Post Off ice Department
Department of Defense
General Services Administration
Interstate Commerce Commission
i. r' r. , i ,
Interdepartmental Hlghway safety Board
President's Committee for Highway Safety
18,400
37,819
31,874
33,990
37,965
35,331
National Conference on Street and Highway Safety (convened by
Secretary of Commerce, Herbert Hoover).
:, ::i r,i
Second National Conference on Street and Highway Safety.
Report: Guides to Traffic Satety.
Third National Conference produced an Action Program tor Highway
Safety.
The President's Committee for Traffic Safety established and
adopted the Action Program.
First Congressional interest; Subcommittee Health and Safety of
the House Committee on lnterstate Commerce.
Secretary of Commerce authorized to assist in carrying out the pres. ,
ident's Action Program and to cooperate with the States in furthering
highway safety.
Interstate compacts for Traffic safety (Beamer Resolution).
p.L. g5.6g4

Table { Natlonal Hlghway Tralflc Srfety Admlnlstrrtlon Hlstodcal and Leglslatlve Backgrcund
(Contlnuefl
Trafflc
YEar FatalitiEs' Public Law
1959 #,223
1960 36,399
1961 36.285
1962
1965
1966
1972
1973
1974
1975
38,980
47,089
50,894
1967 ffi,724
1968 62,725
1970
52.627
54,589
54,05?
45,196
44,525
Report by the secretary of commsrce to congress on magnltude of
traffic safety problems, and the role the_Fedaral Governmsnt $hould
play in attacking them.
Flequirements for Passenger-Carrying Motor VehiclEs Purchased for
Use by the Federal Government to M€et Certain Saf€ty Standards.
Prohibition of UsE in Commerce of any Motor Vehicle Which Discharges
Substances in Amounts Found by the Surgeon General to
be Injurious to Human Health.
Registratlon of AutomobilE License Revocations (Natlonal Driver
Register).
Amendmants
Amendmants
Flequirements for Passsnger-Carrylng Motor vehiclss for Use by the
Federal Government to Ms€t Certain Safety $tandards.
Hydraulic Brake Fluld Specifications.
National Traffic and Motor Vehicle $afety Act of 1966. Established P.L.89-563
the National Traffic Safety Agency in the Department of Commerce.
Highway Safety Act of 1966. Established the National Highway P.L.89.564
$afety Agency in the Depertment of Commerce.
Department of Transportation Act of 1966.
P.1.8+670
Executive Order 11357 combined the two agencies in the Department
of Transportation as the National Hlghway Safety Bureau.
National Trafflc and Motor Vehlcle Safety Act of 1966, amendments. P.L. 91.265
Federal-Aid Highway Act of 1970.
P.L.91,605
Report of the Presldsnt's Task Force on Highway Safety: Mobility
Without Mayhem.
Motor Vehicle Informatlon and Cost Savings Act.
National Traffic and Motor Vehicle $afety Act Amendments of 1972.
Federal-Aid Hlghway Act of 1973.
Motor Vehicle and Schoolbus Safgty Amendments of 1974'
Federal-Aid Highway Amendments of 1974.
Energy Pollcy and Conssrvation Act e$tablished the Automotlve Fuel
Economy Program by adding a new Title V to the Motor Vehicle Infor'
mation and Cost Savings Act.
P.L. 85-515
P.L.86493
P"L.86460
P.1.87-359
P.L.89-563
P.1.88-515
P.L. 87-637
$tandards tor Automoblle SEat Belts Sold or $hipped In Interstatg P.1.88-201
Commerce.
Amendment to the Federal-Aicj Highway Act providing for Voluntary P.1.89-139
$tate Highway Safety Standards (Baldwin Amendment).
Repoft of the Secretary's Advisory Commlttee on Traflic Safety
(Department of Health, Education, and Welfare).
National Traffic and Motor Vehicle Safety Act of 1966, amendments F.L.9G285
t6rminated tgmporary exemption authority by statute three years
after enactment,
P.L. 92-513
P.L. 92-548
P.L. 93-87
P.L. S3-492
P.1.93.&t3
P.L. S4.163
{
!l r
"rj
i

Table 4. Natlonal Highway Tralflc Safety Adminlstratlon Hlstorlcal and Leglslatlve Background
(Gontinued)
Trafflc
Year Fatalities* Public Law
1976 45,523 Federal-Aid Highway Act of 1976.
National Traffic and Motor Vehiclesafety
Act
Authorization.
Motor Vehicle Information and CostSavings
Act
1976.
P.1.94_280
Amendment
and P.L.94-346
Amendments
of P.L.94-364
SOURCE*Fatalities: 1924-.1974, Natlonal Center for Heelth Statlstlcs, HEW, and Stat€ annual summaries (adjusted to 30-dey
deaths,.
1S75-1976, Fatal Accident Heporting System (FAHS), NHTSA,
*Traffic fatalitles are deaths resultlng trom motor vehicle eccidents occurring on trafficways. Statistics r6pr6s€nt d6eths occurring within
30 days after the date of the accldent, whlch conslitutB approximately 98% of all traffic deaths.

THE STANDARDS SUMMARY 1977
A chronological table at the end of this summary
lists Federal Motor Vehicle Safety Standards
(FMVSS) and Regulations issued since January
1967, with initial effective dates.
The following regulation wus issued and became
effective during this reporting period:
Part 556-Exemption for Inconsequential Defect
or Noncompliance
This regulation sets forth procedures for exempting
manufacturers of motor vehicles and replacement
equipment from notice and remedy requirements
when a defect or noncompliance is found to
be inconsequential as it relates to motor vehicle
safety. (Effective March 9, 1977).
The following significant amendments were issued
and became effective during this reporting period:
Standard No. 109*New Pneumatic Tires
The amendment permits manufacture of a new
series of tires having load ratings and inflation
pressures expressed only in metric units, in order
to conform with a world-wide standardization
process. The amendment also allows substitution
of newly designed tires with maximum inf'lation
pressure of 60 psi for conventional spare tires.
This substitution reduces the overall weight and
increases the storage space of passenger cars. (Effective
March 7, 1977).
Standard No. 120-7r7e Selection and Rims for
Motor Vehicles Other Than Passenger Cars
This standard requires that the wheels of all vehicles,
except passenger cars, be equipped with tires
and rims that are adequate to support the fullyloaded
vehicles under normal operating condition$.
As of February 7, 1977, the amendment
affects tire and rim selection, rim marking, and
tire label information. This amendment also sets
forth the Department of Transportation (DOT)
decision that it no longer regulates mobile structure
trailers (mobile homes). Conforming amendments
to Standard No. 108, Lamps, Reflective
Devices, and Associated Equipment and to Part
571, Definitions, also were made by this issuance.
Standard No. l2l-,4ir Brake Ststems
Effective June 13, 1977, suspension of the bus
service brake stopping distance requirements contained
in Standard No. l2l was extended to January
l, l9?8, and an additional extension to April
l, 1978, was granted for school buses.
Another amendment added certain vehicles to the
"oversize"
vehicle category and excluded specialized
vehicles from applicability of the standard's
requirements. (Effective August 16, 1977).
Standard No. 205-Glazing Materials
The glazing materials standard was amended to
permit the use of rigid plastic glazing materials in
all bus doors and windows, except the windshields
and those windows located immediately to the left
or right of the driver. (Effective December 22,
re77).
Standard No. 222-^Scltool Bus Passenger Seating
und Crash Protection (Interim Amendment)
Maximum allowable seat spacing for school buses
was increased from 20 to 21 inches, effective
December 22, 1977. This spacing will make more
room for large high school students while still permitting
a safe level of seat performance. The
amendment is interim, and the public, by means
of a separate NPRM, has been provided opportunity
to comment upon the advisability of extending
the maximum seat spacing by one inch.
Part 567-Cer t ifica t ion Re gu la t ion
This change was for the purpose of allowing gross
axle weight ratings to be combined on the certification
label. (Effective June 13, 19'77),
g

Palt 57l-Anthropomorphic Test Dummy
This part describes the anthropomorphic test dummies
that are to be used for testing motor vehicle
compliance with FMVSS. Several elements of the
dummy calibration test procedures were specified,
and minor changes were effected for the dummy
design specifications.
The following amendments were acted upon during
1977, hut did not become effective during the
reporting period:
Part 581-,Bumper Standard
The new bumper standard limits damage to nonsafety-related
components and vehicle surfaces in
low-speed crashes, and incorporates the safetyrelated
damage criteria of FMVSS No. 215, .Exferior
Protection. One amendment sets the effective
date for September l, 1978, and requires no damage
to exterior surfaces or permanent deviations
from original contours, except where such damage
occurs to the bumper face bar and components
that directly attach the bumper fhce bar to the
chassis frame. For vehicles manufactured on or
after September 1, 1979, the exterior surfaces,
except for the bumper face bar, shall have no separations
and no permanent deviations from their
original contour.
Standard No. 208-Occupdnt Crflsh Protection
The existing motor vehicle safety standard for
occupant crash protection was amended, to require
the provision of front seat ''passive" restraintprotection
in passenger cars with wheelbases greater
than 114 inches manufactured on and after September
l, 1981, in passenger cars with wheelbases
greater than 100 inches on or after September l,
1982, and in all passenger car$ manufactured on
or after September l, 1983.
Standard No. Z|Z-Windshield Mounting
The effective date of a 1976 amendment to the
standard was extended from September l,1977 to
September l, 1978, for trucks and multipurpose
vehicles of 10,000 pounds or less, and for vans.
"Walk-in
van-type" vehicles were excluded from
the standard's applicability.
Table 5. Chronology of Federal Motor Vehicle Salety Standards and Regulations
Date lssued lnltlal Effectlve Dateg
January 31, 1967 Standard No. 101 Control Location, ldentification, and
lllumination
Standard No. 102
Standard No. 103
Standard No. 104
Standard No. 105
Standard No. 106
Standard No. 107
Standard No. 108
Standard No. 111
$tandard No.201
$tandard No.203
Standard No.204
$tandard No.205
Standard No. 206
Transmlssion Shift Lever Sequence,
Starter Interlock, Transmission
Braking Effect
Windshield Defrostlng and Defogging
Windshield Wiping and Washing
Systems
Hyclraulic Brake Systems
Brake Hoses
Reflecting Surfaces (Chrome Trim)
Lamps, Reflective Devices, and Associated
Equipment
Rearview Mirrors
Qccupant Protection in Interior lmpact
lmpact Protection for the Driver from the
Steering Control System
$teering Control Rearward Displacement
Glazing Materials
Door Locks and Door Retention
Qomponents
PC-1/1i68; MPV, TL,
B-1/1/72; TR,
B^il1173
PC, MPV, TH, B_1/1/68
PC, MFV-1/1/68
TR, 8-1/1/69
PC-1/1/68; MPV, TR,
B-1/1/69
PG-1/1/68; MPV, TB,
B*gt1t74
PC, MPV-1/1/68;TR, B,
TL, MC, E-911174
PC, MPV, TR, B_1/1/68
PC-1/1/68; MPV, TR, B,
TL, MC, E*1/1/69
PC, MPV-1/1/68; TR, B,
MC, E-zt1t76
PC-1/1/68
PC-1/1/68
PC-1/1/68
PC, MPV, TR, B,
MQ-1/1/68
PC-1/1/68
MPv*1/1/70
rH-111172

Table 5. Chronology of Federal Motor Vehicle Safety Standards and Regulations (Continued)
Date l8sued lnitial Effective Dates
Standard No.207 Seating Systems
PC-1/1/68, MPV, TR,
rqi r i'
Standard No.2081 Occuoant Crash Protection
B-111172
*PC-1/1/68; MPV, TR,
B-7t1t71
Standard No.209 $eat Belt Assemblies
PC, MPV, TR, 8-3/1/67
.i ,, Standard No. 210 Seat Belt Assemhly Anchorages
PC-1/1/68; MPV, TH,
B-7t1t71
Standard No. 211 Wheel Nuts, Wheel Discs, and Hub Caps FC, MPV-1/1/68
Standard No.301 Fuel System Integrity
FC-1/1/68; MPV, TR,
B-911175
November 8, 1967 Standard No. 109 New Pneumatic Tires
PC-1/1/68
Standard No. 110 Tire Selection and Rims
PC-4/1/68
January 2, 1968 Part 12 Customs Hegulation
PC, MPV, TFt, B, TL, MC
January 3, 1968 Part 568 Vehicles Manufactured In Two or More 1rrlff'U8
Stages
February 1?, 196E Standard No.202 Head Restraints
April 24, 1968 Standard No. 112 Headlamo Concealment Devices
$tandard No. 113 Hood Latch Sy$tems
Standard No. 114 Theft Frolection
July 3, 1968 Standard No. 115 Vehicle ldentification Numbers
August 13, 1968 Standard No. 212 Windshield Mounting
December 24, 1968 Standard No. 116 Motor Vehicle Brake Fluids
January 17, 1969 Part No. 5'67 Certlficatlon Hegulation
Part No.569 Regrooved Tires
PC-1i 1/69
PC, MPV, TR, B, MC
1/1/69
PC, MPV, TR, B*1/1/69
PA-1t1t70
PC-1/1/69
PC*1l1l7Q; MPV, TB,
B-9t1t77
PC, MPV, TR, B, TL,
MC-1/4/69
PC, MFV, TR, B, TL, MC
8/31/69
PC, MPV, TR, B, TL, MO,
E-Z2Bi69
March 23, 1970 Standard No. 213 Child Seating Systems
PC, MPV, E-11117'l
TR, B-4/1/71
Juty 17, 1970 Standard No. 118 Power-Operated Window SyBtemB
PC, MPV-1/1/71
October 22,1970 Standard No.214 Side Door Strength
PC-1t1t73
PC, MPV, TR, 8-9/1/72
PC, MPV, TR, B, TL, MC,
E-8116t71
TR, B, TL-1/1/73
PA-gt1t72
PQ, E-111172
PC-8/15/73
MC-9/1/73
E-1t1t74
PC, MPV, TR, 8-9/1/73
MQ-gt1174
TR, E-1/1/73
PC, MPV, TR, B, TL, MC,
July 26, '1973
Part No.575 Consumer Information (Tire Reserve
Load, Acceleration & Passing Ability,
PC, MC-9/30/69
Vehicle Stopping Distance)
November 5, 1970 Part No. 574 Tire ldentification and Record Keeping E-511171
December 31, 1970 $tandard No.302 Flammability of Interior Materials
February 10, 1371 Part 573 Defect Reports
February 19, 1971 Standard No. 121 Alr Brake Sy$tems
April 9, 1971
April 14, 1971
Standard No. 215
Standard No. 117
Exterior Protection (Bumpers)
Retreaded Pneumatic
:
Tires
December 3, 1971 Standard No.216 Roof Crush Resistance
March 1, 1972 Standard No. 122 Motorcycle Brake Systems
Standard No. 125 Warning Devices
March 31, 1972 Standard No. 124 Accelerator Control System$
April 4, 1972 $tandard No. 123 Motorcycle Controls and Di$plays
May 3, 1972 Standard No. 217 Bus Window Retention and Release B-911173
August 3,1972 Standard No. 126 Truck-Camper Loading
January 17,1573 Part No. 577 Defect Notitications
E-st2H73
January 22, 1973 Part No. 555 Temporary Exemptions from Federal
Motor Vehicle Safety Standards
1129173
January 31, 1973 Part No. 580 Odometer Disclosure Requirements rc, MPV, TR, B, TL,
Part No. 572 Anthropomorphic Test Dummy
MC*3/1/73
E-W1t73
August 9, 1973 Standard No.218 Motorcycle Helmets
l,n0-3fi174
11
.,

Table 5. Chronology oi Federal Motor Vehlcle Salety Standards and Regulatlons (Contlnued)
Date lssued Initial Effective Dates
November 5, 1973
April 22,1974
August 13, 1S74
January 31, 1975
May 20, 1975
June 9, 1975
September 4, 1975
January 19, 1S76
January 22, 1976
February 27,1976
January 31, 1977
Standard No. '119
Part 553
Part 576
Part 582
Part No,575
Standard No. 219
Part No.552
Standard No. 120
Standard No.220
Standard No. 221
Standard No. 222
Part 581
Part 556
LEGEND: PC-PassengerCars
MPV-Multipurpose Passenger Vehicles
. tF(-trucKs
B-Buses
SB*School Buses
TL-Trailers
MC-Molorcycles
E-Equipment
*Formerly entitled "Seat Belt Installation"
New Pneumatic Tires
Procedures
Records Fletention (lnterim Rule)
Insurance Cost Information Regulatlon
Consumer Inf ormation-Uniform Ti re
Quality Grading
Windshield Zone Intrusion
Petitions for Rulemaking, Dofect and
Noncompliance Orders
Tire Selection and Rims for Vehlcles
Other Than Passenger Cars
School Bus Rollover Protectlon
School Bus Body Joint Strength
School Bus Seating and Crash
Protection
Bumper Standard
Exemption for Inconsequential Defecl or
Noncompliance
PC, MPV, TR, B, TL, MC,
E-St1t74
4t25t74
PC, MPV, TR, B, TL,
E-U1il77
211t75
PC, E-9/1/74
PC, MPV, TR, 8_9/1/76
1Qt13t75
MPV, TR, B, TL, MC, E
Bt1l76
B-10t28t76
B-10/26/76
B-10/26/76
PC-9/1/78
PC, MPV, TH, B, TL, MC
3/9t77
tlmportant
amendments to Standard No. 208 Include the requirements for shoulder harnesses (1/1/72), reminder buzzer and light (2/25/75),
and passive restraints (by vehicle wheelbase; 9/1/81-9/1/83).

CHAPTER 3
DATA AGQUISITION, ANALYSIS, AND
REPORTING
Evaluation of existing and proposed standards,
identification of problems, formulation of better
safety systems, and development of improved
standards and countermeasures require a strong
statistical and analytical foundation. A comprehensive,
reliable, statistical base is necessary for
the establishment of priorities, the allocation of
resources and, indeed, for all flrogress in highway
safety.
The National Center for Statistics and Analysis
has a growing ability to collect valid, timely, and
reliable accident data through a graduated national
program of data collection. The scope of the program
includes drivers, pedestrians, vehicles, collision
types, injuries, environmental factors, and
exposure data.*
A dual approach is used:
l. A national program using State and local
records.
2. On-site investigation of a representative sample
of accidents.
NCSA collects, standardizes, and interprets information
now kept at the State and local levels.
Police accident reports, driver licensing records,
motor vehicle registrations, highway inventories,
medical, and other records are included. Trained
professional teams investigate accidents in the
field, examining such topics as pre-crash factors,
injury mechanisms and crash configurations. This
dual approach covers the full spectrum from
driver and vehicle exposure rates to the causes of
accident injuries.
rlnformation about the amount and types of driving.
The statistics provide national data to track trends
and detect problems such as fatalities by type, injuries
by severity, and involvements by specific
vehicle type. They also constitute an objective
basis to set and evaluate highway and motor vehicle
standards such as thos€ on fuel tank integrity,
side crash protection, and vehicle exterior modification.
NCSA is responsible for accident studies
from the experimental design through data collection,
storage, analysis, and dissemination.
As NCSA's programs become operational, highway
safety problems may be treated as a whole
rather than as fragmented parts. NCSA and its investigation
teams will support the highway safety
research work of industry, private groups, and
Government at all levels, and will coordinate with
other statistical centers and agencies, national and
international.
NCSA operates and manages the following national
data collection systems:
t The National Accident Sampltng System
t/N,4SS/-a network of 35 to 60 teams collecting
nationally representative accident data, performing
special studies, and running exposure surveys.
The first ten teams have completed training and
have started preliminary data collection at the
initial NASS sites (see Figure 3). Following evaluation
of this pilot test, full scale operation of the
NASS Continuous Sampling System will begin at
these sites in 1979. The entire network is expected
to be operational by 1981.
t The Futal Accident Reporting System
(FARS)- now in its fourth year of operation,
provides statistical data on all fatal accidents in
the 50 States, the District of Columbia, and Puerto
r3

1|
I
SKAGIT/$AN JUAN/
ISLAND CO.
Rico. Improvements have been made in the standardization
and quality control of information
received from police accident reports, medical
reports, driver licensing files, and highway and
motor vehicle registration files. A remote data
entry proiect to speed accident case submissions to
Washington, I).C. has been tested and is in operation.
Until NASS becomes fully operational, the following
interim systems will supply data necded to support
NHTSA rulemaking:
o The National Crash Severity Study (NCSS/ is
an eflfort to link vehicle damage with injury severity.
More than 10,000 towaway accidents are being
investigated by seven teams throughout the country
over a 3-year period. Special emphasis will be
placed on certain accident types, to permit evaluation
of the standards on fire and fuel leakage and
on side door guard beams, and to examine the
possible extension of passenger car safety standards
to light trucks, vans, and multipurpose
passenger vehicles.
t The Pedestrian Injury Causation Study
(Prcil was initiated to examine injury causes during
vehicle/pedestrian collisions. Five accident
t4
!Ir4I!M
CENTRAL CITY: 1O LARG EST SMSAs
CENTRAL CITY oF rr.60 LARGEST SMSA9
ill SUBUFSAN dF 17 LARGEST SMSA9: LOW GA$ $ALES
SUBURtsAN OF 17 LAHGEST SMSAs: NIGH GA$ SALES
SUBLIRBAN OF 18 60 LAFGE$T $M$As PLU$ PSUr WITHIN
61. I 1 9 LA R6 EST SMSAS NdT CONT AI NI NG C ENT RAL C I TY
pSU WITHIN 61 119 LAffGEST SMSATCONTAINING CENTRAL clTY
vtl ALL OTHEH AREASj PSUs CONTAINING TOWNS OV6H I97I8;
LOW GAS SALES
Vlll ALL OTHEn AAEA$; P$Ur CONTATNING TOVINS OVER l97l8j
HIGH GAS SALES
lX ALL OTHER AREAS; PSUtWITH NO TOWN OVER 1S7lE;
LOW GAS SALES
x ALLOTHERAHEA$;FSUTWIIHNOTOWNOVEAI9TISi
HIGH GAS SALES
ABKNSAS
t --t-r-!ffiJ*'"
-\ \.
onrrns OALLAS co. CO. exir. EXCL. / (BIRMINGHAM
IBIRMINGHAM suBURl
oALLAs ctTY L_ {vl
Figure 3. NationalAccldent Sampllng System
tvil t)
I
DF LAWARE CO.
PEN NSY LVANIA
{PHILADELPHIA $UBUFB}
FT, LAUOEFOALE/
HOLLYWOOD CITY
FLORIOA
{ilI
teams will investigate more than 2,0(X) selected
accidents during a 3-year period. The study will
identify such injury-producing agents as "unforgiving"
protrusions and may have major implications
on vehicle profile design.
t The Injury Severity Reporting System rISRS/,
an extension of the Consumer Product Safety
Commission's National Electronic lnjury Surveillance
System, will provide data on traffic accident
injuries from persons admitted to emergency
rooms in 130 hospitals. The system will identify
primary injuries, overall injury severity, and some
related basic accident descriptors.
Differential Yelocity Crash Recorder
A mechanical, cigarette-packet-sized crash recorder
is being developed and evaluated for its
ability to sense automatically and record the differential
velocity of a vehicle undergoing a crash.
The recorder would be dormant, but ready to
record, under normal vehicle operating conditions.
When perfected, the crash recorder will permit the
accumulation of accident data (differential crash
velocities) at about $4*$6 per vehicle on a high
volume basis.

CHAPTER 4
CRASH
SURVIVABILITY
Occupant Protection
Volkswagen Rabbit, and may be installed on other
vehicles.
On June 30, 1977, the Secretary of Transportation,
Brock Adams. announced that all full-sized
passenger cars manufactuted for sale or use in the
United States must be equipped with fronr-seat
passive restraint systems to protect occupants
from injury in crashes, beginning with the lg8z
model year (MY). In MY 1983, all intermediate
and compact cars must be so equipped, and by
MY 1984, all passenger cars will be required to
have front-seat passive protection systems.
The design and type of system to be used is the
manufacturer's option, but he must certify that
the vehicle meets the performance requiremcnts of
FMVSS No. ?08, Occupant Crash Protection.
The second system is the air-cushion or air bag.
The air-cushion system consists of a crash sensor
near the front side of the vehicle, a passenger air
bag and inflator in the right side of the dashboard,
a driver air bag and intlator in the hub of the steering
wheel, knee restraints, and a diagnostic system
to monitor readiness. If the car is involved in a
frontal crash equivalent to or rnore than a l0- to
l2-mph crash into a solid barrier, the impact
causes the sensor to activate the inflator. The
occupants' torsos and heads move forward into
the soft bags, while the lower bodies are restrained
by air bags or knee restraints. The air bag and
knee restraints absorb the occupants' energy by
The generally negative response of the American distributing forces more evenly over their bodies.
motoring public to the protection from automobile
crash injuries that lap and shoulder belrs can
furnish motivated the mandate from Secretary
Adams. Last year, more than 26,600 passenger car
occupants were killed in crashes. Of these, more
than 23,100 were drivers or front-seat pas$engers.
One-hundred percent use of the lap and shoulder
The cost of air-cushion systems ranges from $90 to
$235, depending upon the assumptions made.
DOT estimate$ that full front-seat air-cushion
systems will cost $l l2 once they are in full production.
Passive-belt systerns are estimated to cost
between $25 and $50.
belts (required in cars since 1968) would have pre- DOT estimates that 9,000 lives will be saved and
vented more than 50 percent of these fatalities. 65,000 moderate-to-serious injuries will be pre-
Safety belts must be fastened each time the occupant
gets into the car to be effective. For a variety
of reasons, only about 20 percent of the motoring
vented each year, once all cars are equipped with
passive restraints. The small additional cost of
passive restraints is well worth it, considering that
public bothers to buckle up. Passive re$traints, on the current estimated cost to society of each traffic
the other hand, require no buckling or fastening to fataliry is over $280,000.
be effective. They are there, and operational,
when a crash occurs.
During 1977, extensive testing of child restraint
$ystems was conducted by NHTSA's new Engi-
Currently, there are two basic types of passive neering Test Facility (ETF) at East Liberty, Ohio.
restraint systems. One is a safety-belt sysfem that Under an agreement with the Transportation
is designed to move into place when the front-seat Research Center (TRC), the ETF urilizes the dy-
occupants enter the vehicle and close the doors.
(Figure 4). There is no action required by the occupants.
Passive belts are currently available on the
namic crash simulation facility for quick reaction
tests to support rulemaking activities. NHTSA is
considering a new child restraint safety standard,
15
i

*W
to be published during 1978. Some 20 types of
child restraints were tested during the past year t'or
conformity with the proposed criteria. (Figures 5
and 6).
Vehicle Structures
Programs are underway to improve side impact
crashworthiness of comp.act and subcompact
vehicles through minor modifications to ther side
structures. Weight increases for given levels of improvement
in structural integrity will be determined.
Data generated from both crush and crash
testing (Figure 7) determine correlations between a
variety of side impact $tatic and dynamic deformations.
lt has been found that reduction in side
intrusion can be achieved with modifications involving
only modest weight addition to the front
door structure. This has been achieved by:
r Increasing the strength of the door beams.
r Placing the door beams at elevations where
they engage the vehicle bumper striking them during
impact.
16
Figure 4. Automatlc Safety Belt System
r Modifying the door structure so that the
door, the pillars, and the sill behave more as a unit
during impact.
Investigations also are underway to evaluate the
effects that modification of side structure interior
Figure 5. Child and Infant Restraint Systems

W
Figure 6. Experimental Child Restrainl $eat
padding will have on reducing vehicle occupant
injuries during side impact.
A moving barrier impactor and test procedures to
analyze and assess vehicle side structures also are
being developed, to facilitate the analysis of vehicle
side structures in compliance testing, and to
furnish a more reliable test device.
Other side impact tests are being run, to validate
an advanced computer simulation program called
'*Wrecker,"
which is designed to predict vehicle
structural deformations. The result.s can be applied
to improving vehicle crashworthiness.
Another computer program ("Safety Systerns Optimization
Model"), now being refined, will make
possible analysis of occupant response in a variety
of collisions between vehicles of differing designs.
Pedestrinn Protection
The feasibility of designing exrerior surfaces of
motor vehicles that are less injurious to pedestrians
was fostered by a computer study and a
limited number of dummy tests. A test device that
measures the characteristics of specific vehicle surfaces
with various body forms has been designed.
Tests are underway to demonstrate that there is a
potential for specifying the responses of these
body forms, so as to mitigate pedestrian injuries
without sacrificing safety and functional requirements.
A description of additional work on pedestrian
protection may be found in the section on lntegrated
Vehicle Systems.
.#Fitfrte{#rflri{'i{'r' :
Figure 7. $ide lmpact Testing to Determine
a Variety of Deformations
17

Biomechanics
The development of a safety syslem requires an
instrument that can record and assess the occupant
crash protection provided by that system. Such an
instrument is the anthropomorphic test dummy
(Figure 8). In order to be effective, the dummy
must possess two basic characteristics.
First, it must respond in a reasonably human-like
way when it is subjected to forces typical of a crash
environment. Secondly, these responses must be
related to the level of injury which would have
Figure 8. Adult Male DummY
occurred to a human had he responded similarly.
Laboratory testing and computer modeling are
used to define these characteristics. The research
will culminate in a test dummy that possesses a
high level of human fidelity and can, through its
responses, predict injury to actual humans more
accurately than is otherwise possible.
An anthropomorphic child dummy, with which to
test compliance with child restraint systems, has
been selected and modified. Future plans include
judicious exercise of mathematical models designed
to simulate the child; this is expected to
yield data for the design and construction of valid
child dummies.
During the last year, research has continued to
define the relationship between force application
and the response of the thorax and the head/neck
complex, especially in side and rear crashes, As
mentioned above, results of this research will be
used to develop test dummy specifications for a
more human-like dummy. Additionally, the research
is leading to a greater understanding of the
relationship between force application, human
response, and injury. This expansion of the data
base on injury criteria will permit design of dummies
whose motions and impacts can be better correlated
with human injury. The responses will be
sufficiently repeatable for use in compliance test
procedures.
Integrated Vehicle Systems Program
The Integrated Vehicle Systems program, formerly
the Research Safety Vehicle (RSV) program,
is developing experimental vehicles that will
permit survival of occupants in a variety of severe
crashes, and will simultaneously meet other national
goals in pedestrian safety, fuel economy,
emissions, damageability, and cost of ownership
(Table 6).
Initial RSV studies made in 1974 by five Phase I
contractors developed specifications for experimental
four and five-passenger vehicles to meet
the goals of the 1980's. From results of this research,
two contractors (Calspan Corporation of
Bulfalo, New York, and Minicars, Inc., of Coleta,
California) were selected to continue the design
and development of their proposed vehicle concepts
under Phase II contracts (197511976).
During the past year, under DOT contracts for
Phase III of the RSV program, Calspan and Mini-

Table 6. Comparison of Integrated Vehicle System Goals
Typlcal 1977
Production Small Car
VW
Research Vehicle
Calspan/Chrysler
Research Vehicle
Vehlcle Weight 3500 2000 3000 2570
Vehicle compartment
No. of pass.
Volume
Performance
0 to 60 mph accel.
60 to 0 mph braking dlstance
Occupant crash protection
Frontal barrier
Car-to-car side
Bumper protection (no damage')
Fronl
Bear
Gombined cycle fuel economy
Gasoline engine
Research diesel
5 Passenger
68-87 cu. ft.
10-20 sec.
165-190 ft.
Level I
Up to 30 mph'
Up to 20 mph-
5 mph..
5 mph.*
11-42 mpg
5 Passen-gtr
80 cu, ft,
13.5 sec.
167 ft.
Level ll
,10 mph
30 mph
5 mph'*
5 mph"
34 mpg
60 mpg
5 Passenger
83 cu. ft.
16-18 sec.
153 ft.
Level lll
45-50 mph
40-45 mph
I mph
5 mph
30 mpg
42 mpg
Mlnlcars
Research Vehicle
4 Passenger
98 cu. ft.
16 sec.
131
ft.
Level lll
50 + mph
45 + mph
10 mph
5 mph
34 mpg
55 mpg
Emissions Level I Level ll Level ll Level ll
'Assum€s
rggtralnt systems ar6 worn
**Damage
to non-safety-related it€ms allow€d
cars have continued work to complete their
designs and fabricate test vehicles.
(l) Vehicle Occupant Protection
(2) Aggressivity Limitation
Phase IV activity, including crash testing of the
research vehicles, will begin in 1978, forevaluation
of safety, emissions, fuel economy, and damageability.
In addition to creating a data base for
future safety, damageability, and fuel economy
standards, the program is expected to demonstrate
the levels of performance that can be expected and
to encourage industry to adopt the technological
advances and innovations. The RSV program is a
continuation of the Experimental Safety Vehicle
(3) Pedestrian Protection
(4) Aerodynamic Drag Reduction
(5) weieht
(6) Headlamp Installation
(7) Engine Cooling Airflow
(8) Low-Speed Collision Damage Reduction
(9) Appearance
(10) Cost
(l l) Material Applications
(12) Producibility
(ESV) program under which ESV's were developed
and evaluated in the United States, and under
which the International ESV Program (see Special
Programs, International Cooperation) was initiated
and supported.
The Calspan RSV project will result in the design
of an integrated automobile. Evaluations of vehicles
built to this design will provide data on the
effectiveness of the many trade-off decisions
necessary to reach the final design. For example,
the major design considerations for the front end
of an RSV are:
These considerations involve safety (1, 2, and 3),
fuel economy (4 and 5), and vehicle performance
(6 and 7) as well as consumer concerns for cost
and appearance (8, 9, and l0). While some of
these considerations are clearly compatible and
can be satisfied with a common approach, others
are conflicting and some trade-offs must be made.
Retractable headlamps, for example, provide a
smooth aerodynamic shape when retracted, but
add cost and weight and pose a potential pedestrian
hazard when raised for night operations.
Plastic headlamp covers that smooth aerodynamic
19

flow (see Figure 9) have been eliminated from
U.S. cars because of FMVSS No. 108 restrictions
on the potential impairment of light effectiveness'
For the Calspan RSV, these covers increase fuel
economy by 1.5 mpg on the Environmental Protection
Agency (EPA) highway cycle (0.8 mpg
combined highway and city). Headlamp performance
will be evaluated to determine the severity of
any light degradation.
Pedestrian injury reduction is obtained on the
Calspan RSV by the use of "soft" foam-filled
front bumpers into which slots are cut to permit
airflow for radiator cooling. Closing off some of
these slots would potentially improve pedestrian
protection and reduce drag, but might also cause
the engine to overheat.
The design solution for the Calspan RSV frontend
is an outstanding example of engineering
improvements attainable through attention to
trade*offs. Pedestrian protection concepts have
been incorporated while aerodynamic drag and
weight have been reduced. At the same time, lowspeed
collision damage protection has been
increased to I mph from the current 5 mph. Appearance
is pleasing and cost, as determined by
materials and production concerns, is kept low.
The Minicars RSV project is accomplishing objectives
similar to the Calspan RSV, but with a substantially
different vehicle configuration (see
Figure l0).
The Minicars RSv engine./driveline is located in
the rear, thereby providing opportunity to design
20
Figure 9. Experimental Headlamp Covers
to lncrease Fuel EconomY
Figure 10. New Minicar RSV Design
the front-end energy management characteristic$
to use the approximately 45 inches of available
structural crush, to make 50-mph occupant protection
feasible (Figure 11). The Minicars frontend
also is designed to reduce pedestrian injuries
up to approximately 25 mph, eliminate danger in
rigid barrier crashes up to approximately l0 mph,
restrict damage to a l6-inch, readily replaceable,
bolt-on module in up to 20-mph barrier crashes,
and impart nonaggressive, low-level crash load*
ings to any other vehicle struck by the RSV.
The Minicars Phase III also will refine the RSV
design, after which construction of vehicles fbr
Government evaluation in Phase IV is planned.
The unique foam-filled, lightweight structure of
the Minicars RSV is being utilized in the design
and construction of a six-passenger car weighing
less than 3,000 pounds. This car is being designed
to give occupant crash survivability to at Ieast
40-mph frontal barrier requirements. Fuel
economy of at least 27.5 mpg in the combined
EPA cycle, while satisfying statutory emission requirements,
will be possible with the use of an
advanced engine being developed by Volvo. The
engine will be front wheel drive, with transverse
engine configuration. The additional vehicle crush
that is obtained will provide more protection for
the restrained occupant. The vehicle styling, exterior
dimension$, and passenger compartment size
are those of the General Motors 1977 Chevrolet
Impala. Side and transverse vehicle structures will

yn {@*iffNpryr,'H$v
pHl$E I c0ilFlcunATt0tl
STNATFIGO GHARSEO SO CU. N- Hffi
WITH S.SPEEII
ff
iJl
rufl tTmtff cEtr{'
be improved, to insrease occupant protection
from side impact. Preliminary guidance to rulemakers
on achievable safety goals in light, sixpassenger
integrated vehicles will result from these
programs.
Work is under way on the application of turbocharging
to achieve higher performance from the
1.6 liter (98 cubic inch) Honda engine without
F.PA fuel economy degradation in the four-passenger
RSV. An automatic five-speed transmission
system, which eliminates need for a fluid torque
converter with its associated fuel economy degradation,
is under development for RSV application.
This transmission with microprocessor control
should improve fuel economy over that of the
basic five-speed stick shift, by ensuring most
efficient engine operation commensurate with
driver-controlled acceleration and steadv srare
speed demands.
Volkswagen of Germany participates in the Integrated
Vehicle Program by developing, under
contract, a data base for lightweight automotive
-ELA8T LIITIATED EITZIIE
;#
13 CU. FT. TUEAAEE YOLIJffi"'
s0 wfl PAsswt oilYER tx0
Pt8ffrEE8 HE8Tf,AnT8
BACI( & PilflT
A&E m8t StStH
$fl.3 SrArE [AoAi
ALPIIITffNffi D$PIAY t0 Ffi I0-DAHASI
FNHfT HffiR
FILTEO MOR S FoAt [{TEnnF PAooiltG
Nll| FLAT BAIilAT
F'I IIO.OATAGE f,EAR flTFEI
I WI{EEI AiTt-toCX 0t8G EnAXES
. WHEEL HOEFTIIIETT SUSPEH$Mil F0IFF|U.E0 tffiEr srEt ililfttttE
Figure 11. RSV Phase ll Configuration
diesel power plants suitable for use in the RSV's.
Data on fuel economy, regulated and unregulated
exhaust emissions, odor, noise, driveability, acceleration
and other attributes of these engine and
vehicle systems were provided. The engines were
evaluated for compatibility with vehicles of advanced
crashworthiness characteristics. A turbocharged
diesel engine was installed in two vehicles,
which were tested for performance, fuel economy,
and emission by NHTSA and EPA. One model
(Figures 12 and 13) was the Integrated Research
VW (IRVW), originally developed by Volkswagen
under the ESV Program as a gasoline-enginepowered
safety vehicle. This vehicle achieved a
frontal crashworthiness of 40 mph and a combined
cycle fuel economy of about 60 mpg.
Since NHTSA has regulatory responsibility in the
area of fuel economy in addition to safety, it was
necessary that consideration be given to the relationship
between national goals in safety and
energy conservation, as well as other economic
and consumer interests, including environmental
21

Figure 12. Section View ot VW RSV with Turbocharged Diesel Englne
protection. Meeting these expanded goals required
further effort in systems analysis. Integrated Vehicle
Systems studies were used in support of the
Federal Task Force on Motor Vehicle Goals
Beyond 1980, whose findings were published in
r976.
Some of the trade-offs associated with regulation
of the automobile can be illustrated by considering
alternatives affecting fuel economy. The matrix
shown in Table 7 illustrates the alternatives be'
tween consumer choices, technology choices, and
variations in safety and emissions (regulated).
Other factors, such as cost, damageability, and
marketing, also must be considered.
For regulatory planning, it is necessary to assess
the national cost, fuel consumption, lives and injuries
saved, and other factors associated with
advanced technology alternatives. The lntegrated
Vehicle Systems hardware program can buttress
the analytical trade-off studies. Each of the
vehicles illustrated represents a data point which
T2
verifies or updates the predictions made in the
motor vehicle goals study.
The trade-offs made in connection with the program
will yield an understanding of the interactions
of safety, fuel economy, vehicle performance,
and cost, and form an essential part of the
data base for NHTSA standards.
. r
Figure 13. VWTurbocharged Diesel Engine
Experimental Vehicle

Table 7. Alternatives Affecting Fuel Economy
Consumer Choices Tech nology Alternatives Safety/Emissions Criterir
INTERIOR
VOLUME
ACCEL. PERF
O TO 60 MPH
STRUCTURE ENGINE THANSMISSION SAFETY EMISSIONS
3 CHOTCES 2 CHOTCES 3 CHOTCES4 CHOICES 2 CHOICES 3 CHOTCES3 CHOTCES
CURRENT
4
PASStrNGtrF CUHRENT LEVEL I LEVEL I
6
PASSENGEF
15 SEC TOP'75 CURRENT
WEIGHT
coNSCtOltS
20 SEC DIESEL UPGRADED
LEVEL II LEVEL II
6
PASSENGEF INNOVATIVE LEVEL III LEVEL III
ADVANCED
ENGINE: CUHRENT-AVERAGE FUEL ECONOMY PEFFORMANCE FOR 1975 FLEET
TOP'7s_BEST FUEL ECONOMY PERFORMANCE
FOR 197S FLEET
TRANSMISSION: CURRENT-3€PEED AUTOMATIC
UPGRADE_TORQUE CONVERTER, 4-SPEED LOCK.UP
$THUCTURE: GURRENT-AVERAGE'75
WEIGHT CONSCIOUS-FIRST STEP IN SIGNIFICANT WEIGHI REDUCfION WITHOUT SACHIFICING INTERIOR
SPACE
INNOVATIVE_SECOND STEP IN WEIGHT NEDUCTION UTILIZING 10% TO 15% PLASTIC/ALUMINUM SUBSTITU-
TION
SAFETY: LEVEL Ii 30 MPH FRONTr'.-
LEVEL ll: 40 MPH FBONTAL;20 MPH S|DE
LEVEL lll: 50 MPH FRONTA-
EMISSIONS:
LEVEL l: 1.5-HG/15.0-CO/3.1-NO" (gnr/mi)
LEVEL ll: .41 HC/3.4-CO/2.0 NO* (gm/ml)
LEVEL lll: .41 HC/3.4CO/0.4-NO, (gm/mi)

CHAPTER 5
CRASH AVOIDANCE
Vehicle Handling
Vehicle handling research investigates the complex
relationship between driver and machine. Driver
research includes consideration of the driver's
physical limitations, experience, and tasks encountered.
Vehicle research evaluates the response of
the machine to the demands of the driver and to
environmental conditions such as rough roads or
winds.
To study vehicle response to cross winds and bow
winds created by passing vehicles, a sophisticated
wind machine has been designed and is being fabricated.
This machine is composed of eight modular
wind generators which, by physical placement,
are capable of simulating many kinds of wind
disturbances. The wind generators (Figure 14) are
portable for varying field set-ups and are highway
transportable. Design validation will be accomplished
by using wind tunnels as calibration standards
and by conducting full-scale vehicle tests. The
Flgure 14. Portable Wind Generator
effects of aerodynamic disturbances on vehicle
design and vehicle handling will be determined.
Another portable facility under construction will
measure dynamic properties, such as moments of
inertia of vehicles weighing up to 10,000 pounds.
These data are essential for accurate mathematical
simulations, and will support other research
activities.
A passenger car-trailer study (Figure l5), completed
in 1977, worked out methods which enable
trailer owners to optimiee load-equalization hitch
settings. A previous phase had found that manufacturers'
recommended settings were not the
best, and could result in instability at relatively
low speeds. In general, poor load-equalization can
cause inferior braking performance, overloaded
tires, and poorly aimed headlights.
Research on large articulated vehicles continues.
Frame torsional stiffness (which is insignificant in
the case of passenger cars) is important in large
vehicles because high centers of gravity and heavy
loads impose extreme stresses that affect tire loadings
and stability. Computer simulation, as well as
full-scale vehicle testing, is used to measure these
effects and to develop modifications for improved
yaw and rollover stability. Physical parameters
affected include frame stiffness, location and free
play of fifth-wheel axle loading, and front and
rear roll stiffness. Two tractor-trailer combination
vehicles will be modified, fully instrurnented, and
tested, to verify design and simulation results.
While passenger cars and large vehicles receive
most attention, the handling and stability of
motorcycles cannot be overlooked (Figure 16).
Test procedures suitable for handling and stability
rulemaking are near completion, and progress has
25

Flgure 15. Car.Traller Combination lllustratingFavorable
Load Equallzation
been made in the development of a low-eost antilock
brake system for motorcycles. A wheel-speed
sensor has been fabricated and has undergone
extensive analysis.
Tires and Wheels
Three manufacturers of tire retreading equipment
have undertaken the design and fabrication of an
automatic, non-destructive, test system fbr tire
casings which should be on the market in 1978.
The design is based on the transmission of ultrasonics
throueh the tire casing, a system developed
by NHTSA. The equipment will give the industry
a low-cost method for selecting only sound casings
for retread, to the benefit of the public in quality
and safety.
Final validation of the reflection ultrasonic system
for evaluating new tires continues (Figure l7). ln
addition to its versatility in compliance testing,
research and development, and quality control,
the system has the capability of locating overbuff
in retread tires. Refinement of the current design
will result in a cost-beneficial system for compliance
testing new and retread tires.
A tire casing bead tester designed by NHTSA is
being tested. The system can be retrofitted to existing
visual tire inspecting units in the retread industry
(Figure l8), to detect faulty beads in casings
being processed for retread. It will identify kinks,
26
',' ,..r)i,il
r,
' -*i* ,", ,,,,
broken wire, and beads not normally found by
existing inspection techniques. The design will be
made available to all interested parties in the retread
industry.
An accelerated tire treadwear test technique also is
being assessed. This method would permit tire
treadwear grading to be accomplished in less than
50 miles, without the use of a special course or
control tire. Results of lull treadwear testing in
Nevada, Connecticut, and Texas will be correlated
with the respective accelerated treadwear test
results.
Figure 16. Motorcycle Equipped
with
Experimental Salety Devlces

'ffi,
I
t I
Flgure17.
Ultrasonic Tlrc Testing System
Figure 18. Tire Casing Bead Tester
The final Uniform Tire Quality Gracling (UTeC)
regulation, challenged by eight domestic tire manufacturers,
was upheld by the United States Court
of Appeals for the Sixth Circuit. On March ?1.
{
1977, the Supreme court denied the petition of the
manufacturers to review the lower court's decision.
FMVSS No. 109 was amended to permit manufacture
of a new series of tires having load ratings and
inflation pressures expressed in metric units and a
newly designed tire having a maximum inflation
pressure of 60 psi. The change to metric units is in
consonance with a world-wide standardization
process. The 60 psi tires are substitutes for con_
ventional spare tires, designed to reduce overall
weight and increase storage space in passenger car
trunks.
Brakes
The NHTSA Safety Research Laboratory (SRL)
initiated a test program to evaluate operational
problems with heavy-duty combination vehicles
when pre-FMVSS No. 12l, and FMVSS No. lll
braking systems are interrnixed (Figure l9). The
SRL test program includes three basic kinds of
combination vehicles: tractor with trailer, tracror
with double rrailer, and truck with full trailer. Over
3,000 test runs in accident avoidance maneuvers
under various conditions of loading and road surfaces
have been completed. Preliminary findings
indicate that compatibility problems do not exist
in accident avoidance maneuvers and that the use
of a FMVSS No. 121 braking system on any axle
in the combination actually improves performance.
Further testing in 1978 will evaluate compatibility
problems that mighr exist in mountain
descent operations.
Research continue$ to establish the braking performance
capability of hydraulically braked passenger
cars on low and split-coefficient surfaces,
for both straight and curved path braking. preliminary
data analysis indicates that there is no
significant difference in stopping performance
between straight-line and curved-path braking, for
vehicles which comply with FMVSS No. 105-75. A
vehicle's braking performance on high-coefficient
(dry) surfaces is not necessarily related to its stopping
ability on low-coefficient (wet) surfaces. For
this reason, additional testing on low-coefficient
surfaces, for possible inclusion in FMVSS No.
105-75, is planned. Tests of an advanced concept,
antiJock equipped vehicle showed that braking in
a turn on split-coefficient surfaces may be used to
establish better performance requirements for
braking systems.
n

f*#
'"'i -'-,
I
,l.
"'?.f..., ".s" 1,,;/|'ffi
,r,fr*""; . " t' ;'] ''r,:,
Figure 19. Testlng Safety Problems Due to Intermixed Braking Systems
During 1977, two engineering models of a selfcontained
radar system were designed and fabricated.
One model was installed in a passenger car
equipped with an hydraulic-boo$t brake system,
and the other in a car with a vacuum-boosted
brake system. Limited test result$ were encourag'
ing with respect to stopping distances, and in the
fact that the radar systems of on-coming vehicles
did not cancel out one another.
The Driver nnd the Yehicle
The interaction between the driver and his vehicle
consists of three major areas, all of which play important
roles in traffic safety.
l. Lishtins- Vehicle lighting and signaling
systems are important for adequate seeing
distance at nighttime and for inter-vehicle
communication during all types of driving
conditions. During 1977, NHTSA received
15 petitions to amend FMVSS No. 108 to upgrade
headlamp candlepower, revise motorcycle
headlight requirements, and make
other changes to lighting and signaling systems.
ln addition. NHTSA continued a
W
research and testing program to support
future revisions to Standard No. 108. Major
topics of investigations were (l) hiehmounted
rear stop and turn signals, (2) various
deceleration signals, (3) vehicle foe lieht
systems, (4) signal liehtine needs for emergency
vehicles, school buses, and service
vehicles, (5) methods to aid in motorcycle
visibility, and (6) a single beam headlamp
system. Of particular interest were the results
of a field evaluation which found that cars
equipped with a supplemental center, highmounted
brake lieht had over 50 percent
fewer rear-end accidents than cars with conventional
rear-end lights.
NHTSA has initiated research on electrical
system integrity and electromagnetic interference.
As part of this effort, NHTSA is
working with the Consumer Froducts Safety
Commission on the problem of exploding
car batteries and the need for a safetv standard.
2. Visibility- Driver visibility standards include
FMVSS No. 103 on defrosting and
defogging, No. 104 on windshield wiping

and washing, No. 107 on sunlight glare reduction,
and No. I I I on rearview mirror
systems. NHTSA is developing a regulation
on "Fields of Direct View" and investigating
the problem of vehicle splash and spray.
Research and testing programs underway include
(l) peripheral vision and driving performance,
(2) glare in rearview mirrors from
various types of headlamps, (3) a method to
determine the effects of vehicle obstructions
and mirror placement upon driver performance,
(4) truck plane and convex mirror systems,
involving field tests to evaluate driver
performance, (5) a defogging test for evaluating
the merits of school bus defogging
systems, (6) road load vs. engine idle speed
methods for testing passenger car defrosting
systems, (7) light truck windshield defrosting
systems, (8) a new road film solution for
testing windshield washing system$, (9) a test
to evaluate windshield clearing effectiveness,
and (10) a headlamp washer test mixture and
procedure. ln addition, NHTSA staff supports
a FHWA program concerned with
large truck splash, spray, and aerodynamic
effects.
3.
Controls and Displays-Controls and displays
are the means of communication between
the driver and his vehicle for monitoring
vehicle condition and operation. Any
degradation or failure of the equipment
poses a risk to safe operation. Recognition
became easier through standardization of
certain controls and displays in an amendment
to FMVSS No. l0l.
Work on a new $tandard that would regulate
the speedometer and odometer was completed.
Speedometer readings would be limited
to 85 mph, and anti-tampering features
of the odometer would be improved.

CHAPTER
6
STAN DARDS ENFORCEMENT AND
DEFECTS INVESTIGATION
Standards Enforcement Background
The National Traffic and Motor Vehicle Safety
Act of 1966 ("the Act") places the responsibility
for certification of motor vehicles or motor vehicle
equipment on the manufacturcr or distributor.
Any standard or regulation having the force of
law must be backed up by enforcement in order to
ensure compliance. NHTSA is authorized to conduct
a testing program and inspections to enforce
the motor vehicle standards.
The purpose of standards enforcement is to establish
a level of surveillance that will encourage
manufacturers to exercise diligence in their quality
control and manufacturing processes, thereby ensuring
compliance. Each year all applicable standards
are evaluated and priorities established for
compliance testing. Among the things considered
are the possible consequences of a failure, previous
test experience, accident data, similarity of
vehicles, consumer complaints, market penetration,
and new vehicle design.
Investigations are opened as a result of compliance
test failure, visual inspection, consumer
complaints, analysis of manufacturing data, congressional
inquiries, and exarnination of manufacturers'
voluntary recall campaigns relating to the
standards.
The Record
During the past l0 years of compliance testing,
2,511 investigations have been opened as a result
of test failures and suspected noncompliance.
Eighty-two percent of these investigations have
been cornpleted, 423 investigation.s are still in
process. During the past year, 303 investigations
were initiated and 281 investigations were closed.
Each month NHTSA issues a computerized
'*Monthly
Compliance Report." This practice has
been in effect for over 7 years. The report provides
consunrers as well as manufacturers with an account
of NHTSA enforcement activities. A summary
includes reports accepted, investigations initiated,
investigations in progress, investigations
closed, investigations released to the public, and
also identifies the number of enforcement actions
underway.
Testing for compliance is done by independent
testing laboratories under contract to NHTSA.
Test results do not rcllect NHTSA's position on
compliance. Favorable results should not be interpreted
as necessarily establishing that the vehicle
or item of equipment, a$ a class, is in conformity
with the relevant FMVSS. Similarly, unfavorable
test results should not be interpreted as having
established nonconformances with FMVSS.
Responsive tests, by definition, are those which
are not part of the regular scheduled test program.
During the past year these were included in the
Report. They consist of accumulation of special
tests responsive to consumer complaints, retests of
items that have failed in the scheduled program,
and tests of vehicle or equipment items which may
be introduced late in a model year. Responsive
testing related to FMVSS No. 109, Pneumatic
Tnties, has been the largest testing category during
the past two years.
ln 1977,7,458 pieces of equipment were tested,
and 172 vehicles were subjected to 225 tests.
The testing program recognizes the continuing
change in design characteristics of vehicles, as
3t

Investigations
Opened
Closed
Accumulated Total of
Inve$tigations
Opened
Closed
Table 8. Summary of Investlgatlons 1969-1977
(Calendar Year)
69 70 71 72 73 74 75 76 77
149
89
149
8S
224
69
373
158
M2
365
815
523
337
269
1192
792
271
229
1463
1061
310
331
1773
1352
142
310
1S15
1662
Table 9. Number ol Civil Peneltles and Dollar Amounts
(1968-1976)
293
209
2208
1871
303
281
2511
2152
68 69 70 71 72 73 74 75 76 77
Civil Penalties 0 3 7 15 26 47 45 21 20 14
Dollars Ohousands) 0 90 124 194 176 193 230 138 94 17
manufacturers strive to meet national priorities in
the conservation of energy. Recognition is given to
the fact that completely changed models currently
being brought to market represent the manufacturers'
efforts to reduce both size and weight. Test
schedules are adjusted to include higher percentages
of the totally new offerings to ascertain that
they meet the requirements of the FMVSS (Figure
20). During 1977 there was an increase in the number
of test program vehicles that incorporated new
structural design modifications such as shorter
wheelbase, less overhang front and rear, lighter
weight, more glass; interior design changes, and
downgrading of power plants. It is expected that
such changes will continue future model
years.
Upon test completion, vehicles are repaired and
sold, traded in on new vehicles. donated to vocational
trade schools, or transferred to other programs
within the department. Vehicles subjected
to the barrier crash or other destructive tests are
sold for salvage. Funds from vehicle sales supplement
test program expenditures.
Uniform Tire Qunlity Grading
Operations at the Uniform Tire Quality Grading
Test Center in San Angelo, Texas increased, both
32
in treadwear and in traction tests, Course monitoring
tires (CMT's) of all three construction types
(radial, bias, and bias belted) were released to the
tire industry; this brought about greatly increased
industry use of the test center.
The CMT's were sold to ten tire manufacturers
and four testing firms. During 1977, tests conducted
on the San Angelo course by seven domestic
tire firms, two foreign tire firms, and one testing
company, involved some 224 test cars. ln addition,
six companies have conducted traction tests
on the concrete and asphalt skid surface, for a
total of l2l test davs.
Figure 20. Testing Program to Determine
Crash Survivability

Course monitoring tests continued on the treadwear
course. Monitoring tests on the traction
surfaces used the NHTSA skid test system to ensure
that the traction coefficient skid numbers remained
within the prescribed limits for industry
testing.
The UTQG data management system at San
Angelo now transmits treadwear and traction data
to Wa$hington for comprehensive analysis.
Surveillance of Imported Nonconforming
Motor Vehicles
The number of nonconforming foreign motor
vehicles imported into the United States increased
approximately l0 percent in 1977, as compared to
1976, and resulted in a similar gain in preliminary
investigations.
During the year, there was increased refinement
and utilization of the computerized system set up
for initial processing, and continued monitoring,
of cases established by preliminary investigation.
This permitted a speedup in the disposition of
cases through earlier recommendations to the
Customs officials.
Surveillance of commercial importers of nonconforming
motor vehicles for resale continues. Technical
personnel assigned to the NHTSA regional
offices perform approximately 97 percent of the
on-site inspections to verify that noncontbrming
vehicles have been modified as stated in the importer's
compliance statements. Over 50 percent
of the vehicles tested have failed to meet one or
more FMVSS.
As a result of failure to conform, NHTSA recommended
assessment of liquidated damages in over
200 cases in 1977 , under the terms of the Customs
entry declaration.
There has been a sharp growth in the importation
of small motor-driven two-wheeled vehicles, commonly
called "mopeds" (Figure 2l). Over 80 foreign
manufacturers are manufacturing these vehicles,
and a large number are shipping them to the
United States. Without exception, early production
moped vehicles inspected from each new
manufacturer have failed to conform to all of the
applicable standards. Additionally, consumer information
for these vehicles was either nonexistent
or incorrect, and certification was
improper.
Defects Investigrtion Background
The major objective of defects investigation is to
influence vehicle and vehicle equipment manufacturers
to build products increasingly free of safetyrelated
defects, through enforcernent of Sections
15l-160 of the Act.
Nevertheless, motor vehicles and motor vehicle
equipment are produced with safety-related
defects. In those cases where the manufacturer reports
such defects voluntarily, the recall procedures
and corrective actions must be monitored.
In cases where defects are reported by the public,
Figure 21. Mopeds-A New Traffic
Safety Problem
33

NHTSA investigations are required to determine
whether such defects are saf'ety-related.
Congress recognized when passing the Act that it
would be impractical to issue standards for all
vehicle components that could cause accident$,
deaths, or injuries if they failed. Therefore, safety
defect investigations were authorized, and the
manufacturer's responsibility to notiiy owners in
the event a defect was determined to exist was
clearly outlined. The Act also increases manuf'acturers'
awareness of their responsibilities, and
focuses public attention on safety-related defects.
How the Job is Done
To detect trends, information is analyzed from a
variety of sources including vehicle owner letters,
accident reports, consumer groups, manufacturer
service bulletins, and research reports. If a trend
develops, investigations are initiated to determine
whether defects do or do not exist, through testing,
field investigations, and surveys.
Independent investigations are undertaken by
NHTSA to identify safety defects unknown to, or
overlooked by, vehicle and vehicle equipment
manufacturers. Enforcement action is recommended
when the manufacturer fails to take
appropriate action on a safety defect problem. Investigations
must develop the documented evidence
for the expert testimony required in the
event of enforcement litigation.
Manufacturer service bulletins are analyzed and
discussed with manufacturers to be sure that
defects are not overlooked or classified as nonsaf'ety
defects. The proposed cprrective action is
analyzed to make sure it is adequate. Follow-up
action is taken to ensure that the manufacturer's
corrective action is implemented by the dealers.
To enhance its capabilities in identifying and
evaluating safety-related defects, NHTSA has:
r Made permanent a nation-wide Auto Safety
Hotline.
r Disseminated the Hotline story to members
of the Congress, the media, auto clubs, and others
who are in contact with the motoring public.
. Expanded its surveillance program covering
manufacturers' warranty data, service bulletins,
and recall campaigns.
. Expanded the number of engineering evaluations
from 32 in 1976 to 96 in 1977.
34
r Increased the number and scope of in-house
tests.
To ensure public awareness and encourage participation
in the investigative process, public
announcements are made coincident with the
opening of each investigation. The manufacturer,
the media, and consumer interest groups are inf
ormed of the investigation, and are asked to add
to the factual data bearing on the subject. A Consumer
Protection tsulletin or Public Advisory is
issued when an immediate risk to traffic safety
becoures apparent.
NHTSA utilizes contractor and automobile club
resources in obtaining investigatory facts and statistics;
this expands the data base and speeds up
determinations of the existence of safety-related
defects.
NHTSA now receives about 36,000 reports a year
from consumers. They are NHTSA's principal
source of information. Each report is reviewed
and made part of an automated consumer file.
The data information system also is programmed
with information concerning manufacturers' service
bulletins, recall campaigns, previous investigations,
and problems.
The Hotline, in addition to opening a direct line of
communication between the consumer and NHTSA,
provides a means ol acquiring timely information
relating to ongoing investigations and other safetyrelated
vehicle problems. In its first year of operation.
the Hotline received over 15.000 calls from
the public (Figure 22). There werc requests for
Figure 22. NHTSA Deputy Admlnlstrator
Works Hie Shilt on the Hotline

information concerning DOT, NHTSA, vehicle
standards, and the rulemaking process. Of greatest
importance to the investigatory activity, nearly
7,000 calls were received from consumers reporting
vehicle safety problems.
The number of Hotline calls averages 200 to 300
per day. When a major recall is announced or
when news of a new investigation is released, 500
to 6O0 consumer calls will be received in a day.
Information obtained from the Hotline calls that
pertains to safety-related defects is entered into
the data information file.
NHTSA and the Recall Campaigns
"Recall
campaign" is the term given to action
generally taken under the notification and remedy
section of the Act concerning safety-related
defects and noncompliance. Recall campaigns initiated
by manufacturers, either voluntarily or by
direction of NHTSA or the courts, are preceded
by some form of investigation. An investigation
may be undertaken by the manufacturer, or by
NHTSA or, in some cases, by both.
When a manufacturer determines that a defect
that relates to motor vehicle safety or noncornpliance
exists in a group of vehicles or items of equipment,
the manufacturer is required to notify the
vehicle owner, dealers, distributors, and NHTSA.
Also, the manufacturer is required to remedy the
problem at no charge to the vehicle owner.
NHTSA is responsible for monitoring the manufacturer's
corrective action for adequacy, and for
compliance with statutory requirements.
Reports that suggest the existence of significant
safety defects in groups ofvehicles are investigated
whether or not the component is the subject of a
Federal Standard. Investigations encompass the
production process from design, material, and
manufacturing to quality control.
If NHTSA's initial determination is that there is a
safety defect or noncompliance, a letter is written
to the manufacturer, informing him and stating
the basis for the conclusions, and a notice is
published in the Federal Register. The letter and
notice give the time and place when a public meeting
will be held so that the manufacturer and other
interested parties may present their views. Statements
made at this public proceeding are recorded.
The information is then presented to the Administrator
for final determination. lf there is an
affirmative finding, a final letter is written to the
manufacturer requiring that he notify all known
owners, dealers, and distributors. Should the
manufacturer refuse, the Administrator can go to
the courts to compel him to take this action.
The 1974 amendments to the Act give a vehicle
owner the right to petition NHTSA for a public
hearing, if a manufacturer has not corrected a
safety problem without charge and within a reasonable
time. Vehicle owner$ may also petition if
they believe their Vehicles contain defects. The
manufacturer must include information regarding
complaint procedures and petitions in his recall
letters to owners.
Three of five petitions regarding recall campaign
performance received by NHTSA during 1977
have been resolved without resorting to hearing
procedures. All campaign performance petitions
have received responses within the 60-day period
established by regulation.
Thirteen petitions were received during 1977 from
owners who believed their cars contained defects
which also existed in a large number of similar
vehicles. Of this group, one resulted in a defect
notification campaign and another formed the
basis for a formal defects investigation. To date,
all responses have been made within the 120-day
period established by statute.
Publications concerning recall campaigns are
available to the general public in several forms. A
summary of each campaign is made public soon
after it is received in NHTSA.
A quarterly booklet summarizing the campaigns
received each calendar quarter is printed and distributed
by the Covernment Printing Office
(CPO).'" Details for each campaign are available
for reference in the Technical Reference Branch,
NHTSA.
In order to respond more quickly to the consum€r,
and to provide more rapid turnaround for petitions
and suggested investigations, NHTSA is acquiring
a laboratory to perform metallurgical
analyses of failed materials. This facility will aid
in determining, upon receipt, whether or not a
component or system contributes to safety-related
defects. Equipment is also being acquired to permit
chemical analyses of failed parts.
{See Appendix D, No, 46.

As the year began, there were 49 cases being actively
investigated. During the course of the year,
25 new cases were opened and investigative action
was completed on 54, leaving 20 cases under active
investigation. Of these, l2 have been open for less
than six months.
Two important 197? cases were:
r Engine Comparlment Fire: The recall of
Porsches resulted from the discovery by a Safety
Defects Investigator that dilute acid washed from
the vehicle battery caused deterioration of the
fabric wrapped around nearby fuel hoses. This
resulted in loosening of the hoses, leakage of fuel
and, finally, engine compartment fires. Following
a NHTSA demonstration, the vehicle manufacturer
announced a safety defect recall.
t Flexibte Fan Breakage.' The Parts Return
Program disclosed several broken flex fansn
together with reports of cut hoses, fan shrouds,
and radiators, but with no report$ of accidents or
injuries. However, in January, word was received
that a mechanic had received a cut arm from a
broken blade. When inquiry to the vehicle manufacturer
disclosed additional injuries, a formal investigation
was opened and an NHTSA Consumer
Advisory warned of the dangers involved in servicing
engines equipped with flexible fans (Figure 23).
The scope of the investigation was broadened to
include other domestic manufacturers. A concerted
effort resulted in the announcement of two
defect notifications from Ford and one from
American Motors Corporation.
Safety Defect Recrlls-1977
In 1977, there were 246 safety defect recall campaigns
by vehicle manufacturers, involving a
record 12.9 million (M) vehicles. Of these, 9.0M
vehicles were recalled in campaigns influenced by
NHTSA. Since inception of the Act (September
1966 through December 1977) some 65.5M vehicles
have been recalled in 2,396 campaigns; 10.4M
vehicles and 451 campaigns involved foreign vehicles.
Of these campaigns, 363, involving 34.4M
vehicles, were influenced by NHTSA.
Safety Cnmpaign Audits
Part of the intent of the Act is to ensure that
manufacturers produce vehicles and equipment as
36
free of defects as is technologically possible. When
safety problems do occur, it is necessary to make
sure that the manufacturers notify both NHTSA
and the vehicle owner. However, the success of
any recall campaign lies in the adequacy of corrective
measures, and the extent to which the vehicle
population is covered.
Points considered by NHTSA in evaluating adequacy
of a campaign
are:
r Does the corrective action eliminate the safety
problem?
r Is the timing as to the availability of replacement
parts reasonable?
r Does the letter to the owner realistically
describe the saf'ety problem and the corrective
action?
r ls the recall campaign broad enough to encompass
all potentially defective vehicles?
r Are any other manufacturers using the same
component with the same safety problem?
NHTSA receives a copy of the letter which the
manufacturer sends to the owners, Contents of the
letter are prescribed by regulation.
NHTSA has a follow-up program to ensufe that as
many vehicles as possible are corrected. Each
manufacturer is required to submit a quarterly
report on campaign progress. When the completion
rate is less than normal. the manufacturer
may be requested to take additional action.

Teble 10. $ummary of Salety Recall Campaigns
Defect Campaigns
Vehicles Hecalled
ffhousands)
Year Dome$tic Foreign Domestic Foreign
1969
1970
1971
1972
1973
1974
1975
1976
1977
138
100
182
277
208
208
190
169
195
42
54
53
43
43
39
27
40
51
7,502
738
8,790
7,814
6,667
2,338
1,931
2,944
10,690
The NHTSA audit progam is designed to ensure
that vehicles having possible safety problems are
identified and repaired, and to test the adequacy
of the repairs. This is done on a sampling basis
through contact with vehicle owners to establish
whether:
r A notification was received.
r The owner responded.
r The vehicle was repaired.
As an extension of the audit, certain vehicles are
examined to establish thatr
r The repairs were made as claimed.
r The repairs were adequate and effective'
Parts Return Program
The Parts Return Frogram involves voluntary
submittal of information by independent repair
shops, along with any failed automotive components
encountered during daily business. The purpose
of the program is to help NHTSA identify
potential safety defects in motor vehicles and
motor vehicle equipment (Figure 24).
During the 1977 calendar year, 249 participating
shops provided 1,4O8 components and items of information,
a 49 percent increase from the previous
year.
The components and information received during
this sixth year of program operation provided support
to 17 formal investigations and to numerous
engineering analyses. Two of the investigations
resulted in the recall of certain failure-prone flexible
blade engine cooling fans made by Ford
416
502
630
4,263
334
531
280
451
2,227
Safety Recall Campaigns
Directly Influenced
by NHTSA (Accumulative
Percentage Since 1966)
4.4
5.3
9.7
14.9
14.3
14.9
14.3
14.4
15.1
Motor Company, and some Firestone steel belted
tires which failed to comply with FMVSS No. 109.
The program is being expanded to include new car
dealers, automotive parts supplier$, and passenger
vehicle fleet operators. This will broaden the base
of parts and information to include late model
vehicles.
:' Recrefltional Yehicle Surveys
Two NHTSA surveys of recreational vehicles, four
years apart, were carried out to obtain data on

loading and suspensions. As a result of the overloaded
conditions revealed in the original survey,
two regulations and one FMVSS have been issued,
These require manufacturers to provide users with
information on loading, gross weight, and center
of gravity.
The second roadside survey showed a 26 percent
decline in travel trailers found overloaded, and a
35 percent decline in overloaded motor homes.
Engineering Test Facility
1977 was the startup year for the Engineering Test
Facility located at the Transportation Research
Center of Ohio. Testing began in September 1976.
Leased building space of 32,500 square feet (Figure
25) was occupied in December 1976. By May
1977, four testing projects had been completed
Flgure 25. Engin€ering Test Facility
and the workload increased rapidly. By the end of
the year, 24 projects had been received and 16 had
been completed.
The operation at ETF has confirmed the benefits
of quick-reaction testing by an in-house facility.
Testing in 1977 made use of the major driving surfaces
available at the TRC-the 7.5 mile, highspeed
oval track, the SO-acre vehicle dynamics
area, and the 2,500-foot skid pad. ETF test projects
also utilized the TRC high-acceleration crash
simulator.
Most of the testing performed by ETF during 1977
was in support of NHTSA safety defect investigations.
The purpose of one test project completed
during 1977, however, was to validate a proposed
new test procedure for Standard No. 213, Child
Restraint Sy.rlerns. As future schedules permit,
ETF will carry oul some compliance testing.

CHAPTER 7
AUTOMOTIVE FUEL ECONOMY
Sumnrary of Funclions and
Interagency Relations
The Secretary of Transportation is charged with
the administration of Title V: Improving Automotive
Efficiency of the Motor Vehicle lnformation
and Cost Savings Act, as amended by the Energy
Policy and Conservation Act of 1975. This responsibility
has been delegated to NHTSA. The
obligations include:
r Promulgation of average passenger automobile
fuel economy standards along the guidelines
established by the Congress in the Act.
r Establishment of average fuel economy
standards for vans and light trucks under 10,000
pounds GVWR.
. Issuance of regulations governing proctdures,
definitions, and rcports to sufrport the
standards.
r Enforcement of the standards.
Proposed and final rules for automotive fuel
economy, directed by the Secretary of Transportation,
are coordinated with the Department of
Energy. In addition such rulemaking is coordinated
with other agencies of the governrnent when
necessary.
Standards Issued and Proposed
The Congress legislated average passenger car fuel
economy standards for MY 1978, 1979, and 1980,
at 18, 19, and 20 miles per gallon (mpg), respectively,
and directed that the Secretary issue standards
for MY l98t through 1984, leading to a goal
of 27 .5 mpg by MY 1985. The Secretary is directed
to consider technological feasibility, economic
practicality, and the effects of motor vehicle
safety standards.
The standards which haye been established and the
anticipated results are:*
. For passenger automobiles the averages are
set at 22,24,26, and 27 mpg for MY 1981, 1982,
1983, and 1984. These fleet averages are deemed
to be within the capability of the manufacturing
industry to meet with ease. lt is anticipated that
the standards will result in savings of 590,000 barrels
of fuel per day by 1985 and I.2 million barrels
per day in 1995 over the 1980 average of 20 mpg.
This amounts to the amazing cumulative saving of
4.3 billion barrels by 1995, equal to half ol' the
estimated oil reserves in Alaska.
r The economic effects on the consumer will
also be beneficial. While price increases due to
fuel economy measures may rise at the rate of
about $49 per year for the 4-year period l98l
through 1984, for a total price increase of about
$200, savings will exceed $640 over the life of an
automobile, based on a price of 650 per gallon for
gasoline. The net saving to the consumer, including
increases in purchase price and maintenance
costs, will be about $490.
r Fuel economy standards for nonpassenger
vehicles (vans and light trucks) are 17.2 mpg for
MY 1979 two-wheel drive vehicles, and 15.8 mpg
for MY 1979 four-wheel drive general utility vehicles
weighing less than 6,000 pounds. These standards,
also, were set with a view to the technological
state-of-the-art, and the economic consequences.
Fuel savings will amount to 6,684 barrels per day
under the 1979 rules. or a total of 24.4 million barrels
during the lifetime of the fleet.
rFor a more complete treatment of the rulemaking process, the
research and rationale bchind it, and the anticipated results,
see Automotive Fuel Etonomy Pragram, Sercntl Annual
Reltort trt the Congrcss, .lanuary l97tl, available from Ceneral
Services Division/Distrihution. NHTSA,
39

It is estimated that the fuel economy standard
for MY 1979 vans and light trucks could impose
an additional cost to the consumer of as much as
$22 per vehicle. This would be more than offset by
a lifetime operating cost saving of approximately
$68 per year, or about $415 (discounted for inflation)
during the life of the vehicle.
r In addition, the final rule establishing average
fuel economy standards for vans and light trucks
for MY 1980 and l98l is to be issued in March
1978.*
Regulntlons and Compllance
Regulations have been published which cover definitions,
procedures, and reports required of the
manufacturers to support the standards, and petitions
for granting exemptions from the standards.
As required by law, a Cas Mileage Guide was
prepared and distributed to dealers by the Federal
Energy Adrninistration (FEA), based on measurements
made by the EPA. It is the responsibility of
NHTSA to enforce regulations regarding display
of the Guide by new automobile dealers. A nationwide
survey of more than 200 dealers found that
some 60 percent were not prominently displaying
the Cuide. Letters have been sent to 26,fi)0 dealers
informing them of their obligation. If the mailing
fails to have the desired results, further enforcement
measures are planned.
Fuel F.conomy Reseflrch
ln 1977, NHTSA continued the fuel economy research
program, to provide the data and analysis
to fulfill its responsibilities. This research program
was separated into five categories;
. Assessment of Automotive Technology-The
evaluation of production and future hardware
*MY 1980 standard was set at 16 mpg for two-wheel drive and
14 mpg for four-whccl drive vehicles. MY l98l standard was
set at l8 mpg for two-wheel drive and 15.5 mpg for fourwheel
drive vehicles.
40
available to manufacturers to achieve fuel economy
improvements on passenger automobiles,
and on vans and light trucks of less than 10,000
pounds GVWR (individually and in fleets). lmprovements
include weight and performance
reductions, engine and drive train improvements,
alternative engines and transmissions, improved
lubricants, reduced aerodynamic drag, and rolling
resistance.
. Effects of Other Federal Standurds on Fuel
Economy-The interactions between the requirements
for fuel economy, emission, noise, safety
and damageability standards, as well as the effects
of other Federal standards (occupational safety,
health, and environmental) on manufacturing
plants and production capabilities.
t Industrial Analysis-The evaluation of production
problems and costs of technological improvements
(individually and in combinations),
the assessment of manufacturers' capabilities and
leadtimes in implementing fuel economy improvements,
capital requirements and the feasibility of
obtaining capital, the evaluation of each manufacturer's
ability to meet the standard$, and assessment
of the impact upon the labor force.
t Economic Analyses^The effects of fuel
economy standards (and/or other conservation
actions) on automobile prices and demand, on
employment, and on cost of ownership and operation
of automobiles. This category also deals with
domestic competition, consumer choices, imports,
air quality, highway safety, and aggregate economic
effects on the automobile industry, the national
economy, and petroleum and other national
resources. Underscoring these considerations are
the availability and price of fuel.
t Market Analyses-The interactions between
automobile products offered and the acceptance
they receive in the marketplace, in view of fuel
economy standards, government policies, and fuel
prices.
The major accomplishments of this program during
1977 are shown in Table I I.

Table 11. 1977 Fuel Economy Stendads and Rogulatlons
Date lssued Type
Average Fuel Economy Standards for Nonpassenger Automoblles 318177 New Standard
Passenger Automobile Average Fuel Economy Standards 6127177 New $tandard
Vehicle Classification 7128177 Definitional
Manufacturers of Multistage Automobiles 712U77 Definitional
Reduction of Passenger Automobile Average Fuel Economy
Standards (1) Procedural -
ExemptionfromAverageFue|EconomyStandards7l2w77Procedu
Automotive Fuel Economy Heports (2) Procedural
(1) Published 11114177
(2) Published 12l1WT
Title
A
- 4
*r
"i

CHAPTER 8
LITIGATION AND ADMINISTRATIVE
ENFORCEMENT
Litigation Highlights, lg77
B. F. Goodrich v. DOT. On March 21, 1977, the
Supreme Court denied the request of eight tire
manufacturers to review the September 2, 1976
decision of the 6th Circuit Court of Appeals
upholding the principal provisions of the Uniform
Tire Quality Grading Standards.
General Motors Corporation v. Brinegar; United
S/a/es v. General Motors Corporalion (Circuit
Court of Appeals for the District of Columbia). In
october 1977, the circuit court upheld the validity
of an NHTSA order that General Motors
notify owners of a defect in the fuel inlet plugs installed
in some 274,0001965-1966 Chevrolets and
Buicks. Plug failure could result in fire.
Admtnlstrfl tive Enforeement
The following administrative enforcement actions
were settled by accepting payments in lieu of seeking
civil penalties through Court actions:
r For nonconformance with vehicle lighting
requirements (Standard No. 108):
Easy Trail, Inc. $1,fi)0
Cobra Custom Trailers I,mO
Eastside Machine, Inc. 1,000
Panrher Westwinds Ltd. 1,500
r For nonconformance with the passenger car
retreaded tire requirements (Standard No. ll7):
MFA Oil Inc. $ 750
Rising Bros. 250
Phillips and Anderson 750
r For nonconformance with motorcycle controls
and displays requirements (Standard No,
123):
Cimatti Ltd. $1,500
r For nonconformance with child $eating systems
requirements (Standard No. 213)r
tsabyhood Industries $ 500
Pride-Trimble Corp. 500
Questor Juvenile Proclucts 5,0fi1
r For nonconformance with bus window retention
and emergency exit requirements (Standard
No. 217):
Eagle lnternational lnc.
Blue Bird Body Company
Carpenter Body Works
$1,500
500
l,(x)0
At the end of 1977. six settlement letters had been
sent to vehicle and equipment manufacturers to
inform them that, unless an acceptable offer in
compromise is received, civil penalties will be pursued.
Two additional settlement letters, informing
vehicle manufacturers that NHTSA would be willing
to close its files without penalty providing
acceptable notification and remedy campaigns are
conducted, also were outstanding.

CHAPTER 9
SPECIAL PROGRAMS
International Cooperation
Recognizing the universal growth in the industrialized
countries of traffic injuries and fatalities, and
related problems such as drunk drivers, fuel consumption,
and emissions, NHTSA has been involved
in a number of international activities and
organizations. Although the U.S. has by tar the
Iargest road network, driver,/automobile population,
and background experience, international
cooperation and information exchange in automobile
and traffic safety continues to be mutually
beneficial and productive for all participants.
provides for the development of motor vehicle
construction standards, including safety requirements.
To date, a total of 36 regulations have been
developed and attached to the 1958 Geneva Agreement.
These represent one of two main sources of
safety standards for the construction of motor
vehicles in the world. The second source is the set
of FMVSS developed by NHTSA. Many countries,
including Japan, Canada, and Australia,
have used NHTSA and the WP29 standards in the
development of their own regulations. The EEC
(Common Market) is also developing a set of
directives derived from the WP29 standards.
NHTSA's international efforts in 1977 included As yet, adequate harmonization between NHTSA
visits and cooperation with numerous representa- standards and corresponding WP29 standards has
tives of foreign Governments as well as their auto- not been achieved; a few are similar but many are
mobile/traffic safety-related agencies and manu- substantially different. NHTSA is working with
facturers. The primary international organizations WP29 to improve the situation, and is represented
with which NHTSA has been active are; NATO's on six of the eight groups of rapporteurs that
Committee on the Challenges of Modern Society develop technical drafts for WP29. With U.S.
(CCMS), the Road Safety Committee of the Euro- support, WP29 has reorganized the groups of rappean
Conference of Ministers of Transport porteurs to more closely parallel NHTSA's organi-
(ECMT), Committee lnternational de I'Inspection zation for the development of FMVSS. A special
Technique Automobile (CITA), Organization for WP29 ad hoc Group for Harmonization of
Economic Cooperation and Development (OECD), NHTSA and WP29 Standards has been estab-
European Economic Community (EEC), Interlished. The expected international laboratory test
national Standards Organization (ISO), United procedures from this group will be issued as an
Nations Economic Commission for Europe (ECE),
European Experimental Vehicle Committee
ECE document.
(EEVC), and Japan's Ministry of International International Standards Organization
Trade and Industry (MITI).
International Automobile Safety Slandsrds
Harmonization
Many ISO test procedures are incorporated into
WP29 regulations, just as many Society of Automotive
Engineer (SAE) test procedures are incorporated
into NHTSA regulations. NHTSA partici-
The U.S. (NHTSA) participates as a voting mempates in the ISO through Technical Committee 22
ber at meetings of the Group of Experts on the on the construction of automobiles, and in the
Construction of Vehicles (Working Party 29), human impact testing and evaluations of Tech-
Inland Transport Committee of the ECE. WP29 nical Committee 108 on mechanical vibration and
operates under the 1958 Geneva Agreement, which shock. This is another means of harmonizing test
4E
, r
I

procedures which may be incorporated into future
international safety standards.
The International Experimental Safety Vehicle
Program
The lnternational ESV Program, initiated by the
CCMS Road Safety Pilot Study, is led by the
United States through the NHTSA Research
Safety Vehicle Program.* Research data is exchanged
among governmenl and industry representatives
under Memoranda of Understanding
between the U.S. Government and the governments
of France, Great Britain, the Federal Republic of
Germany, Japan, Sweden, and Italy. In 1977,
research publications included the Report on the
Sixth International Conference on Experimental
Vehicles,+* which contains proceedings of the
October 1976 Washington, D.C., conference and
test reports on U.S. crash tests of the Renault
Basic Research Vehicle and the British Leyland
Marina Research Safety Vehicle (Figure 26).
Communications with Japan continue through the
Ministry of lnternational Trade and Industry. The
European Experimental Vehicles Committee coordinates
car safety technical activities of European
participants in the international program.
In November 1977, the NHTSA Administrator
attended an EEVC meeting in London for the
purpo$e of planning future ESV conferences, experimental
vehicle activities, and research data
exchanges. The next ESV conference is tentatively
scheduled for Paris in 1979.
Blomechanics and Anthropomorphic Test
Dummies
International Head-Neck lnjury Workshops held
in Washington, D.C. and Ann Arbor, Michigan
during 1977 were sponsored by NHTSA. Participants
included medical and engineering research
representatives from the U.S., England, France,
Germany, Sweden, and Switzerland. In process,
as the result of these workshops, are standardized
procedures for head-neck autopsy, injury identification
with appropriate computer-oriented
coding, and arrangements for storage of, and
+See Crash Survivability, IntegratedVehicle
Systems Programs.
'rSee Appendix D, No, 11,
46
;l
. t,t:l
Figure 26, British Leyland Marina RSV
common access
to, brain injury data from cooperating
research hospitals in this country and
abroad.
NHTSA participated in the EEVC Biomechanics
Working Croupn the International Research com*
mittee on Biokinetics (IRCOBI), and the ISO
meeting held in Berlin and Vienna during September
1977 . Arrangements were made to assist European
biomedical researchers in coordinating
instrumentation protocol, using uniform coordinate
systems, standardizing methods of injury
identification and reporting, and adopting comr
mon injury coding procedures for injury data
banks.
NHTSA personnel engaged in the organization
and work of the Fifth International Workshop of
Human Subjects for Biomechanical Research,
held in November 1977 in New Orleans. Representatives
from seven countries participated. For
the past five years these workshops have been
directed at developing uniform procedures for the
use of humans and animals as test subjects, to generate
information on human tolerance to crash
injury.
Support of the l)epartments of Stnte and
Cornmerce Bila teral Government Consultations
with Japan
NHTSA provides technical support to the U.S.
delegation participating in bilateral consultations
with the Government of Japan on automobile
safety standards and certification procedures.
'fhe
consultations held in Tokyo during September
1977 improved the mutual understanding of the
entry procedures for vehicles of U.S. manufacture
into the Japanese market.

Handicapped Drivers
In November 1977, NHTSA sent a representative
to the Department of Commerce-sponsored
"Rehabilitation
USA" seminar in Tokyo, Japan,
to present a paper describing NHTSA research
and development programs related to handicapped
drivers and rulemaking actions planned for
drivers' adaptive controls.
U.S.-Canadian Test Facility Coordination
Coordination with Canadian counterparts in the
Ministry of Transport on design of facilities for
testing motor vehicles and equipment continued
during 1977. Plans, specifications, and equipment
lists for the NHTSA Compliance Test Facility
have been released for use by the Canadian Ministry
ol Transport and its contractors for their
Motor Vehicle Test Center. Representatives of the
Canadian architect-engineer firm visited the Engineering
Test Facility in East Liberty, Ohio, for
discussion of NHTSA's current and projected instrumentation
capability.
No-Damage Bumper System
Proposals to delay tougher requirements in the
federal standard on passenger car bumpers have
been withdrawn in line with comments presented
at a public hearing in July, which showed that a
delay in the effective date was not justified.
The primary goal of the bumper standard, which
was mandated by Congress in the Motor Vehicle
Information and Cost Saving.s Act, is to reduce
the cost of low-speed collisions.+ It incorporates
the requirement$ currently contained in Standard
No. 215 which, since MY 1974, has required passenger
car bumpers to withstand crashes of 5 miles
per hour, both front and rear, without damage to
safety systems such as lighting, fuel, exhaust,
braking, steering, cooling, and latching.
The new standard not only prohibits damage to
safety systems, but also to all vehicle surfaces
except for the bumper, in 5-mph front and rearend
crashes, beginning with cars manufactured in
the 1979 model year. The second-phase requirements
of the standard, scheduled to take effect in
MY 1980, limit damage to the bumper face bar to
*For information on bumper work, other than "no-damage",
sec scctions on Pedestrian Protection and lnteerated Vehicle
Svstems,
%-inch dents, and lirnit overall flattening of the
bumper
face bar to %-inch.
Information submitted by the automobile manufacturers
indicates that consumers will have to pay
about $6 to $ l0 more, on the average, for a vehicle
equippcd with Phase II bumpers than for a vehicle
with Phase I bumpers. This cost increase is expected
to be far outweighed by the benefits of the
more damage-resistant bumper systems.
Electric and Hybrid Vehicles SummsrT
The Electric and Hybrid Vehicle Research, Development,
and Demonstration Act of 1976 (Public
Law 94-413) reflected a determination lry Congress
that the introduction of electric and hybrid vehicles
would be practical, would substantially reduce
domestic use of petroleum and, would in turn,
decrease dependence on foreign sources of oil. In
response to the legislative requirements, NHTSA
activities included the following in 1977:
r Completed a study+ of current and future
applicability of safety standards and regulations
to these vehicles, which concluded that most existing
standards will be applicable, with certain modifications.
. Analyzed available test data on electric and
hybrid vehicles (crash and performance tests) visa-vis
data on internal combustion engine vehicles.
Additional crash tests were planned, as well as
demonstration fleets, to obtain data necessary for
future requirements.
. Held a public hearing to obtain the views of
all interested parties.
r Made recommendations to develop standards
to deal with unique hazards of these vehicles and
provide a level oI safety consistent with that anticipated
for other vehicles.
r Reported to the Congress and the Energy
Research and Development Administration on the
results of the study.
Odometer Tampering
The odometer tampering program is going through
a trial pcriod to assess the ultimate levels of enlbrcement
that will be needed. The initial NHTSA
*Availablc from Ceneral Services Division, NHTSA, 400 7th
Street, S.w,, Washington, D.C. 20590.
47

effort has concentrated on helping consumers make odometer tampering more difficult.
pursue their rights of action and in assisting law
enforcement agencies through advice and refer- The Department of Justice has participated in or
' I
rals. The Washington Office has processed over coordinated Federal investigation of approxi-
2fi) odometer complaints. Some have been referred
to other enforcement agencies, and others
mately 50 automobile dealerships and wholesalers.
ln Minnesota, five defendants pled guilty and l
have been followed up through inquiries to State have received short prison sentences. In New Jer- I
recorcls or warning letters to individuals suspected sey, fines and civil restitution have been imposed i
ofsellingvehicleswithalteredodometers.TheonatleaStsevendefendants.lnKentu
regions also have handlecl numerous complaints. defendants pled guilty, paid substantial fines, and I
A vehicle standard has been proposed that would served time in prison.
48

CHAPTER
1O
THE CONSUMER'S
ADVOCATE
Informing the Press and the Public
There were many requests for interviews with
NHTSA officials from the daily, weekly, trade,
and international press as well as from radio and
television news reporters and analysts. These interviews
and countless inquiries by telephone and in
person resulted in special articles, and radio and
television news spots throughout the country.
Two-minute, ll-minute, and lS-minute films on
air bags were widely distributed and used. Spot
announcements also were prepared and distrib-
uted on such subjects as alcohol and driving,
motorcycle and bicycle safety, and the 55-mph
national speed limit.
Serving the Consumer
NHTSA services include assisting the consumer in
the resolution of vehicle and vehicle equipment
safety problems, keeping the consumer informed
of automotive safety problems, and furnishing in-
formational materials on all aspects of motor
vehicle safety.
The public's growing interest in the safety and
econorny of automotive transportatiOn was evi- The Auto Safety Hotline was made a permanent
denced by the demand for information, reports of facility and its services publicized. By year's end
defects, and response to demonstration projects this national, toll-free service was handling 300 to
and publicity campaigns. NHTSA issued some 123 500 inquiries daily. The sready flow of safety-
news releases, dealing with various aspects of related data received by NHTSA through Hotline
NHTSA operations, including standards, regula- inquiries is of great value in the defects investigations,
compliance activities, motor vehicle accition function, and in the recall of vehicles and
dent costs of $43 billion annually, use of State equipment for correction of dangerous problems.
highway safety funds to promote the use of Citi- On the other hand, the public receives NHTSA
zens' Band (CB) radios for highway emergencies, expertise in resolving vehicle problems, or prompt
incentive grants to States for reducing their high- referral to the proper jurisdiction to handle inquirway
fatalities and fatality rates, and technical ies outside the purview of this agency.
assistance to the States to improve their 55-mph
enforcement programs. A monthly
These news releases received
wide coverage in U.S. newspapers, magazines,
and trade publications.
"Consumer Report Package" was instituted,
to assist consumer groups and agencies
throughout the counrry in handling vehicle problems
that plague the consumer, and to answer the
need for motor vehicle safety information. The
packages, mailed to some 230 consumer agencies
(Federal, State, local, and private), contain news
releases on new vehicle defect investigation recalls
and on tire and equipment recalls.
A new service to the consumer is the publication
of "Consumer Advisories", in the form of press
releases, to get the information on safety problems
to the motoring public as quickly as possible. ln
addition to information on investigations and
recalls, the releases solicit reports from consumers
on problems such as those being investigated and,
whenever possible, furnish advice on precautions
to be observed pending correction. Forty-three
such advisories were issued during 1977.
In addition to the Hotline, 600-700 complaints
and inquiries from the public are handled monthly.
All are responded to, and the complaints made
known to the manufacturers.
49

50
Flgure 27- Sate Driving ln Winter
A new Fact Sheet on Brake Fluids* was published
during the reporting period as well as a booklet on
Safe Driving in Winter+, and Spanish language
versions of Tips on Car Care and Safety for DeuJ
Drivers* (Figures 2? and 28).
, HL CUIDADO Y LA
1;1iii,,, 'i''"' $EGURIDAD DEL
., AUTOMOVIL
Figure 28. Tips on Car Care and Safety for Deal
Drivers-SPanish Version
+Available on request from General Services Dvision,
NHTSA. 4fi) 7th Street, S.W., Washington, D.C. 20590.

CHAPTER 11
RESEARCH AND HOW IT IS USED
The purpose of the research program is to develop
a data base that will support the motor vehicle and
highway safety programs of the National Highway
Traffic Safety Administration in its campaign to
save lives and reduce injuries on our Nation's
streets and highways. Research is planned and carried
out to discover trends, to pinpoint problems,
and to provide solutions. A major effort is currently
underway to help the automotive industry
design and produce more fuel-efficient vehicles.
while still maintaining vehicle safery and integrity.
Tables 12 and 13 list examples of NHTSA and
FHWA research projects and describe how they
have been, or may be, applied.
Analysis, Evnluation, and Dissemination
of Research
The utilization of research and development to
solve highway safety problems may be illustrated
by outlining an ideal sequence of steps. Occasionally,
unusual events in the traffic and highway
safety situation require a reordering or combining
of the phases. Ideally, the activities should flow as
follows:
t Problem Awareness-Research data cari trigger
an alert to a new or growing problem and
determine whether a real problem exists.
t FocusinE on the Solution-Once the problem
is understood, research focuses on discovering
promising solutions-making sure of the alternatives
for breaking the causal chain of events leading
to the accident, reducing the impacr of the
crash, or eliminating the situation in which the
accident takes place.
r Testinq the Solution-After finding that a
particular safety I'eature or solution is feasible and
appears practical, development and testing is
needed to prove the effectiveness of the countermeasure
and how it should be instituted. The
result is a complete package that can be provided
to States and communities for use, or form the
basis for a new or amended safety standard.
t Determination of Effictiveness of Existing
Programs-Programs are utilized in real situations
and the data from these programs are made available
to practitioners and researchers. Specific
applications in a number of aspects of highway
safety are described in the accompanying tables.
Table 13 is devoted to NHTSA data acquisition
and statistical functions.
Current Research Grants and Contracts
and the Problems They Address
Appendix E contains a list of research contract$
which were active during calendar year 1977.
NHTSA policy favors competitive procurement
rather than the use of grants. The bulk of the
research is performed by private industry and
universities instead of by government employees.
Research is carried out primarily to develop data
to support near-term and future standards.
NHTSA and FHWA continue to allocate a significant
portion of their research to priority programs.
NHTSA priorities now include increased
emphasis on motorcycle, moped, and pedestrian
safety; emphasis on fundamental approaches to
reducing alcohol and drug-related accidents;
research to develop the technical support for fuel
economy standards; research to support passive
restraint standards; the integrated vehicle systems
program to design, develop, construct, and test
research vehicles embodying advanced tcchnological
features; and the initial portion of the
NASS by the National Center for Statistics and
Analysis.
51
.J,

Table 72. 1977 Research Accompllshments and Application to Motor Vehicle Standards
Accomplishments
Developed the technical support for the 1979 non'
passenger automobile fuel economy standards
rulemaking.
Developed the technical support for the 1981-1984
passenger automobile fuel economy standards
rulemaking.
Developed technical support for the proposed
1980-1981 nonpassenger automobile fuel economy
standards rulemaking.
Currently developing technical support for pro'
posed 1984-1986 passenger automobile fuel econ'
omy standards rulemaking'
Accomplishments
Conducted full-scale crash tests with Ch€vsttes
and Vegas, to demonstrate that driver air bag systems
using off-the-shelf technology will meet the
requirements of FMVS$ No. 208, Passive Festaints,
in small cars.
Completed accident data analysis for Vega and
Capri production steering columns.
Initiated a program to obtain data on the motion of
occupants in lateral collisions.
Conducted a program to integrate advanced technology
active and passive restraint systems into
production compact cars (Volvos).
Conducted a series of tests to evaluate ths benefits
of a web locking device in improving the performance
of stock three'point seat-belt systems (1975
Torlno).
Initiated a program to develop improved passive
belts for occupants of small cars.
Conducted Phase I development program for pas'
sive air bag protectlon for front-seat passengers of
small cars.
Accompllehments
Sponsored and conducted two workshops on
"Head and Neck lnjury." Initial efforts have produced
a standardized head-neck autopsy protocol
and an initial proposed coding suitable for computer
storage and retrleval.
52
FUEL ECONOMY
OCCUPANT PACKAGING
Application
Standards were issued by NHTSA in March 1977.
Standards were issued by NHTSA in July 1977.
Proposed standards were issued December 15'
1977.
Proposed stqndards to be issued by NHTSA in mid-
FY 1978.
Application
$upports passive restraints standard (FMVSS No.
208) issued in June 1977.
Supports upgrade of steering column standards
(FMVSS No. 203 and No. 204).
Supports upgrade of occupant protection stand'
ards for lateral collisions.
Supports the pa$sive restraint standard (FMVSS
No. 208) for smaller cars and lays the groundwork
for the FMVSS 400 Series- of standards for passive
protection at higher speeds.
Supports the FMVSS 400 Series of standards for
passive protection at higher speeds'
Supports FMVSS No. 208 issued in June 1977, and
lays the groundwork for the FMVS$ 400 $eries of
standards for passive protection at higher speeds.
Supports FMVSS No. 208 issued in June 1977, and
lays the groundwork for the FMVSS 400 Series of
standards for passive protection at higher speeds'
BIOMECHANICS
Appflcatlon
This process will ultimately provide a data base of
actual head and neck injuries upon which to
develop improved head injury criteria for upgrading
occupant protection standards. flo be included in a
new series)

Table '12. 1977 Research Accomplishments end Application to Motor Vehicle Standards
(Gontinued)
BIOMECHANICS-Continued
Accomplishments Application
Initiated study of femur-pelvic complex injuries in
the automobile crash environment.
Demonstrated feasibility of accurately predicting
head and brain injury f rom head motion parameters.
Designed and built a mechanfcal impacting systBffi
which has been used to replicate the impact of a
pedestrian leg on the front of a vehicle.
Will provide a basis for the improvement of occu.
pant protection standards (a new series) especially
in the lateral impact mode.
Appropriate Extsnsion of this approach will provide
the basis for a more valid head protection perform.
ance standard for application to a new series.
Provides the basis for leg protection in a pedestrian
impact injury mitigation standard.
STRUCTURES
Accomplishments Appllcation
Initlated experimental and analytical research for
the development of structural concepts to improve
side impact protection of subcompact and compact
vehicles.
Investigated the structural and englne mass aggressive
effects in car-to-car collisions.
Initiated research for the development of testmethods
and devices for measuring aggressiv+
ness of production vehicles.
Initiated testing of existing "basellne" electrlc
vehicles.
VEHICLE HANDLING
Will provlde technlcal basis and support for upgrading
the side impact protection standard
(FMVSS No.214).
Will assist in the development of efflclent iest
methods and devices for measuring aggressiveness
of future production vehicles (FMVSS 400
Series).
Will provide technical basis and compliance proce.
dures for future vehicle compatibility/aggressiveness
standards (FMVSS 400 $eries).
Provided data for the report to Congress,
"Appllca.
bility of Federal Motor Vehicle Safety Standards
and Regulations to Electric and Hybrid Vehicles."
Accomplishments Application
Tested response parameters for a sample of motorcycles
and correlated the results with proven
experiences, Effectiveness of anti-lock brakes in
accident avoidance was also examined.
Initiated deVelopment of a hierarchy of vehicte
simulation models for evaluating open and closed
loop dynamic responses of vehicles.
Began fabricatlon of a modular wind-generating
machine designed to simulate a variety of aero.
dynamic disturbances.
Began fabrication of a portable device which will
provide data on the dynamic handling propefiies of
vehicles.
Inltiated study on the effects of truck and trailer
frame torsional bending relative to their handling
and stability.
Test procedures developed will be suitable for
assessing controllability of motorcycles. Performance
criteria will support future rulemaking.
Models will serve as effective tools in developing
efficient test methods in the area of vehicle handling.
Will verlfy vehicle response to known aerodynamic
disturbances and set performance standards for
eventual rulemaking.
aid those NHTSA contractors Involved in
utilizing computer simulation techniques for handling
studies.
Quantif ication of this unknown element wlll lead to
better understanding of this class of vehicle and
provide the basis for rulemaking.
53

Table 12. lgTT Research Accompllshments and Application to Motor Vehlcle $tandards
(Contlnued)
Accomplishments
Initiated investigation on the feasibllity of applying
the principles of fluidics to anti-lock brakes for
motorcycles.
Completed the design, fabrlcation and checkout of
a lightweight, highly reliable, accurate instrumenta'
tion package suitable for crash-avoidance testing
of small vehicles.
Accomplishments
Continued work on accelerated tire treadwear
validation in an effort to rate treadwear in less than
50 miles, regardless of test course, and without a
control tire.
The non-destructive test (NDT/road correlation
program is approximately 35 percent complete.
Road tests have generated tire failures (stopped
prior to tire rupture) and reinspection by reflection
ultrasonic NDT will be accomplished in the second
quarter of FY-78. Full program validation is scheduled
for completion in the fourth quarter of FY-78.
Revised and expanded Monograph 122,
"Mechanics
of Pneumatic Tires," to ref lect the advances in the
state-of-the-art, applicable to theory, test and
manufacture of tires, since its 1971 edition.
Developed and applied for a patent on a NDT tire
casing bead integrity system. NHTSA patent application
will permit system design and use to all
interested users.
Accomolishments
VEHICLE HANDLING-Conllnued
Conducted preliminary research to establish passenger
car hydraulic brake performance levels lor
straight and curved path braking on surfaces hav'
ing low and split coefficients of friction.
Initiated research into the development of a long'
life hydraulic brake system and test methods cap+
ble of establishing durability levels.
Initiated research to develop a single braking per'
formance standard for trucks, buses, and multipurpose
passenger vehicles having either hydraulic
or air brakes.
Conducted testing to evaluate compatibility prob'
lems experienced in operating mixtures of pre- and
post-FMVSS No. 121 braking systems in combina'
tion heavy duty vehicles.
54
Application
Demonstrates the technical and economical benefits
of this approach and provides a data base for
potential rulemaki ng actions.
Will be used by NHTSA contractors, particularly for
testing vehicles with small load capacities; i.e.,
where regular instrumentation would cause overload.
BRAKES
Application
lf successful, new system and test technique could
be used for compliance testing and certification.
NDT wlll be useful for precompllance testlng In
identifying defective tires, as well as for determin.
ing faults generated during compliance testing.
Utilized by all who are interested in improving tire
performance and safety.
Cost effective NDT system for use in FMVSS"I17
compliance testing. System will detect casing bead
failures prior to retreading and assure quality and
safer retreads.
Application
Expand and improve FMVSS No. 105-75, Hydraulic
Erake Sysfems.
Expand FMVSS No. 105-75, Hydraulic Brake Sysferns.
Supports FMVSS No. 105-75, Hydraulic Brake
Sysfems and FMVSS No. 121, Air Bra4e Sysferns.
$upport FMVSS No. 121, Air Brake Sysfefl?s'
:

Tabfe 12' 1977 Research Accompllshments and Appllcatlon to Motor Vehlcle Standeds
(Contlnued)
BRAKES-Contlnued
Accomplishments Application
Completed f ntegration of electronic emergency Docket 72-1, Automatic Braitng Systems, ANPHM.
braking function with two types of production brak.
lng systems (hydraulic power boost and vacuum :
power boost), and conducted preliminary controlled
tEsts.
THE DRIVER AND THE VEHICLE
Accomplishments Application
ldentified and studied driver problems in operating Supports upgrading of FMVSS No. 101.
fingertip reach controls.
ldentified the significance of mismatches between Will have an impact on setting priorities for future
driver capabilities and vehicle design characteris- resgarch and rulemaking.
tics in accident causation.
Completed a field study of several innovatlve rear After verlflcation, thls type of rear lighilng system
fighting and signalling systems and lound that a may be considered in a future revision of FMVSS
single, center, high-mounted brake signal reduced No. 108.
rear-end accidents by 54% compared to a control
group with the conventional rear system.
Developed a method for analytically evaluating Wll be consldered in future revlslons of FMVSS
vehicle lighting in fog and determined lamp design No. 108, to Incorporate a fog lamp standard.
parameters for improved fog lamps.
Analyzed the signalling requirements for emer- May be consldered in future revisions of FMVSS
gency, school bus, and service vehicles and devel- No. 108, to incorporate emergency signal lights in
oped recommendations for a nationwide unllorm this standard.
communication system for those vehicles.
Initiated a study to evaluate the feasibility of a May be used in future revisions of FMVSS No. 10g.
single beam headlighting system.
Developed equipment and procedures for objective Will provide a basis for establishing refined
measurement of visibility quality, and collected performance standards for windshield wipers,
preliminary data relating such measures to driver washers, defrosters, and defogger$, and a means
visual performance. for compliance te$ting against such standards.
Completed a study of ability of passenger car Provide important data relative to the integrated
drivers to detect, identify, and judge targets p6r- direct and indirect visibility requirements of vehicle
ceived only through peripheral vislon. drivers and the establishment of an integrated
standard lor vehicle vislbility systems.
FUNCTIONAL SUPPORT SYSTEMS
Accompllshments Appticalon
fnitiated research to identifyanti-theft performance Upgrade FMVSS No. 114, Thelt prevention-pascriteria
and develop a cost beneficlal security sys- senger Cars.
tem for passenger cars that is effective in reducrng
th6ft.
'This
will be a new s6rl6s not previously having a numerical d€Blgnailon,
55
:

Table 13. Data Acqulsition and Statlstlcal Analysis
Flesearch AccomPl ishments
Publlshed two studies evaluating the effects of the
S$mph speed limit.
Initiated a truck fleet accident evaluation of the alr
brake standard.
Contlnued the motorcycllst neck injury study'
Completed a study on causss of motor vehicle traf'
fic accidents.
Initiated an lntegrated and contlnulng natlonwlde
sample of motor vehicle accident phenomena'
Published a statistical study of heavy truck accldent
severity.
Continued crash severity study, focuslng on mea'
sur€ment of accident severity indices with accom'
panying injury.
Initiated a pedestrian injury causation study.
Continued and expanded the exposure data program.
Initiated accident analysis ol narrow bridge colll'
sions.
Contlnued comparatlve study of accidents involv'
ing breakaway and non-breakaw?Y poles.
Provided analytlcal support to defect investlgation
cases.
Provided analytical support to rulemaking activi'
ties.
Continued field evaluation of air bag/passlve r+
$traint system.
Continued school bus crash investlgations.
56
Application
To provide increased support to the maintenance of
the 55-mph speed limit.
To provide information on the relative accident rate
of trucks with "improved"
air brakes vs. those not
so equipped.
To determine relationship between head/neck injury
and motorcycle helmet usage.
Provided statistics on causes as related to driver
error, driver conditions, avoidance maneuvgrs,
vehicle conditions, and highway and environmental
factors.
To collect nationally representative data on motor
vehicle accidents for detailed statistics and for
design and evaluation of standards and countermeasure$.
Will help to understand the safety problems of
heavy trucks and the effects of increased size and
weight on highway safetY.
To provide better information for the design of
effective crashworthiness motor vehicle safety
standards.
To identify injury causes, to determine pedestrian
InJury severity, and to recommend modification of
the vehicle exterior to eliminate vehicle protrusions.
To supplement accident data, especially in the
analysis of factors contributing to traffic accidents'
To measure the accident problem at narrow bridges
and to determine the injury severity and vehicle
crashworthiness following collisions with bridges
and approaches.
To identify the extBnt of these accidents and to
examine the relative vehlcle damage and personal
injury attributed to collisions with both types of
poles.
Data supportecl valldity of defect assessm€nts
against vehicle manufacturers and aided in preparation
of court cases.
Analyses and stati$tical interpretations of research
studies aided in assessing the potential value of
proposed highway safetY rules.
To determine protection given occupants in various
crash types and to provide data leading to system
improvem€nts.
To assess vehicle damage and its relation to occu'
pant injury. May result in school bus design modif
ications.

CHAPTER 12
NATIONAL MOTOR VEHICLE SAFETY
ADVISORY COUNCIL
The National Motor Vehicle Safety Advisory
Council was created by the Congress in 1966 to
consult with the Secretary of Transportation on
and acceptance. During the Congress the Council
presented its Excalibur Award to Dr. John D.
States of Rochester, New York, for his outstand-
motor vehicle safety standards. The 3O-member ing work in automotive safety. In addition, Speno
Council included representatives of State and local
governments, researchers, motor vehicle manufac-
Awards, given annually for the best technical
papers presented at the Congress, were awarded to
turers, motor vehicle equipment manufacturers,
and motor vehicle dealers. The Council has provided
a public voice in the administration of the
Joseph W. Little, Professor of Law, University of
Florida, and Dr. R. Eugene Goodson of the Institute
of Interdisciplinary Engineering Studies, Pur-
motor vehicle safety program, and has been an due University.
indicator of public and industry reaction to proposed
safety standards.
During 1977 the Council met in full session three
Eleven of the Council's members participated in
the newly-created Truck and Bus Safety Subcom,
mittee, meeting jointly with their ten counterparts
times, while its subcommittees met six times. The
Council sponsored a Head and Neck Injury Work-
of the National Highway Safety Advisory Committee's
subcornrnittee. There were ll joint subshop
in April, bringing together leading national
and international experts in this field, and providing
a forum for discussion and debate on such
committee rneetings, at which issues of FMVSS
No. l2l, Air Brake Systerus, were explored. As a
result of public hearings and debates and staff
topics as methods ol' identificarion of head and presentations, the subcommittees prepared three
neck injury mechanisms and injury tolerance reports to the Secretary of Transportation.
levels, the relationship of those mechanisms to the
pathology of injury, and factors necessary for
valid surrogate assessment of safety system performance.
The overall goal of the workshop was
The Council was terminated on October l, 1977,
in accordance with Section 107 ol'the Motor Vehicle
and Schoolbus Safety Amendments of 1974.
to provide DOT with information for assessing the
quality and direction of departmental programs
Major accomplishments for 1977 are listed below.
A list of members at termination is given in Ap-
for the development of standards for head and
neck protection.
pendix B.
In July the Council sponsored its Fifth International
Congress on Automotive Safety. The theme
of the Congress was "Motor Vehicle Goals Beyond
1980," and the major objectives were to
explore the interaction of automotive safety with
fuel economy, emissions, road performance, problems
of manufacturers, repair and parts replace*
ment, resistance to damage, first cost, operating
expenses, other economic factors, and user needs
Reports
t Safety Defect Recalt Campaigns*-A review
of NHTSA's safety defect recall program, including
a number of recommendations for broadening
the scope of safety defect recall procedures and
information sources.
*See Appendix D, Number:t6.
57

t NHTSA Research Activities*-A review of
research
activities within NHTSA.
*See Appendix D, Nurnber 32.
**Available from NHTSA,uExecutive Secretariat,
r Increase campaigns to encourage use ofsafety
belts.
t Head and Neck Injury Seminar-Areport on
a two-day seminar which prescnted current research
on this subjcct, included recommendations
on the use of this research, and stressed the urgent
need for future research, particularly in the area
of trauma,**
r Revise and update NHTSA performanceoriented
motor vehicle safety standards.
r Prepare a film on helmet effectiveness for the
benefit of States contemplating repeal of helmetuse
laws.
e Factor of Two-A report on the difficulties
of relating car-barrier crash tests with car-car
crash tests.*+
. Evaluate motor vehicle safety standards and
attendant activities, to determine the need for continuation
or modification.
r Create a representative public body, to assure
Recommendntions
continued review of DOT's motor vehicle safetv
program.
. Fromulgate a passive restraint standard,
while promoting mandatory seat,belt usage as a
first-step measure until passive systemsi are available.
r Review and update .,Study on lg80 Goals for
Commercial Vehicles" and "Report on Motor
Vehicle Goals Beyond 1980."
r Collect data on moped accidents.
5g
r Continue the International Congress on
Automotive Safetv.

CHAPTER 13
ADMINISTRATION
Organizational Changes
A new organization for the National Highway
Traffic Safety Administration was approved on
December 16, 1977, effective January l, 1978
(Figure 29).
Several changes were made. Major among these
are the change in structure and functional alignment
designed to merge all rulemaking activities
(i.e., motor vehicle safety standards, average fuel
economy standards, and consumer information
regulations and modifications) under an Associate
Administrator for Rulemaking, and the consolidation
ol all enforcement activities under an Associate
Administrator for Enforcement. 'Ihese
changes abolish the Office of the Associate Administrator
fbr Motor Vehicle Programs and the
Office of Automotive Fuel Economy.
ASOTIATI AOMITISTft ATON
FON TFAfFIC 5AF ETY
PSOGBAMS
tTitl
Concurrent with changes in the administration of
motor vehicle safety and consumer information
and protection, the planning, research, and test
programs were also restructured:
r The Office of Vehicle Systems Research was
abolished and the Offices of Passenger Vehicle
Research and l{eavy Duty Vehicle Research were
placed under Research and Development.
r A Vehicle Research and Test Center was
established under Research and Development, to
consolidate all activities of the Engineering Test
Facility in East Liberty, Ohio, the Safety Research
Laboratory at Riverdale, Maryland, and the Uniform
Tire Quality Grading Facility at San Angelo,
Texas.
r The title of the Associate Administrator for
Planning and Evaluation was changed to Associate
Administrator for Plans and Programs, the
oFFtcE 0i
FUEUC ArfArAS At0
c0lsuf li FAnTrcrf AT|oI
Flgure 29. Netionol Hlghway Trafflc Safety Administretlon
r0A{

Office of Program Planning was abolished, and
the Office of Program Analysis was renamed the
Office of Program and Rulemaking Analysis.
r The Office of Public Affairs and Consumer
Services was retitled the Office of Public Affairs
and Consumer Participation, to emphasize the
increased public involvement in NHTSA's programs.
Management Improvements
To provide management with an information system
consistent with program goals and objectives,
NHTSA developed procedures for recording and
reporting grant obligations and expenditures
(under Section 402 of the Highway Safety Act of
1966) by subject matter and remedial measures.
Three 40*hour technical courses in Automotive
Fuel Economy were conducted by the University
of Maryland, to assist about 50 NHTSA employees
to adjust to program changes resulting from
NHTSA's increased mission in automotive fuel
economy.
60
Civil Rights
The achievements of NHTSA's Civil Rights and
Equal Employment Opportunity (EEO) Program
for 1977 are summarized as follows:
r A Cooperative Education Program was initiated.
Participants were 42 percent minority and
57 percent female.
r Women employees participated, through the
NHTSA Federal Women's Program, in training
designed to enhance an appreciation of their
potential and to develop career-planning skills.
r Minority representation in professional positions
was increased from 9.8 percent to 10.4 percent
of total jobs in this category.
r Pre-grant reviews for civil rights implications
were made for the first time-and prior to funding-of
all State highway safety plans.
r The goal of contracts awarded to minority
business enterprises was exceeded for the sixth
consecutive year.

GLOSSARY
CB
CCMS
CITA
CMT
DOT
ECE
ECMT
EEC
EEO
EEVC
EPA
ESV
ETF
FARS
FEA
FHWA
FMVSS
6PO
GVWR
tRvw
rsA
ISRS
M
MITI
MPC
MY
NASS
NCSA
NCSS
NHTSA
NTIS
OECD
PICS
RSV
SAE
SRL
TRC
UTQG
- Citizens' Band
* Committee on the Challenges of Modern Society
- Committee International de I'Inspcction Technique Automobile
- Course Monitoring Tire
- Department of Transportation
- Economic Commission for Europe
- European Conference oI Ministers of Transport
- European Economic Community
- Equal Employment Opportunity
- European Experimental Vehicle Committee
- Environmental Protection Agency
- Experimental Safety Vehicle
- Engineering Test Facility
- Fatal Accident Reporting System
- Federal Energy Administration
- Federal Highway Adtnitristration
* Federal Motor Vehicle Safety Standard
- Government Printing Office
- Gross Vehicle Wcight Rating
- Integratcd Research Volkswagen
- Internalional Standards Orgatrization
- Injury Severity Reporting System
- Million
- Ministry of International Trade and Industry (Japan)
- Miles Per Gallon
- Model Year
- National Accident Sampling System
- National Center for Statistics and Analysis
- National Crash Severity Study
- National Highway Traffic Safety Administration
- National Technical Information Service
- Organization for Economic Cooperation and Development
- Pedestrian lnjury Causation Study
- Research Safety Vehicle
- Society of Automotive Engineers
- Safety Research Laboratory
- Transportation Research Center
- Uniform Tire Quality Grading
61

LIST OF FIGURES
Figure Page
A-1
A-Z
A-3
A-4
A-5
A-6
A.7
A-8
Trends in Vehicle Mileage and Mileage Death Rate, 1957-1977
Motor Vehicle Traffic Fatalities by State, 1977 and Percent Change from 1976
Motor Vehicle Traffic Death Rate, 1977, and Percent Change from 1976
Trends in Motor Vehicle Registrations, Licensed Drivers and Vehicle Miles of Travgl,
A-5
A"6
A-7
A-8
A-S
A-10
1957-1577
A-14 Pedestrian and Motor Vehlcle Occupant Fatalltles, 1957-1977
A-14 Motorcycle and Bicycle Fatalities, 1957-1977
A-15 Weekend-Weekday Contrast in Fatality Rates, 1977
A-16 Monthly Death Rates,lor 1972,1973, and 1977
A-17 Trend in Motor Vehicle Death Rates, 1957-1977
A-18 Trend in Ratios of Registered Vehicles to Drivers and Population, 1957*1977
.
A-11
A-12
A-13
A-14
A-15
A-16
A-17
A-18
A-19
A-20
A'21
A-22
A-20 Total Motor Vehicle Travel, 1957-1977
A-21 Motor Vehicle Travel on All Highway Systems, 1971-1976
A"22 Motor Vehicle Travel on the Interstate Highway System, 1971-1976
A.22 Motor Vehicle Travel on Non-lnterstate Highway Systems, 1971-1976
A-23 Average Free-Moving Travel Speed on the Rural Interstate System, 1960-1977
A-25 Licensed Drivers by Age Group, 1977
4-26 Percent Increase in Licensed Drivers by Age Group, 1967-1977
A-28 Distribution of Male Licensed Drivers by Age Group, 1977
A-28 Percent Increase in Male Licensed Drivers by Age Group, 1967-1977
A-30 Distribution of Female Licensed Drivers by Age Group, 1977
A-31 Percent Increase in Female Licensed Drivers by Age Group, 1ffi7-1977
A-35 Comparison of Traffic Deaths and lndustrial Production Index, U.S., 1957-1977
A'3 ,'.

LIST OF TABLES
Table
A-1
A-2
A-3
A-4
A-5
A-6
A-7
A-8
A-S
A-10
A-11
A-12
A-13
A-14
A15
A16
A-17
A-4
Page
A-9 Basic Statistics About Motor Vehicle Traffic Deaths in the United States
1957, 1967-1977
A-10 Basic Data Pertaining to Motor Vehicle Traffic Accidents, United States, 1957-1977
A-11 Growth in Population and Motor Vehicle Registration
A"12 Number and Distribution of Motor Vehicle Traffic Fatalities by Type, 1957-1977
A-13 Number and Population Death Flate of Motor Vehicle Traffic Fatalities by Type in
the Accident, 1957 -1977
A-19 Types of Motor Vehicles Involved in Fatal Accidents, 1975-1976
A-19 Comparison of Number of Miles Traveled Annually by Type of Vehicle, 1975-1976
A-24 Licensed Drivers by Age Group, 1967-1977, Total
A-27 Licensed Drivers by Age Group, 1967-1977, Male
A-29 Licensed Drivers by Age Group, 1967-1971, Female
A-32 Percent Distribution, by Age, of Drivers Involved in Fatal Accidents, 1977
A-33 Percent Distribution, by Age, of Male Drivers Involved in Fatal Accidents, 1977
A-34 Percent Distribution, by Age, of Female Drivers Involved in Fatal Accidents, 1977
A-36 $afety Belt Percent Usage, 1974-1977 Passenger Cars
A-37 Motor Vehicle Traffic Fatalities by Age and Sex, United States, 1976
A-38 Leading Causes of Death by Age and Sex, United States, 1975
A-46 Fatality Rates for the United States and Setected Foreign Countries, 1g7S

Motor Vehicle Travsl
(Billions of vehicle miles)
Mileage Death Flate
(Fatalities
per 1 00,000.000
vehicle miles)
_ 1600 8.0 -
_ 1400
- 1200 6.0 -
- 800
1 Mileage Death Rate
T A
\- l^{
\
Motor Vehicle Travel
I
I
I
NHTSA
GoalI
- 600 3.O -
- 400 2,0 -
- 200 1.0 -
1 955 1 965 1 970 1 975 r 980
NOTE: lmprovEmentsinvehicles,roadr,andsafetyofoperationhavereducedthedeathratepBrmile
of travel by ffiore than 43 percent since 1957, The decline in the mileage death rate means that
it is r'low pcssible to travel almost 18,000 milBs aI the sdme risk that wa$ attsined in driving
10.000 miles in 1957.
Figure A-1. Trends in Vehlcle Mileage and Mlleage Death Rate, 1957-1977
5.0 *
A-5

A.6
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-40
1 955
Vehicle Miles
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SOUFICE; Federaf High way Ad mi n istrat io n, H ig h wey Sfat ltfus.
Motor Vehicle
Begistrations
1 960 1 965 1 970 1 975 1 980
NOTE: Between 1 957 and the fuel 5hortage ar rhe end of 1 973 there wes a rapid growth
in the use of motor vehicles. Vehicle miles traveled increased faster then the
number of vehicles, and both increased faster than the number of drivers. Thus,
travel per vehicle, travel per driver, and vehicles per driver increased throughout
the period,
Figure A'4. Trends In Motor Vehicle Regi$trations, Licensed Drivers and
Vehfcfe Miles of Travet. lglt-lgt7

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8
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t
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A.t0
Year
1557
1 958
1 959
I 960
1961
1 962
r 963
1964
I 965
1 966
1 967
1968
1 969
1 970
197 1
1972
1 973
1974
1975
1 976
1977E
Table A-2. Basic Data Pertaining to Motor vehicle Traffic Accldents.
United States, 1957-1977
Resid€nt
Population
(thousandsl
171
,187
't74,149
177,135
179,979
182,552
185,771
188,483
1g 1,141
193.526
195,576
157,467
199,399
201,385
203,810
206,212
208,230
209.844
21 1,390
213,124
214,649
216.332
Licensed
Drivers
(thousands)
79.631
81,537
84.498
87,253
BB,7 44
90,588
93,573
95,468
98,502
100,998
103,172
105,410
r 08,306
1 1 1,543
114,426
118,414
121,546
125,427
129,791
134,036
r 37,901
Registered
Motor
Vehiqles
(thousandsl
67,5S5
68.818
71 ,919
74,432
76,557
79,811
83,484
87,299
91,740
95,703
98,859
102,587
107,412
111,242
116,330
122,557
130,025
134,900
137,926
143,538
148.880
Vehicle
Miles
Traveled
(billionsl
647
665
700
719
738
767
805
847
888
928
966
1,020
1,066
1 ,'t 14
1,1 84
1,265
1,317
1.283
1,331
r,409
r,466
Traffic
Deaths
36,S32
35,331
36,223
36,399
36,285
38.980
41,723
45,645
47,089
50,8S4
50,724
52,725
s3,543
52,627
52,542
54,589
54.052
45,1 96
44,525
45,523
47,671
sources: vehicle Travel, Registered vehicfes and Licensed Drivers from Federal Highway
Adrninisrratiofl
. Highway Statistics Division
Mileage
Death Rate
(Deaths per
Hundred-Million
Vehicle Milesl
5.71
5.32
8.17
5.06
4.S2
5.08
5,18
5.39
5.30
5.48
5.25
8.17
5.02
4.72
4.44
4.32
4.11
3.52
3.35
3,23
3.25
Population trom U.S. Bureau of the Census
Traff ic Deaths: 1557'1914, f rom National Center for Health Statistics, HEW and State
Accident Summaries (Adjusted to 30 Day Traffic Deaths).
1975'1977 , from Fatar Accident Reporting system (30 Dav Traffic Deathsl.
E - Estinreted.

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A-14
Deaths(thousands)
-50
_40
-20
-10
I 955
i l
SOUBCES: Deaths:
Deaths
- 4000
- 3500
- 3000
- 2s00
- 2000
-1500
- 1000
- 500
- - - d
at'
I Pedestrians
l t l r l
1 960 1 S65 1 970 1975 1980
1957-1974, E$timated by NHT$A from data supplied by Nationsl Center for
Health Statistics, HEW and State Accident Summaries (adiusted
to 30 dav deaths).
1975-1977, NHTSA Fatal Accident Reporting System.
Figure A"5. Pedestrian and Motor Vehicle Occupant Fatalities. 1957-1977
r 955
i r f i r - J d
l t
- - l
1 970 1 975
Flgure A.6. Motorcycle and Bicycle Fatallties, 1957-1977

Number of Fatalities
per Hour
-16
# 12
-8
-4
-0
t t t l r r
t t t r
r l t l l l l l l
EEEEE E EE EE E EEE EEFEE EqE EE
(O F cO o) Q F 61 - ot (Q

A-16
Mileage Death Rate
- 5.0
- 4.8
-4
- 4.2
- 3.8
- 3.6
- 3.4
- 3.2
- 3.0
- 2.8
- 2.6 Jan Feb Mar Apr May Jun Jul Aug sep Oct Nov Dec
SOURCE: Miledge data supplied by Federal Highway Administration,
NOTE: Thegraphforl9T3,whencomparedtol9-l2,illustratesthegeneral trendof annual
rerluction since the Highway Sefetv Act of 1966. The sharp drop that occurred at
the end of 1973 6nd continued through 1977 also reflects the chanqe in automobile
use resulting from the energy crisis.
Figure A.8. Monthly Death Rates,lor 1972,1973, and 1977

-20
,//
Deaths per 100,000 Registered Vehicles
t---
, t l
Deaths per 100,000
Licensed Drivers
-.1'+.1'
Deaths per 100,000 Fesident Population
I
.l
\.1-.:-.
1955 1 960 1 965 1 970 1 975 1 980
SOUHCES: D6eths: 1957-1974, National Center for Hgdlth StEtistica and State Accident Summaries
(adjusted to 30 day traffic deaths) ; 1915-1977, National Highway Traf{ic Saf ety Administration,
The Fatal Accident Fleporting System.
Vehicle travel, registered vehicles. and licensed drivers: Federal Highway Administrgtion
Highway Statistics Divlsion.
Pooulation: Burssu 61 the Censui.
NOTE: From 1966 to 1973, deaths per registered vehicle and licensed driver have con$istently
decreased while deaths per population have remained fairly constant. The reductions
from 1974to 1977 mey be attributed largely to the speed limit.
Figure A.9. Trend in Molor Vehlcle Death Rate$, lgSZ-1977
A-17
i
I
,l

A-18
Ratio
- 1.2
F 1.0
- 0.6
- 0.4
- 0.2
Registered Vehicles
Driver Licenses
Registered Vehicles
Population
SOURCES: Registered VehiclesEnd Licensed Drivers: FHWA, Highway Statistics Division.
Pooulation: Bureau of the Census,
'
NOTE: This chart illustrates the relative increasB in motot vehicles compared to drivers and the
relative population, In 1 957 there were two vehicles for every 5 persons in the United
StatesandmorethanEdriversforevery4vehicles, Inl9TTtherewere2vehiclesfor
every 3 persons and more vehicles than drivers.
Figure A-10. Trend ln Rallos ol Registerod Vehicles to Drivers
and Population, 1957-1977

Table A-6. Types ol Motor Vehicles Involved in Fatal Accidents, 1g75-tgz6
Type of Vshicla
Passenger
Car
Motorcycle
Commercial Bus
School Bus
Single-Unit Truck
Pickup and Van
Other S.U. Truck
Multi-Unit Truck
Other
Percent of All
Vehidor Regirtered
Percent of All Vehicles
in Fatal Accidsnti
1975 1976 1 S75 1 976
77.4
3.6
0.1
0.2
17.9
0.8
76.9
SOURCE: Accident dats: NHTSA Fat8l Accident Reporting Syrtem
Rdgi$trstion dStE; BEsd on preliminary 6stim6t6s frofl the Federal Highway Administrstion
NOTE: Motorcycles and heavy trucks Ere over'represented in fatal accidents. The weight of truckr maket
them e$pecially lethal in highwEy Eccidents while motorcyctists Ere extremely vulnerablo to iniury.
3.4
0.1
0.3
':u
0.8
69.0
5.9
0.4
0.2
1s.6
fi 3.7)
(1.e)
5.2
3.7
67.4
6.0
0.3
0.2
r6.8
( r 4.8)
(2.0)
Tabfe 47. Compdeon of Number of Mll€B Tr:awled Annually by Type ol Vehicle, 1975-f 976
Typr of Vrhicls
Passenger Cars
Motorcycles
Commercial Buses
School Buses
Single-Unit Trucks
Multi-Unit Trucks
All Motor Vehicles
'Millions of whicl6 firil6s.
6.1
3.2
Total Travel* Average Annual Travel Per Vehicle
ts75 1976 % Change 1975 1976 % Change
1,028,121
22,351
?.648
2,500
218,894
55,560
1,330.074
r,074,000
22,452
?.899
2,862
247,895
59,055
I,40S, r 63
SOURCE; Federal Highway Adminidtration lPreliminarv Ectimates).
+4,46
+0.45
+9.48
+14.48
+13.25
+6.29
+S,95
9,634
4,500
28,230
6,788
8.882
49,1?5
9.644
9,733
4,500
29,948
7,502
9,355
48,366
9,81 7
+1,02
+6.09
+ 10.52
NOTE: Except for motorcycles and multi-unit trucks, the average travel per vehicle has increased. The growth in the
number of vehicles has resulted in sn almost six percent increase in total mile$ traveled.
+5,33
- 1.55
+1
.79
A-19

A-20
Vehilcle Miles (hillionsl
- 1600
- 1400
-1200
- t0o0
- 80o
- 600
- 400
- 200
Rural - -'
SOUFICF: Federal Highway Administration,
NOTE: tn recent years, travel in urban areas has been increasing slightly faster than travel in rur€l
areas" This is due primarily to increased local and municipal road mileage caused by suburban
development.
There has been a steady increase in vehicle miles traveled except in 1974.
Ffgure A.11. Total Motor Vehicle Travel, 1gi7-1gll

VehicleMiles (billions)
-1600
- 1400
- 1?00
- 10oo
- 600
- 400
Fural l-l
Urban
[-l
1 97 1 1972
$OURCE: Federal Highway Administration,
Totat Eil
1 973 1 974 1 975 1 976
Figure A.12. Motor Vehicle Travel on All Highway $ystems, 1g7i-i9Z6

A-22
Vehicle Miles (billions)
- 250'-* Rural fl Urban
filn Total W
- 200
- 150
- 100
-_50
1971 1972 I 973 1574 1 975 1 976
SOURCE: Federal Highway Administration.
NOTE: Interstate Highway System is synonymou$ with the Federal Highway Administration
categories Interstete (,Arterial) and Interstate (finat).
Figure A-13. Motor Vehicle Travel on. the Inler$tate Highway System, 1971-1976
Vehicle Miles (billions)
-1zoo Rural l-l Urban ffiil,'ll Total
SOURCE: Federal Highway Administretion'
Figure A-14. Motor Vehicle Travel on Non-lnterstate Highway Systems, 1971-1976

Speed (mph)
-58
_56
1960 1965 1 970 1 975 1 980
$OURCE; Computed from data supplied by the Federal Highwey Admlnlstration.
NOTE: Over the 1 O years from 1963-73, the average speed of vehicles on the rural IntBrstate
System increa$ed more than I percent. A corresponding increase in crash speeds
occurred. This has been a significant factor in the rise in highway deaths, because
high crash speeds increase the chance that a fatality will occur. ln 1974 the average
speed dropped 1 1 percent balow that of 1 973. During this same period, traffic
fatalities dropped 1 6 percent. Since 1 975. the average speed has increased slightly
but it is still well below the 1973 average speed.
Flgure A-15. Average Free.Movlng Travel Speed on the Rural Interstate System, 1960-1977
A-23
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:'9 -. = i'= fi'= i.''
= i'= ;'l . l ."'l r : e':
*Be PEe Hle Hre Pf =+* PEe 8S SH 3H frH
H+ Ht H": Hc] F,i.: H.: :.: id-H d,H iH [";
;3 ;': o'I

Total Licensed Drivers - 137,901,000
9 9 6 , r t A q o r E o r v g ) o )
C { C \ r f \ r c ' l f / ) S S r o r l t t p ( b 6
h 9 r 5 l + r 5 - r o r r , d $ , d d r * ;
d $ l ( \ l c ' r C ' ) + = l r l t f l ( D o g
€ o
Age Group
Figure A-16. Licensed Drivers by Age Group, 1977
A.25

A-26
-80
-60
-40
-20
Percent
o r f c D t o r r q l
(\/ (\t o{ (Y, cc tl
- L d , i r d , i a
t $ r ( \ r ( Y ) f i l t
f
o ) E t o r t 6 ,
q r I ) t . f ) ( o ( o
u 5 d u 5 o r r )
!l ro ro (o (o
Age Group
o)
( o j j
r O
6J t-
NOTE: Change in the age distribution of licensed drivers is an important element of the highway
safety problem. In recent years, the lergest increases have occurred in those ege groups
where accident rates have been higher than average,
During the period there wa$ I v6ry large increase (1O2 percent) in the number of licenses
issued to women over 59" This is believed to reflect the tremendous increase in driving by
women that took place between World War I and World War ll. In the decade from 1967
to 1977,the young licensed drivers (under 30) and the old (over 59) increased much more
rapidly than those in the middle group (30 to 59), The increase was 50 percent in the
under-3O group and 58 percent in the over-S9 group, but only 19 percont in the 30-59
group. There was an increase of 49 percent in the number of license$ issuod to female
drivers, but only 23 percent in the number of licenses issued to male drivers, As a result,
in the eleven Vaer period, the estimated ratio of male to female drivers declined {rom
3:2 to 7:6.
Figure A.17. Percent Increase In Licensed Drivers by Age Group, 1967-1977

.E (E
E
rJ
h
g,
I
(E'
ct)
d,
=
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ct
o
,9^
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o
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oi
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ur
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ln
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ul
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.yi ' Fi,r' ci,', nr; 3'; H-; B; ;-; T'; :-:; se
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N- $
c\j'+ Fa'$ 6i +
N'f N't fl)-

- 15
*10
-60
.-40
+20
- _20
O
rr
S O
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t < r q
f f J q
Male Licensed Drivers - 74,195,000
6,

g
IE
E
o
l|.
FJ
gt
I
CD
ctt
d
=
g
(5
o Eta

- 15
-10
o s 6 j q c ' r
f t + c r T q
! o r . ( ' o l . c t
g N 6 r c D c r )
U '
f
Female Licensed Drivers * 63,706,000
.S oJ rt oJ
9 T + P
o r r J o r . c ,
t q f r . c ' l f )
Age Group
+ o )
(o (s
( ) t r ,
(o (o
Figure A'20. Distribution of Female Llcensed Drivers by Age Group, 1977

R S S S B S + S E 3 E 3 E
h o l f r o 1 6 o t o c t u . r o r f r * . b
f i e . r e . r f r < ' + + r b r r i 6 d g F
c o
f
Age GrouP
Figure A-21. Percent Incr€asa In Female Licensed Drlvers by Age Group, 1S67-1972

Table A-11. Percent Distributlon, By Age, of Drlvers Involved in Fatal Accldents, 19?
Type of Accident
Licensed Drivers
All Fatal Accidents
Single Vehicle:
Overturn in Road
Other Non"collision
Collision w/f ixed Obiect
Multi-Veh icle:
Rear ertd
Head on
Angle
Sideswipe
Pedestrian
Pedalcyclist
Under
20
8,9
18.10
23.81
20.22
?3,48
12.S8
16.43
16.13
16.57
16.67
19.77
Age of Driver
20-?4 25-34 35-44 45-54 55-64
13.6
21.43
25.51
22.O4
?5.92
18.r9
20.04
19.24
20.33
20.77
19.77
24.0
23.8S
?4.44
24.t1
22.47
25.48
24.92
22.a8
25.37
26.21
24.52
16.6
1?.80
10.57
13.48
10.15
16,15
13.92
12 94
13.18
13.91
13.74
SOUFCE: Estimated f rom the N HTSA Fatal ,4 ccident Reporting System (FARS)'
14.9
10.01
8.36
9.r1
7.72
12.84
10.73
10 68
11 .17
10.36
10.01
12.3
7.15
4.31
6.19
5.60
8,52
7.87
8.24
7.36
6.88
7.83
NOTE: Drivers under 25 are over.involved in all types of accidents, compared to the total number of
licensed drivers in thar age group. The over-involvement is greatest for single-vehicle accidents,
especially collision with fixed object, overturrted in road and other nontollision. Both male
and female drivers in this age group show the same pattern of over'representdtion Drivers in
age group 35-64 are generally in fewer accidents than would be cxpected on the basis of their
numbers. Drivers over 64 show a mixed pattern. with an over-representation of females and
under-represenlalion of males.
Over
64
9.9
6.37
2.73
2.13
4.36
5.55
5.95
10.49
5.66
4.92
4.24

Type of Accident
Licensed Drivers
All Fatal Accidents
Single Vehicle:
Overturn in Road
Other Non-collision
Coll ision w / lixed Object
Multi-Vehicle;
Rear End
Head On
Angle
Sideswipe
Pedestrian
Pedalcyclist
Table A-12. Percent Distrlbution, By Age, of Male Drlvers
Involved in Fatal Accidents, 1977
Under
?o
9.1
18.08
22.90
20.31
23,65
12.67
16.26
16.36
16.16
16.42
r 9.87
Age of Driver
20-24 25-34 35-44 45-54 55-64
13,4
21.99
26.30
?2.SS
26.62
18.67
20.65
19.83
1 9.76
20.57
21.32
23.4
24.35
24.60
23.66
22.79
25.71
25.66
22.63
26.97
26.51
24.O7
16.0
12.61
10.60
13.62
9.88
16.13
13.69
12.62
13.30
13.92
13.25
SOURCE; Estimated from the NHTSA Fata! Accident Reporting Wstem (FARfl.
14.8
LC?
8.30
s.38
7.49
12_99
10.50
10.66
11 .44
'10.47
s.85
12.5
6.78
4.33
6.47
5.31
8.20
7.16
7.69
8.71
7.14
7.59
Over
64
I 1.0
6.06
2.6S
2.S0
3.96
5.31
6.97
10.00
8.22
4.82
3.88
A.33

A-34
Table A-13. Percent Distrlbutlon, By Age, of Female Drivers
Involved in Fatal Accidents. 1977
Type of Accident
Licensed Drivers
All Fatal Accidents
Single Vehicle:
Overturn in Road
Other Non-collision
Coll ision w/f ixed Object
Multi-Veh icle;
Rear end
Head on
Angle
Sideswipe
Pedestrian
Peda lcyclist
Undsr
20
8.7
18.20
28.62
19.79
22.50
14,80
17.18
15.29
18.56
17.80
19.38
Age of Driver
20-24 25-34 35-44 45-54 55-64
13.8
18.96
21.46
18.75
?1.76
15.30
17.55
17.04
23.05
21.81
13.75
24.8
21.89
23.64
31.25
20.s9
?4.1 I
21.90
20,05
17.66
25.1 6
26.25
16.9
13.65
14.42
r 3.54
11.76
16.28
14.86
14.16
12.57
13.89
15.63
SOURCE: Estimated from the NHTSA Fatal Accident Reporting Systam (FAFfl,
15.1
1Q,44
8.55
8.33
9.12
12.0r
11 .67
10.71
9.88
9.97
r 0.63
12.1
8.S2
4.20
5.21
7.28
10,36
10.83
10.33
10.48
5.87
8.75
Over
64
8.7
7.81
2.95
2,08
6.76
6.91
5.88
12.32
7.78
5.41
5.63

lndustrial Production Index
1967 = 100
- 10o
-90
-80
-50
Traffic Deaths
(thousands)
t l r l l l
1955 1960 r 965 I 970 1 975 1 980
SOURCES; Federal Fleserve Board
Dearhs: 195(}1974, National Center for Health Statistica.
1975 and 1 976, Fatal Accident Reporting System.
NOTE; From 1957 to 1966 the annual changes in highway fatalities have correspondsd closely
with change$ in the Fed€ral Reserv€ Board lndustrial Production Index. Clearly both
trends have many common ceusative factors. Beginning in 1967, however, the rate of
increase in highway deaths has fallen behind that of the Industrial Index, although simi-
' larities in the two trends are still apparent.
Figure A-22. Comparison ol Tralllc Deathe and lndustrlel Productlon Index,
u.s.. 19s7-1977
62-
57-
52-
42-
32-
A-35

A.36
Table A-14. Safety Belt Percent Usage
'197
4-1977 Passenger Cars
Usage by Model Year and Car Size
Size 1S76.1977
Subcompact
Compact
Intermediate
Standard
Luxury
32.8
22.0
17.2
18.1
15.6
Usage by Sex and Age Group
24.9
17.9
14.7
15.0
13.7
Restraint Ueed Male Female 16.24 25'49 Over 50
Lap and Shoulder Belt
Lap Belt Only
Combined Total
11.7
5.6
17.3
11.9
8.7
20.6
't1.7
SOURCE: NHTSA estirflates based on a $urvey in 16 cities during 1977. Data was used only when
vehicle model vear was confirmed by State$'Departments of Motor Vehicles (Contrect
DOT-HS-6-0 1 340) .
NOTE: Safety belt usage ratB has declined steadily from 76% in 1974 model interlock equipped
cars during 1974 to 25o/o in 1977. The usage rate in 1977 model cars is 17a/o, The 1977
survey shows a higher usage rate in smaller cars and among younger drivers.
7.1
18.8
12.7
6.6
19.3
8.3
7.1
15.4

Table A-15. Motor V€hicle Traflic Fatalltiss by Age and Sex
United States, 1976
Age Male Female Total
o- 4
5- I
10- 14
15- 19
2A-24
25-29
30,34
35- 39
40-44
45-49
50- 54
55 59
60-64
65-69
70-74
75 7g
80- 84
85-89
90-94
Over 94
Unknown
Total
712
891
1,056
6,262
6,234
3,782
2,305
1,629
1,449
1,400
1,510
1,?60
1,130
s32
847
t07
515
221
5S
11
126
33,038
539
555
565
2,1 99
1,556
989
651
510
532
529
678
536
576
568
573
469
344
114
31
5
64
1?,481
SOURCE: Fatal Accident Feporting Svstem, NHTSA (30 dav deaths)'
1,251
1,447
1,621
8,461
7,790
4,771
2,956
2,139
1,981
1,929
2,088
1,796
1,706
1,498
1,424
1,1 76
859
335
90
16
r93
45,523
A-37

A.38
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A46
Table A-17. Fatality Rates lor the United States and Selected Foeign Countries,
1975
Gountry
Belgium
Canada
Finland (1974)
Germany
Netherlands
Norway
Spain
$weden
United States
Fatalities per
100,000 Population
23.9
26.6
18.4
24.1
17.0
13.4
16.4
14.3
20.s
SOURCE: European Conference of Mini$ers of Transport.
Fatalities per
100.000 Passenger Cars
89
72
s0
83
69
58
t28
43
43
Fatalities per
100 Million Vehicle-
Kilometers
(Passenger Cars)
8.5
3.5
7.0
6.0
4.5
4.6
14.0
3.0
3.0

Appendix B
The National
Motor Vehicle Safety
Advisory Gouncil
1977 Membership

NATIONAL MOTOH VEHICLE SAFETY ADVISOHY COUNCIL
1977 MEMBERSHIP
Mr. William T. Birge
Vice Presid en t -Engineerin E
Automotive Control Systems Group
The Bendix Corporation
401 Bendix Drive
South Bend, lndiana 46602
Dr. B. J. Campbell
Director, Highway Safety Research Center
University of North Carolina
Chapel Hill, North Carolina 27514
Mrs. Julie Candler
Automobile Editor
WOMAN'S DAY Magazine
430 North Woodward
Birmingham, Michigan 4801 I
tMr. Gilbert E. Carmichael
President, The Carriage House
P.O. Box 5673
Meridian, Mississippi 3930I
Mr. H. David Crowther
Director, Public Relations
Lockheed-California Company
P.O. Box 55I
Burbank, California 91520
+Dr. Harold Allen Fenner, Jr.
Department of Orthopedic Surgery
Norte Vista Medical Center, Ltd.
2410 North Fowler Streer
Hobbs, New Mexico 88240
*Mr. Donald L. Gibson
Deputy Chief
California Highway Patrol .
P.O. Box 898
Sacramento. California 95991
+Mr. Joel K. Gustafson
Custafson, Caldwell, Stephens & Ferris P.A.
l4l5 E. Sunrise Boulevard
Fort Lauderdale, Florida 33304
Dr. Henry A. Hill
President, Riverside Research Laboratory, Inc.
300 Neck Road
Haverhill, Massachusetts 01830
Dr. Don L. Ivey
Director, Highway Safety Research Center-Texas
Transportation Inst.
Texas A&M
College Station, Texas 77843
Mr. Warren E. Jackson
Vice President & Director of Engineering
The Travelers Insurance Companies
I Tower Square
Hartford. Connecticut 061 15
Mr. Robert D. Knoll
Chief. Auto Test Center
Consumers Union
367 Boston Post Road
Orange, Connecticut 06477
'Mr. Louis C. Lundstrom
Executive Director
Environmental Activities Staff
Ceneral Motors Corporation
Detroit, Michigan 48202
Mr. Robert L. McCaffrey
Assistant to the President
Truck Division
International Harvester
401 North Michigan Avenue
Chicago, lllinois 6061 I

Mr. Henry J. Nave
Special Advisor to the Chief Executive Officer
Mack Trucks, Inc.
P.O. Box M
Allentown, PennsYlvania 18105
Mr. George Nield
Technical Consultant, Automobile Importers of
America
900 lTth Street, N.W.
Washington, D.C. 20006
Mr. John W. Noettl
Director, MembershiP Services
Automobile Club of Missouri
201 Progress ParkwaY
Maryland Heights, Missouri 63043
Mr. Arthur R. Railton
Former Vice President, Corporate Relations
Volkswagen of America, Inc.
South Summer Street
Edgartown, Massachusetts 02539
Mr. Archie G. Richardson, Jr.
President. Automobile Owners Action Council
l4ll K Strcet, N.W.*Suite 8m0
Washington, D.C. 20005
Mr. Cene Robetts
Commissioner, Fire and Police Department
Chattanooga, Tennessee 37402
Dr. Kenneth J. Saczalski
Associate Professor, Mechanical Engineering
Northern Arieona University
Flagstaff, Arizona 86001
+Mr. Gordon M. Scherer
Attorney at Law
Cors, Hair & Hartsock
l7l7 Carew Tower
Cincinnati, Ohio 45202
LECEND;
E-4
rChrysler/Mercedes
DealershiP
rMembers of the Truck and Bus Safety Subcommittee.
rDr. Basil Y. Scott
Deputy Commissioner for Administration
New York Department of Motor Vehicles
Empire State Plaza
Albany, New York 12228
*Mr. Herbert D. Smith
Former Vice President
Uniroyal, Inc.
l4O Bingham Avenue
Rumson. New Jersey 07760
Mr, J, W. Stevens
Member, Broward County Board of Commissionerg
201 S.E. 6th Street
Fort Lauderdale, Florida 33301
*Mr. BerkleY C. Sweet
President, Truck Body and Equipment Association
5530 Wisconsin Avenue, N.W.
Washington, D.C. 20015
'Mr. Martin D. Walker
Executive Vice President
Automotive OPerations
Rockwell International Corporation
2135 West Maple Road
Troy, Michigan 48084
Dr. Julian A. Waller
Chairman, Department of Epidemiology &
Environmental Health
University of Vermont
Burlington, Vermont 054O1
Mr. Don A. Wilson
Distribution SYstems Manager
The Southland CorPoration
Box 719
Dallas, Texas 75221
rDr. Ruth E. Winkler
Optometrist
lE72 East 15th Street
Tulsa. Oklahoma 74104

Traffic and Motor VehiclE
Safety Programs
Authorization
I
Appropri ation
Automotive Fuel
EcorromV and Coniumef
Inf ormation?
Authorirdtion
Appropriation
Highway Safety Besearch End
Development Programl
Authorization
J
Appropriation
Compliance Test FEcility
Autlrorizationl
Atrpfopriation
Toral Traffic and H iqhway
Safety Appropriation
Authori?ation
Appropriat ion?
State and Community
Safety Aopropriation
Au th or ization
( | ncentives)
Qbl igati ons:
NHTSA
(l ncenrives)
FHWA
Table C-l. Summary ol Authorization and Appropriatlon
Fiscal Years 1967-1978 (Millions of Dollars)
FY 67 FY 68 FY 60 FY 70 FY 7I FY 72 FY 73 FY 74 FY 75 FY 76 FY f7 FY 78
r3.9
5.0
10.0
4.3
3.0'
.7
23.9
9.3
67.0
2.0
18.5
12.5
20.0
7 a
l.J-
1.2
38,5
r 9.8
'r 00.0
?5.0
24.1
15.9
25.0
10,6
l.ts
0
49.5
26.5
I O0.0
65.0
23.0
20.2
30.0
10.0
0
0
53.0
30.2
o"
?0.0
40,0
?5.9
37.5
17 .Q
0
0
77.5
42.9
75.0
rAuthorizsd under the NErionrl Traffic ond Motor Vehicle Saletv Act.
?Authorired uilder the Mator Vehicle Inlormation and Cosr Soving$ Act with vnrpecifisd fundin€ lifi;tetion,
lAuthorized undsr thc llighwnv Sefery Act.
4 Lump sum authoritation tq remain avsilabl€ until expended.
5 Femarnrn6 unapprop,io(€d bEtsnce.
6 Funde appropriated f or conilruclion of complisnce teit itritiry withdrtn.
TTheTrFtticand HighwEy Safsty Aporopriotion opprapriates funds lor proorsfri ol both rubrtentive Actr, Fnd th6 Moror VBhicle Conrumer Informarion Program.
sTolsl autho,itdlion of $'|75 million resind6d undor rhe HiqhwEy Setety Act of t9?O-
YFor flsca yeats 1967-1971 otrlrgilionr were incurred in total lor l6 Saf!ty Sl0ndordr. Currenfv, NHfSA has rssponEibility for 14,1/? StFnderds, FHWA for 3.1/? Stsnd€rdr.
'olncludcs auihorizdtiod of $3O.0 millian tor FHWA.
lllncludes nurhoritdtion of 3?5.0 millron tor FHWA ond $37,5 miiliqn lq. incen(ivs drdn(r for NHTSA,
ll Includes authoriztstion ol $30.0 miJlioa fof FHWA and 948 mrilion for incenr;ve qronG tor NHTSA.
lllncludst autho/ire(iorr of $35,0 million for FFIWA rnd $56,6 millian lor inc€ntive granrs for NHTSA,
l4lncludet suthori?otion ot $25.0 million lor FHWA snd $15.0 million lor Incenrrvr qr.nri for NHTSA,
I 5 Includes pey rEis sstimatss ol 91.5 million for FY 1978.
o6
40.0
3Q.7
70.0
38.6
9.6
s.6
1 19.6
78.9
78.0"
67. t
12.9
JO,U
a?n
?3.0
115.0
44.2
0
0
151.9
77.2
l30,o'o
82. I
'| 2.9
30.3
30.3
37.0
15.0
42.5
JO.O
0
g.06
't09.8
75.1
l6?.Et
t
(37, s)
66,8
{.3)
1a t
b5.0
55 1
48.0
7.7
85.0
28. I
0
0
r 58.0
70.9
zo3.ott
(48.0)
85.3
{ 13.4)
14.7
60.0
38.3
7.5
.7
ts5.0
29.0
0
0
68.0
241,5"
(56.51
1 00.9
( r 3.2)
19. I
60.0
41,8
1 1,7
7.4
40,0
?7.1
0
0
76.3
l6?.ot
o
(15.0)
r ?9.0
(15.0)
21.0
00.0
42.A
4.7
10.2
60.0
?6.9
0
0
79.9
t t
1i7.ot'
( r 5.0)
172.Q
(r 5.0)
?8.0
Total 2.O 65.0 70.o 75.0 80.0 95.0 80.0 r 00.0 120.0 r 50.0 200.0
Il'l

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9 g

Appendix
D
Publications of the
National Highway
Traffic Safety
Administration

NOTE
This list comprises National Highway'l"raffic Safety Administration
publications publishecl chrring 1977. Titles
are arranged alphabetically and availability or sales in_
formation is provided. Full addresses of sources from
which these publications can be obtai red are given below.
Additional information on the publications of
NHTSA may be obtained from thc Ter:hnical Reference
Branch, Room 5108, 4O0 7th Street, S. W., Washington,
D.C. 20590. Telephone (ZOZ) 426-2768.
Sources:
National Highway Traffic Safety Adn inistration
(NHTSA)
4O0 7th Strcet, S.W.
Washington, D.C. 20590
l. An Activist's Guide for Curbing the Drunk
Driver. Aprll 1977. Limited copies available fiom Gen_
eral Services Division, NHTSA. DOT-HS-902 ll0.
2. Analysis of Angular Misaligr,ment Errors in
Mounting Linear Acceleromelers to ,lnatomical Sub-
"/?c/s. NHTSA Technical Rcporr by ArrLold K. Johnson.
ocrober t977. NTIS. pB-273-561. $5.;:5.
3. Automobile Passiye Restraint Systems, What
They Mean to You. October 1977. Limited copies avail,
able from Ceneral Services Division, NHTSA. DOT-
HS-802 538.
4. Automotive Fuel Economy pntgmm. First An_
nual Report to the Congress. January 1g77. Limited
copies available from General Ser.vices Division,
NHTSA. DOT.HS.8OZ I6O.
5. ElJect of Rate of Chan1e of filip on the peak
Braking Coefficient of Passenger Cu Tires. NHTSA
Technical Rcport. August 1977. NTIS. pB-270 934.
$5.25.
6. Emergency Medical Semices Statules, LI.S. State
md Terrilorial Survey. November 197?. Limited copies
available from Ceneral Services Division, NHTSA.
DOT-HS-802 688.
National Technical Information Service (NTIS)
Department of Commerce
5285 Port Royal Road
Springfield, Virginia 22t 5l
Superintendent
of Documents
U.S. Covernment Printing Office
Washington, D.C. 20402
Prices are subject to change.
For earlier publications, see previous annual report$ flnd
Publications of the National Highway TraJfic SaJeIy
Administration. Iune 1977.
7. Emergency Medical Techniciun Basic Training
Course. For sale by Superintendent of Docurnents:
Title Order No. price
Course Gnlde (Second Edition),
1977.
student studt Guide, 1977.
Inslructor's Lesson plans
(Second Edition), 1977.
050{0340275-3 $t.ln
050-003-00278-0 3.50
050{0340277-l 4.50
8. Emergency Medical Technician paramedic
National Training Course. l9?7. For sale by Supcrintendent
of Documents:
Title
Order No. Price
EMT-Psramedic Course 050-003-00279-8 $2.50
Guide
l5 Modules
sold in sets
(total ser pricc
$4r.90)
Instructor materials:
Module l. The Emergency
Medical Techniciun
050-003-00280_1 1.60
Modufe 2. Hunan Systems
ond palient
Assessmenl 050{03-m28l-0 3.Zs
D-3

Module 3, Shock and Fluid
Therapy
Module 4. General Pharma-
050-003{0282-8 3.00
coloEy
Module 5. RespiratorY
050-003-00283-6 2'75
Svstem 050-003402844 3.25
Module 6. Cardiovascular
System 05040340285-2 3.50
Module 7. Central NerYous
System
050403-00286-1 2'75
Module 8. Soft Tissue
Injuries 050403{02874 3.00
Module 9. Musculoskeletal
System 050-m3-00288-7 2.75
Module 10. Medical Emergencies
050-00340289-5 3.00
Module ll. Obstetric/GYn
Emergencies
Module 12. Pediatrics and
050-m3-00290-9 2.15
Neonatal Trans'
port
Module 13. Emergency Carel
Emotionally
050-003-m291-7 2.50
Disturbed
Module 14. Extrication/Ra-
050403-00292-5 2-50
cue Technique 050'0034m93-3 l'30
Module 15. TelemetrY and
Communicatiow 050-003-00294-l l'50
g. Estimating the Sqfety qffects of the 55 MPH
National Speed Limit. NHTSA Technical Note by Ezio
Cerrelti. June 19?7. Limited copies available from Ceneral
Services Division, NHTSA. DOT-HS-802 475.
10. An Evaluation of the Highway Safety Program.
A Report to the Congress from the Secretary of
Transportation. July 1977. Limited copies available
from General Services Division, NHTSA. HS-802 4El'
ll. Experimental SaIety Vehicles Intemational
Technical Conference, Report on the Sixth, Washington,
D.C., October 12-15, 1976. 1977' Limited copies
available from General Services Division, NHTSA'
DOT-HS-802 501.
12. Fact Sheets. In format of National Highway
Traffic Safety Administration News Releases. Limited
copies available from Office of Public Affairs and Consumer
Participation, NHTSA:
Brake Fluids. September 1977'
Fuel Economy Standards for Model Years 198I-1984
Passenger Cars. June 26, 19'17,
Volkswagen Inte1rated Reseurch Vehicle Accepted for
Testing by Department of Trunsportation's National
Highway Traffic SaJ'ety Administration. June 28'
1977.
13. Fatal Accident Reporting System 1976 Annuul
Report. November 1977. Limited copies available from
General Services Division, NHTSA. DOT-HS-802 60?'
D-4
14. Fstal Accident Reporting System Report for
the First HalI of 1976. March 1977. Limited copies available
from General Services Division, NHTSA. DOT-
HS-802 384.
75. Fatal Accident Reporting System. Report for
the First Nine Months of 1976. June 1977. Limited
copies available from General Services Division,
NHTSA. DOT-HS-802 430.
16. Federal Motor Vehicle Safety Standards and
Regulations, with Amendments and Interprelations
Issued through May 1976. March 1977. Looseleaf. For
sale by Superintendent of Documents, by subscription.
No. 050-003-9ffi80-0. $35.00, domestic; $43.75, foreign.
17. 55 MPH Fuct Book. September 1977. Limited
copies available from General Services Division,
NHTSA. DOT-HS-802 590.
18. Fuel Econony Imprcvement Through Diacnostic
Inspecfron. NHTSA Technical Report by Ted
Bayler and Leslie Eder. March 1977. NTIS. PB-265 064.
$4.00.
19. FY I97l Implementation of the National Accident
Sampling System. NHTSA Technical Report by
Russell A. Smith, James C. Fell, and Charles J' Kahane'
February 1977. NTIS. PB-265 212. $4.50'
20. Glossary of Terms for Use in Publicutions of
Traffit Safety Pro+raml 1977*. Limited copies available
from General Services Division, NHTSA. DOT-
HS,802 537.
21 . Hazardous lulaterials-Emergency Action
Galde. January 1977. Superintendent of Documents'
No. 050-003-0025'7 -7 . 52.N.
22. Highway Safety PIan Course' For Use with:
Highway Safety Program Manual, VoL 102- April 1977'
For sale by Superintendent of Documents:
Title
Administrative and Insttzctional
Guide
Participant Materials
Instructor Materials
Order No. Price
050-003-00272-l $1.,t0
050{03-00264{ 250
050-003-00265-8 3.75
23. Highway Safety Programs Standards Implementation
S/afus as oJ'January L977. March 1977. Limited
copies available from General Serviies Division'
NHTSA. DOT-HS-802 294.
U. [nternational Matorcycle Safety Conference,
December l6-t7, 1975. Proceedings. March 1977. Limited
copies available from General Services Division,
NHTSA. DOT-HS-802 245.
25. MAST Is Saving Lives, an EMS Success Story
in Northeastern New York, Vermont and Northwestern
New Hampshire. 1977+. Limited copies available from
General Services Division, NHTSA. DOT-HS-802 391.
rl9?7 is the year of receipt ofan otherwise undated publication'

26. lufotor Vehiele Diagnostic lrt;trytion Demonstration
Progran Summary Report. NHTSA Tech_
nical Report by Joseph J. Innes and Leslie E. Eder.
October 1977. NTIS. PB-274 j3B. $6.00.
2'7 . Mul tid istiplinary A rcident I n vestiga t ion Sum_
maries. NTIS. (Individual case reporti inclucJed in the
$ummaries are available for inspection in the Technical
Reference Branch of NHTSA, Roorr jlOg, 400 7th
Street, S.W., Washington, D.C. 20S9(D.
VoL No. Date NTIS Araer No. price
7 7 Jan. 1977 pB-264 080 $r3.2s
7 I Jan. t97i pB-Z6i 160 s.zs
7 9 Jan. 1977 pB-264 0Bl s.zs
28. Nationql Highway SqIety Ad,,isory Committee
an Alcohol Safety Adjudicution. Finat Repttrt. Septem_
ber 1977 . Limited copies available fron General Services
Division, NHTSA. DOT-HS-802 il0.
29. The National Maximum Sped Limit, a Sum_
mary of Three Regional Workshops (tonducted bt the
Internstional Assaciation of Chiefs t,f police for the
Department of Transportation. April 1977. Superin_
tendent of Documents. No. 050{03_0)25g_5. $3.25.
32. NHTSA Research Activities, a Report to the
Secrelary of Transportation by the National Motor
Yehicle Safety Advisory Council. Iuly 1977. Limitcd
copies available liom General Services Division,
NHTSA. DOT-HS.8Oz 5I6.
33. Ptysr'cs snd Automobile Salbty Betts. lg7i.
Superintendent of Documents. No. )50403402j4-2.
$1.90.
34. Problem ldentification Course. April 1927.
Superintendent
of Documenrs:
Title
Administrative and Instruc-
Qrder No, Pricv
tional Guide
Instrutl0r Materials
Partic ipants Materials
050-mt-02666-6 $1.70
050-{nt-00371-2 4.s0
050-00t-002704 2.75
This course is designed to be used witt,:
15. Problem ldentification Manual for TrafJic
Sqfety Programs
36. A Profile ol Fatal Accidents Involving Alcohot.
NHTSA Technical Report by James C. Fell. September
1977. NTIS. PB-274 298. $4.50.
37. Publications of the National Highway Trqffic
Safety Administration. June 1977. Limired copies available
from General Services Division, NHTSA. DOT-
HS-802 _512.
38. Report on Administrative Atljudication of
Trqffic l4fractions, Highway Sajety Act of ISTJ (Section
222). Iuly 1977. Limited copies available from Ceneral
Services Division, NHTSA. DOT-HS-802 612.
39. Restraint Syslems Evaluation project Codebook,
by Jeanie S. Mungenast and Charles J. Kahane.
NHTSA Technical Note N43-32-2. March 1977. Limited
copies available from General Services Division,
NHTSA. DOT-HS-802 285.
4O, Revrew of Head Rotational Measurements dur_
ing Biomechanical Impact Tests. NHTSA Technical
Report by Arnold K. Johnson and Anthony S. Hu.
August 1977. NTIS. pB-Zjt 886. $4.50.
41. Revrlew of Information on the Sqfety ffiects of
the 55 MPH Speed Limit in the United Stdfes. NHTSA
Technical Note by Donald F. Mela.
30.
May 1977.
National
Limited
Training Cource, Enrcrgency Medicsl copies available from Ceneral
Technicipn,
Services
Paramedic.
Division,
Cource Gude. June 1977. NHTSA. DOT.HS-802 383.
Superintendent of [psurnsnts. No. 050_003_m27g_g.
$2.50.
42. The Role of Medical Advisory Boards in Driver
Licensing. March 197?. Superintendent of f)ocuments.
31. NII?1S/4 Reorganization Info,mation Decem- No. 05040340252-6. $1,20.
ber 1977. Limited copies available from Ceneral Services
Division. NHTSA.
43. Rural Courts and Highway Safety. 1977. Lim_
ited copies available from Ceneral Services Division,
NHTSA. DOT-HS-802 479.
Volume I
Volume II
Orcjer No. Price
050-mI-m262-3 $2.7s
050-m l-m263-l 2.75
4. Sgety Belt Instructional Series:
4a. Information That Can Save your Life_The
Safety Beil Instructional Series, Z publications, an
Audio-Vkual Presentation, and a Game About Safety
Belt Use and Effectiyeness. June 1977. Limited copies of
descriptive brochure available from Ceneral Services
Division, NHTSA.
44b. The Automohile Safety BetI Facr Bpok. Feb_
ruary 1977. Superintendenr of Documents. No. 050-003_
002504. $0.80.
4c.. EncoumEing Employees to Ilse Safety Belts, a
Program Jor Industry and Governmenl. February jgj7.
Superintcndent of Documents. No. 050403402474.
$0.75.
M. Getttng the Safety Belt Message Across, a
Guidefor Driver Educslion Instructors. February 1977.
Superintendent of Docurnents. No. 050-003-00245-3.
$0.35.
44+. How Many of These Fair1, Tales Have you
Told? February 1977. Superintendent of Documenrs.
No. 050-003-00251-8. 90.50. $4.50 per t00 copies.
D-5

l4f . Safety Belt Activity Book, a Guidefor Teachers
of Grades K-6. Fcbruary 1917. Superintendent of
Documents. No. 050-003-00243-7. $ | .70.
44g. The Sa.fety Belt Game. February 1977. Superintenderrt
of Documents. No. 050-003-00246-1. $1.30.
44h. The Sqfely Belt Message, Ihe Student's Lesson.
February 1977. Superintendent of Documents. No.
050-003-m2,9-5. $0.45.
4/;i. Safety Belts-Fact or Fiction. A New Slidel
Tape Program. 1977. National Audio Visual Center,
Ceneral Services Administration, Order Section, Washingron,
D.c. 20409. Titie No. 008919. $15.00. Make
check payable to National Archives Trust Fund.
4j. Teaching the Safety Belt MessaEe, a Guide for
Teachers of Driver Education Instructors. February
1977. Superintendent of Documents. No. 050-m3-
00248,8. $0.35.
45. Safety Consequences of Raising the National
Speed Limit from 55 MPH to 60 MPH. NHTSA Technical
Report by Ezio C. Cerrelli. May 1977, NTIS.
PB-267 839. $5.25.
a6. Sqfety Related Recall Campaigns for Motor
Vehicles and Motor Vehicle Equipment, Including Tires-
Superintendent of Documents:
Period Order No. Price
I Jan. 19?7-31 March 197? 050-003-00274-7 $1.60
I Apr. 1977-30 June 1977 050-003-00296-8 1.30
47. School Bus Vehicle Sa.fett Report July 1977.
Superintendent of Documents. No. 050-003-m275-5.
$2.90.
48. Seat Belt Performance in 30 M.P-H. Barrier
Impacts. NHTSA Technical Report by John B. Morris.
April 1977. NTIS. PB-269 962. $5.25.
49. The Severily of Large Truck Accidents.
NHTSA Technical No/e by James Medlund. April
1977. t.imited copies available from General Services
Division, NHTSA. DOT-HS-802 332.
50. Stste Vehicle Programs Spedal Reporf. June
1977. Superintendent of Documents. No. 050-001-
001284. $1.00.
51. Slatus of the Highway Sqfety Program Standards
as of January 1977. Novcmber 1977. Limited copies
available I'rom Ceneral Services Division, NHTSA.
DOT-HS-802 595.
52. Subject Bibliography Series. NTIS:
No.
SB-II
SB-I2
SB.I3
D.6
Title NTIS Order No. Price
Fuel Economy.
1977.
Brakes. 1977.
Motortycles,
19'7'1.
PB-265 387 S 7.25
PB-265 386 6.50
SB-14 Tires. 1977.
SB-15 Youth and Driv-
PB-213 270 $19.m
ing. 1977. Limited copies available
from General Services Divi*
sion, NHTSA. DOT-HS-
80? 306. Will be available
from NTIS at later date.
5B-16 Periodic Motor
Vehicle Inspection.
1917.
SB-17 Motor Vehicle
Titling and Reg-
PB-268 160/A5 9.00
istration. 1977. PB-211235/AS 6.m
SB-18 Bumpers. 1977.
SB-19 Recreational
PB-271 236/A5 7.25
Vehicles. 1977. PB-271 237/AS 6.50
SB-20 Pedestrians. 1977 - PB-272 920/OWT
SB-21 Tethnical
12.50
Reports. 1911 .
SB-22 Accident Risk
Forecasling.
PB-2'12'141 9.00
1977. PB-272 936/6WT 6.00
53. Supplement to the 1976 Report on Administrative
Adjudication oJ' Trqffic Infractions. Highway
Sqfett Att of 1973 (Section 222). March 1977. Limited
copies available liom General Services Division,
NHTSA. DOT.HS-802 254.
54. Tips tn Car Care and Safety for Deaf Drivers.
Spanish edition, February 1977. Limited copies available
from General Services Division, NHTSA.
55. Traffic Laws Commenlary. Superintendent of
Documents:
nlk
Hardship licensing. May
Order NcI Price
1977. 050-003-00277-4 $2.30
Rules of the Road Rated.
october 1977. 050-003-00299-21.40
56- Tra,ffic Safety Programs Multi-Year Plan, FY
1979-1983. 1977+. Limited copies available from Office
of Traffic Safety Programs, NHTSA. DOT-HS-802 l8l.
57. Traffic Sqfet! '76, a Digest of Activities o.f lhe
Nalional Highway Traffic Safety Administration. Septcmber
1977. Limitecl copics available tiom General
Services Division, NHTSA. DOT-HS-802 505.
58. Traffic Safety '76. A Report by the President
on the Administration of the Highway Safery Ail of
1966, as Amended. l9'l'1 . Superintcndent of
Documents. No, 050-003-00269-1. $3.75.
59. Traffic Salety '76. A Report by the President
on the Administration of the National Trqffic and
Motor Vehicle Safet! AcI of 1966, as Amended, and the
Motor Vehicle Information & Cost Savings Act oJ'1972,
PB-265 396 L00 * I 97? is thc ycar of receipt of an otherwisc undated publication.

Appendix E
Current Research Grants
and Contracts and the
Problems They Address

RESEARCH AND DEVELOFMENT PROGRAM CODES
3 Research and Development 361 Supporting Research
33 Traffic Safety Rescarch 363 30ffi Pound Sedan
331 Alcohol and Drug Programs 364 4000 Pound Sedan
3313 Research on Relationship and Effect 365 Special Purposc Vehicles
3314 Research on Countertneasures 366 Testing and Evaluation
336 Driver-Pedestrian Factors Research 371 Vehicle Structures
3361 Pedestrian Safety 37ll Flammability-Materials
3362 Safety Belt Usage 3712 Postcrash Factors
3363 Driver Education 3713 Crashworthiness-Energy Management
3364 Driver Licensing Systems
3365 Vehicle Factors 3714 Design f)evelopment
3366 Safe Driving Conformance 3'll5 Production Feasihility-Application Study
34 Accident Investigation and Data Analysis 3716 School Bus Safety
341 Accident Investigation 372 Occupant Packaging
342 Mathematical Analysis 3721 Restraints, Ceneral-Advanced Protection
343 Information and Data Systems Systems Research
351 Vehicle Operating Systems 3722 Air Bags-Protection Systems Development
35ll Brakes and Evaluation
3512 Vehicle Handling 3'123 Other Passive Restraints-Protection
3513 Tires Systems-Validation Systems
3514 Support Systems 3724 Belts and Integrated Restraints-Restraints-
3515 Advanced Systems Special Projects
352 Driver-Vehicle Interaction 371 Biomechanics
3521 Driver Visibility 3731 Anthropomelrics and Human Simulation
35??. Vehicle Lighting
3732 Human Tolerance and Injury Mechanisms
3523 Vehicle Instrumentation, Controls, and 3733 Kinematic Modeling and Validation
Controllability 3'135 Protection Systems Performance Studies
353 Fuel Economy , 391I Transportation and Handling of (iovernment
354 Vehicles-in-Use Property
36 Experimental Safety Vehicles 3921 Data Processing
EA

RESEARCH AND DEVELOPMENT
CURRENT RESEARCH GRANTS AND CONTHACTS
AND THE PROBLEM$ THEY ADDRESS
Appendix E contains a list of reeearch contracts which
were active during calendar year 1977. The National
Highway Traffic Safety Administration's policy favors
competitive procurement rather than the use of grants.
The bulk of the research is performed by private industry
and universities instead of government employees.
Research is carried out primarily to develop data to support
near-term and future standards.
NI{TSA snd FHWA continue to allocate a significant
portion of their research to priority programs. These
E4
priorities now include increased emphasis on motorcycle,
moped, and pedestrian safety; emphasis on fundamental
approaches to reducing alcohol and drug-related
accidents; establishment of a research program to
develop the technical support for fuel economy standards;
an integrated effort to provide research results to
support passive restraint standards; the integrated
vehicle systems program to design, develop, construct,
and test integrated vehicles embodying advanced technological
features; and establishment of the initial portion
of the National Accident Sampling System (NASS)
by the National Center for Statistics and Analysis.

Program
Code Tltlc
3313AU System Analysis of a General
Deterrent Countermeasure
Program
33138K Effects of Alcohol on the Driver's
Visual I nformation Processing
33138L ADP Support for Effects of Alcohol
and Visual Information Processing
33138N Pharmacoklnetlc Effects of Drugs on
Driving Performance
Table E-1. Major ResearchProfects
Pedormed for HHTSA
Under Contracts ActiveDuring
Calendar Year 1977
Contractor
Contrsct Numbsr
3313CA A Comparison of Alcohol Involvement Essex Corporation
in Exposed and Injured Drivers DOT-HS4{09S4
3313C8 Alcohol in Pedestrians and Pedestrian Dunlap and Associate$, Inc.
Casualties
DoT-HS-4.00S46
3313C0 On-The-Road Detectlon of DWI'g
3313DA Drug Use in Drlver Fatalities and
Slmilarly Exposed Drivers
3313DC State of Knowledge and Informatlon
Needs in Alcohol/Drugs and Highway
Safety
3313EC Test for Detectlon of Mariluana in
Body Fluids
3313EF Development and Valldatlon of Narv
Marlluana Technology Data
3313EH Drug Research Methodology
3313E1 Analysls for Drugs In $allva and
Breath
3313F8 The Effects of Alcohol on the Driver's
Deci$ion-Making
Behavior
3313FC Special Problems and C/M$ Targets
for Fleduction of Alcohol-Belaled
Casualties
3313FF Effects of Alcohol and Marijuana on
Driver Control Behavior
3313FH Psychophysical Tests for D\tVl Anest
3313F1 Techniques for Predicting High-Risk
Drivers for Alcohol Countermeasure$
3313FJ Charge of DWI Drivers-Alcohol/Crash
Involved, Arrested, and On-th+Road
Anacapa $ciences, Inc. 08/16/76
DOT-HS+01456 04lml78
Southern California
Research Institute
DOT-HS-il1233
NHTSA, Office of Management11112176
Sy$tems
1'il1il7e
PO-7-313?
N.l.D.A.
rloT-Hs-7.016511A
Anacapa Sciences, lnc,
DOT-HS-741538
Midwest Research lnstltute
DOT-l-tS-440941
University of Michlgan
DOT-HS-5.01217
University of Missourl
DOT-HS-440968
University of Mlssourl,
Kansas City
DOT-HS-741s27
HSRI
DOT-H$7{1530
Flesearch Triangle Instltute
DOT-HS-7-01737
Systems Technology, Inc.
DOT-HS-440999
Calspan Corporation
ooT-Hs-4-00945
Funds Used
(fhousands of Dollart)
Siarl Pre.
Ffnlsh FY T6 FY 76 FY 77 FY 7E
06/30/75
06115t77
@t14trl
07t1Atffi
w17174
o2128ln
0fl30/74
05/1s78
og0u7f
m/oe79
ffi125t74
ffi125t77
03130t77
12131177
ffit28t74
06125t77
10/19/76
fitlwn
10t28t78
12/31t77
ffil28lT7
w28179
ffi12w74
111w77
w17174
01/15ln
Systems Technology, Inc. 06/30/75
DOT-HS-5.01257 09/30/78
Soulhern Californla Feeearch 06/30/75
f nstitute o5lw77
DOT-HS-+0124e
Universlty of North Carolina 06/30/75
DOT-HS-S01250 1113p/77
StanfordResearchlnstltute 06/09/75
DOT-HS-Fo1 176 01131177
154
174
326
u4
1m
100
23
42
73
196 30
208 25
88
119
1m
166
33
s7 34
E4 Nl
27
30
81
B2
151
17
23
151

Program
Code Thle
3314AG SoberingAgentEflectiveness
Measurement and Development
3314AM Critical Task Interlock Units for Poland
And USSR
33148M Disposable Breath Tester and Breath
Collection Device
Table E-1. (Continued)
Conlractor
Contract Number
33148N Breath Measurementlnstrumentation Transportation Systems Center 10/01/76
PPA.HS-702 09t30t77
3314D8 ldentlflcation of DWI BehavioJ PatternsP$ychometrics,
Inc. 06i30i75
and Methods for Change
DOT.HS-5-01270 06/30/78
3361AE Flural PedestrianAccident$
3361AJ Alcohol Involvement in Pedestrians
and Pedestrian Casualties
33618A $pecific Problems and Countermeasures
for Bicycle SafetY
336188 Urban Crossing Problemg
3361CM ldentification and Feaslbillty Test of
Specialized Rural Pedestrian Training
3361CN Dev€lopment of Modol Regulations for
Rural Pedestrian Safety
3361CO ldent, and Development of Countermeasures
for Bicyclist/Motor Vehicle
Problems
3361DC Experimental Field Test of Proposed
Anti-Dart-Out Trainlng Programs
3361DD Experlmental Fietd Test of Proposed
Pedeslrian Safety Messages
33610H Development and Test of Selected
Model Pedestrlan Safety Regulatlons
3361EC Experimental Field Test of lce Cream
Vendor Model Ordinance
33,61FA EnforcementFrequency,Sanctlons
and Compliance Level for Pedestrian
Safety
3361F8 Evaluation of Exlstlng Pedestrlan and
Bicyclist Regulations
Southern California Research 06/30/75 145
lnstitute
DOT-HS 5 01245
12130177
Systems Technology, Inc.
DOT-H5-6-01467
University of Oklahoma
Health Services Center
DOnHS-7-01795
Funde Used
(fhousands
of Dollare)
Start Pre.
Finish FY 76 FY 76 FY 77 FY 7E
w20176
10131177
09130177
09/30/79
Biotechnology, Inc. 06/30/73
DOT-HS-355-3-718 QA15n8
Dunlap and Associates, Inc. 06130174 326
DOT-H$-4-00946 0s/15/78
Anacapa Sciences, lnc. 06128174
DOT.HS-4-00982 05tW77
ApplledScienceAssociates, 06120175
lnc. 1113Q177
DOT-HS-$01163
3361CL Road Worker and Dismounted Motorist Dunlap and Associates, Inc. Wl26l77
Pedestrian Safety Regulations DOT-HS-7.01712 05t26t79
ApptiedScienceAssociates, Ogl30l77
Inc. 05/30/79
DOT-H$7.0174S
Dunlap and Associates, Inc.
DOT-H5-7-01753
Dunlap and Associates, Inc.
DOT-H5-7-01726
ffit28t77
12t2W78
Qgr28177
09/28/79
AppliedScienceAssociates, 06124174
lnc. 11139177
DOT-HS-4-00955
Dunlap and Associates, Inc. ffi128174
DOT-HS-4-00952 05/31/79
Dunlap and Associates, Inc. 08113176
DOT-HS-6-01444 04t13r77
Dunlap and Associates. Inc. 0f/07175
DoT-HS-5-01 144 12131t77
Dunlap and Associates, lnc. 06/05/75
DOT-HS-$01168 01/31/78
Dunlap and Associates, lnc. 06/30/78
DOT-HS-6-01411 ffit30t77
80
553
168
323
345 230 119
129
95
73
27
65
42
56 94 31
78
55
192
613
118
175
108
52
25

Program
Code Tlrls
3361FG Provision of Pedestrian and Bicyclist
Base Llne Data
3362AQ Development of Speciflcations for
Passive Belt Systems
336284 $afety Belt Usage $urvey of the Traffic
Population
33628D Safety Belt Usage Attitudes
33628L Evaluatlon of Safety Belt Educailonal
Program for EmPloYees
3sEZBN Lease Toyota for Belt Evaluatlon
336280 Safety Belt Educational Material
33628P Safety B,slt Educatlonal Materlal
336285 Safety B€lt Usage ln the Trafflc
Population
33628T validatlon of Safety Belt Usage Data
33628U Safety Belt Education Program Distribution
Listing
33628V Betrieval of DMV Data
33628W
Table E 1. (Contlnued)
Contractor
Gontrac{ Numbor
AppliedScienceAssociates, 08/0276
lnc.
03/31/79
DOT-Hs-Fo14s3
Man Factors, Inc.
DOT-Hs,7-01617
Kirschner A$sociates
DoT-H$S41340
336288 Safety Belt Educatlon Program: Dlstrl- National Business Lists
bution Listing
Po-7-3212
33634H
3363C1
3363CM
3363F8
3363Fc
Effectiveness of MVMA Safety Belt
Mass Media Campaign
Computer Services
Teknekron, Inc.
DOT-H$-7{1644
Oplnion Research Corp.
ooT-HS.7-o1707
Toyota Motor Sals$ USA, Inc.
PO-7-3e28
G$A, National AudieVisual
Genter
Po7-324414
NHTSA. General Seryices
Dlvision
Reqn. 4842062
Opinion Research CorP.
DoT-HS.7-01736
Qpinion Research Corp.
PG7-3396
National Business Lists
Various
$tate Depts. of Motor Vehlcles
Various lnvoices
Opinion Research Corp.
PO-7.365?
NHTSA, Office of Managementofl03/77
Systerns
09/30/77
ADP-77-075
Safe Performance Curriculum Perform- University of Southern 0fl30/75
ance Measures
California
DoT-HS-ffi1263
02128177
Youth Alcohol Safety Education Crlterla
Development
Survey Analysls ol Short-Term
Approaches to Rehabilitation of Convicted
DWI's
Feasibility of Developing Trainlng Prr
gram to lmprove Deficient Driver
Factors
3363GA Accident Avoidance $kill Training
National Publlc Service
Research Institute
DOT-HS-7{1794
Mc Ber and Company
DOT-H$s-o1253
IRPS
DOT-HS-7-01811
Essex Corporation
DOT HS-7{1547
Funds Us€d
(Ihoueands of Dollars)
Start Pre-
Flnlsh FY 76 FY 78 FY z FY 7E
07t15177
Q7115178
Q5125t76
09r2fl78
12116t76
12116t76
ffi|ffit77
07/0978
w3't177
11131178
01lo3t77
oz0F/n
03/0e77
03/0977
07t07tn
07tQ7t7?
09,30t7?
0430/80
w06177
04106177
05t17ln
05117m
06t24t77
06124177
0B/ofl77
0&09/77
09/30/77
03/31/79
ffit27t75 71
1A31177
09/30fi7
03/30/78
1A15l7E
12t15t77
60
87
145
17
€9
34
118
36
TI
56

Program
Code Tlil0
3363G8
3364AO
33644P
3364AU
3364AX
33648A
3364CA
33S4CB
&364CC
3364CD
3364CE
33B4DB
33658H
3S658l
336581
33658N
3366AC
3366AF
3366A1
Vehicle Zones: lmplicatlons for Driver
Education
Mark ll B Vlsion Tester Procurement
Vision Tester Validation Study
Peripheral Vlslon Training for Motor
Vehicle Drivers
Analysis of State Boad Test
Examinations
Drlver Visual Limitatlons Diagnosis
and Treatment
Integrated Safe Driving Information
System Development
Older Driver Licensing and lmprov+
ment System
Heavy Vehicle Driver Licensing
Feasibility of Developing a Medlcal
Candition Data CQllection Sy$tem
Feasibility of Designating Medical
Examiners for Interstate Commercial
Drivers
Development of Driver lmprovement
System for Traffic Violators and Acc.
ReDeaters
Development of an In-Traffic Test for
Motorcycles
Motorcycle Operator $klll Test
Develooment
Field Test of Motorcycle Safety
Education Course for Nonriders
Advanced Motorcycle Flider Course
Development Plan
Gltizen Participatlon to lmprove Hlghway
Salety
Decriminalization Admini$trative
Adjudication
Traffic Law $anctions
Table E-1. (Continued)
Gontractol
Contract Number
Vector Enterprises, Inc. QSl27l77
DOT-HS-7-01791 0gt2ry78
Honeywell, lnc. ffil29l70
DOT-HS.6-01342 02/11178
National Con, Service, Inc. 0'1111177
Safety Management
DOT-HS-7-01537
01111175
Human Factors Research, Inc. ffi117175
DOT-HS-5-01204 cft]28177
HSBC, University of North Ogl15l77
Carollna
DOT-H5-7-01698
02115178
Indiana University
DOT-HS-5-01275
National Pub. $er. Res. Inst.
DOT-HS"6-01397
Dunlap and Assoclates, Inc.
DOT-HS-7{1502
University of North Carolina
DOT-HS-7-01807
Dunlap and Associates, lnc.
DOT.H5-7-01796
Health Safety Associate$, lnc.
DOT.H5-7-01762
Funds Usad
(Thousands
of Dollars)
Start Pre.
Flnieh FY 76 FY 76 FY 77 FY 78
06/30/75
o4t3a77
06/10/76
12r'10n7
10/19/76
12115t77
04t01t78
Q4t01t7g
09/30/77
12130178
09t23177
03/31/78
National Pub. Serv. Hes. Inst. Wl30ln
DOT.HS-7-01766 0S30/79
National Pub. $erv. Res. Inst. 10114176
DOT-HS-7-01526 12tQ8t77
Essex Corporation 0910U77
DOT-HS-7-01702 09/08/78
Applied$cienceAssociation 07115177
DOT-HS-7-01635 07115177
National Pub. Serv. Bes. Inst. 09127177
DOT.HS-7-01735 09t27t78
University of Mlchigan 06130175
DOT-HS-5-01184 0?t28179
PRC Systems Scionces Co. 09/30/75
DOT-HS-6-01285 12131t77
Publlc Management Services, 07128177
f nc. Q7l28l7g
DOT-HS-7-01508
3366AJ Legal Constraints Relevant to Counter- University of Michigan 1't110176
100
mea$ure Development
DOT-HS-7-01536
03t01179
74
92
62
450
40
13
97
sg
118
51
223
49
24
156
98
99
52
165
99
82
104
90
17
n2

Program
Code
3366AK
3366AM
3366AO
3372AA
341 1AH
341 1 BE
34118N
3411CD
3411CF
3411CH
341 1CJ
3411CL
3411CM
3411F8
3411FC
341 1 FD
341 1 FE
341 1 FF
3411FG
3411FH
341 1 Fl
Tltlo
Public Acceptability of Highway Safety
Countermeagures
ldent, of General Deterrence Countermeasures
for Unsafe Driving Actlons
Standards Development and Qualification
Testing for Speed-Measuring
Devices
National Energy Efflcient Driving
System
Buy Scientlf lc Literature
Prototype National Accident Investigatlon
Study
Management Infonnatlon Syatem for
Version ll of the Crash Program
lmprovement of Narrow Oblect Accident
Recon$tructi0n
Research lnput for Computer Simulation
of Automobile Collisions
SMAC Collision $ubrouting
Automatic lteration of $MAC Program
Revlslon of $MAC Integratlon
Algorithm
$imulation Package to Perform Calculation
of Collision Forces in SMAC
NASS Data Collection Teams
NASS Data Collectlon Teams
NASS Data Collection Teams
NASS Data Collectlon Tsam8
NAS$ Data C,ollection Teams
NAS$ Data Collectlon Teams
NAS$ Data Collection Teams
NAS$ Data Collection Teams
Table Fl. (Contlnued)
Contractol
Conirac{ Numbsr
Mathematica Policy Flesearch, QW27176
lnc.
99t27t77
DoT-HS+01466
Univer$ity of Michlgan
DOT-HS-7-01797
National Bureau of Standards
DOT HS-7-01697
National Pub. Sorv. Res, Inst.
DOT-HS-7-01775
Funds Used
(fhousands
of Dollars)
Start Pr+
Finieh FY 76 FY 76 FY 77 FY 78
w27t77
w27t78
08t24t77
08t24tffi
0$/30/77
09/30/78
American Ass'n. for Automotlveogt27t77
Medicine
09t27t77
PO-7-3766
University of Michigan
DOT-H5.+00890
McDonnell Douglas
Automation
PS7-3262
Texas Transportatlon lnstitute
DOT-HS-7-01656
Calspan Corporation
DOT-HS-7-01511
IPA-YAU WU
PA-4&2-5.01
West Virginia UnlversitY
DOT-HS-&01820
CHI Associates
DOT-HS-7'01545
Control Data Corporatlon
Po-7-3319
IITRI
DOT-HS-7-01738
KAPPA
DoT.H5-741739
Franklin
oor-Hs-7{1740
SWRI
DOT.HS-7{1741
ofl1974
0s/30/78
01121t77
03t21t77
ffit?g,tn
w29tn
12116t7A
02/0fl78
07t2gt70
07129t77
1A15n7
12t15178
12113t78
vst1lln
0a17Fl
08IlTITI
09t30t77
09/30/80
09/30/z
0s/30/80
w30t77
09/30/80
oet3a77
@t3otffi
Univ. of Alabama at Montevalloo9l3Qt77
DOT.H5-7-01742
09/30/80
Manag€m€nt Englneerlng aslwn
DOT.HS-7-01743
09/30/80
State of Michlgan
DOT-HS-7-01744
KLD
DOT.HS-7-0174S
w30177
09/30/80
@l3Qt77
0g/30/80
53
100
30 30
51
2
603 ss
2
14
198
35
22
18
275
129
173
134
218
130
161
137
81

Program
Code TIIIE
3411FJ NASS Data Cotlection Teams
34llFK NA$$ Data C,ollectlon Teams
3411GA Accldent Causatlon Methodology Dev.
for the National Accident Sampling
3411G8 Establish Zone Center for the National
Accident Sampling $y$tem
3411GC Zone Center for National Accident
Sampling System
3411GE Zone Center for Natlonal Accident
Sampling $y$tem
3411GJ National Accldent Sampling System
Sample Design Phases 2 and 3
3411GL On-The-Job Training for NASS
3411GM Accident Inve$tigationTraining
Textbooks
Table E 1. (Contlnued)
Coniractor
Contract Numbet
Texas Transportation Institute
DOT-HS-7-01746
Unlversity of Southern
Californla
DOT-HS-7-01747
Indiana University Foundatlon o'Jtfim
DOT-HS-7-01690
w28t78
Indiana University Foundation w22177
DOT-HS-7-o1652
ffit22t79
Indiana University Foundation 08125t77
DOT-H5-7-01653
08t25t79
Calspan Field Servlces, Inc.
DOT-HS"7-01654
3411GF Introduction to NAss Field Techniques Allen Corp. of America
DOT-H5-7-01577
3411GN
3411GO
3411GP
3414AC
3414FA
3414F8
3414FC
3414FD
3414FE
3414FF
3414FG
3414FH
E-10
Buy Marklng Tape
Driver Tralning Course
Buy Cameras
Tri-level Study of the Gauses of Traffic
Accidents
National Crash Severlty Study
Natlonal Cresh Severity Study
National Crash Severity $tudy
Natlonal Crash Severlty $tudy
Natlonal Crash Severity Study
National Crash Sevefity Study
Natlonal Cra8h Severity Study Quallty
Control
Computer
System Design and
Qsyslqpment
westat, Inc,
DOT'HS-7-01706
Various
Various
The Traffic ln$titute. Northwestern
University
PO-7-3737
York Tape and Label Corp.
PO-7-3736
Allen Corooration
PO-7-3734
Brenner
PO-7-3758
Ultrasystems, Inc.
DOT.HS-FO1SEB
University of Miami
DOT-HS-S01389
Calspan Corporatlon
DOT-H5-6-01390
Southwest Research Institute
DOT-H5"6-01391
Indiana University Foundation 07116176
DOT.HS-F01392
07t16t78
H$Rl, University of Michigan
Dor-H5-6-01393
Calspan Corporation
DOT-HS+01442
Gontrol Data Corporation
DOT-H5,7-01531
Funds Ussd
(fhousands
of Dollars)
Start Pre.
Flnlsh FY 76 FY 76 FY 77 FY 78
ogt3Qt77
09/30/80
w30t77
09/30/80
og25l77
owzil78
oa18n7
0819/79
w30t77
05/30/79
11t04t77
't1t04t77
09114t77
ogt14t77
11104177
11t04t77
11103177
11t0g77
111O8t77
11t0fl77
Indiana University Foundation w15t72
DOT-HS-034-3-s35 04130t77
Q7t1il7ts
07118178
07/16/76
07t16t78
07t16t76
07116178
Q7t16t76
07116t78
07116176
07t1H78
05120176
08t2u78
10/19/76
wo1t77
400 164
202
160
,346
201
173
201
120
114
209
145
74
129
113
100
189

Program
Gode Tltle
3414F1 National Crash Severity Study
3414FJ Narrow Bridge Collislon Sltes
3414GA Accident Invest. Methodology to
,A$sess Fole of Vehicle Handling in
Highway SafetY
3414G8 Accident Causalion and Accldent
Avoidance
3416A4 Motorcycle Accident Factors and
ldentif lcation Countermeasures
Table E-1. (Contlnued)
Conlractol
Conlract Number
341684 InvestigationofMotorVehicle/Bicycle University of Southern
Collision Parameters
California
DOT-HS-541231
3416CA Pedestrian Inlury Causstlon
Parameters
3416C8 PedestrianlnJuryCausation
Parameterg
3416CD Pedestrian Injury Causatlon
Parameters
3416CE Pedestrian Injury Causation
Parameters
3416DB
3416DC
Fleet Accident Evaluation of
FMVSS 121
121 Onsite Fleet Inspectlone
3416EA Accident Analysis Breakaway and
Nonbreakaway Poles and Standards
on Highways
3416FA Study of Driver Behavioral Errors in
Alcohol, Marijuana and other Drug
Involved Collisions
3416GA Motor Vehicle Accident Investigation
Research Study-D.C. Area
3417AN Air Cushion Restraint System (ACRS)
Accidents (N.E. Region)
3il17AP Investigation of Air Cushlon Flestralnt
System Accidents-Southwest Reg ion
3417AO Investigation of Air Cushion Restraint
System Accidents
3421AM lmpact of Recent Changes in the
Highway $afety Environment
University of Kentucky
DOT-HS-F01394
FHWA
DOT-H5-7-016081A
Calspan Corporation
DOT-HS-7-01575
University of Michigan 09127177
DOT-HS-7-01669 09t27t79
University of Southern 11123175 100
California
DOT-HS-S01160
121Q1179
Calspan Corporation
DOT-H5-7-01579
Calspan Corporation
DOT-H5-7-01s78
Southwest Research Instltute
DOT.HS-7-01580
Traffic Safety Research C.orp.
DOT-HS-7-01581
University of Michigan
DOT-HS-Fo1286
Transportation Research and
Marketing
PO-7.3387
Calspan Corporation
DOT-HS-So1179
Ultrasystems, Inc.
DOT-HS-6-01346
Calspan Corporation
DOT.HS-S01304
Southwest Research lnstltuts
DOT-H5-6-01309
University of Miami
DQT-HS-6-01315
University of North Carolina
DOT-HS-4-00897
Funds Uted
(fhousands ol DollarE]
Start Pre'
Finish FY 76 FY 76 FY n FY 78
07/16/76
07/16/78
08130177
06/30/78
03/16/77
06t16t78
3416A8 lmpact of Motorcycle Usage In Kansas Univ. of Kansas Medlcal Center 01114177
DOT-HS-7-01563
12t31ln
06/30/75
06/30/78
o4l1w77
04/18/80
04118t77
04/18/BO
04t1w77
04/18/80
Q4t18177
04/1fl80
ffil?6t75
06/3,0/78
o4tQAt77
QAt04ln
Southwest Research Institute 06/30/75
DOT-HS-S01266 01131t78
ffit23175
06/23/78
05120176
05t20178
't2123/75
09/30/78
01/0976
09/30/78
01129t76
ww78
ffi125174
09/30/78
140
187
200
150
100
114
635
494
18
32
92
223
210
150 200 148
151
254
275
247
96
65
86
192
491
58
100
39
87
E-l1

Program
Code Thle
34218A Design of National Exposure Data
System
3/.22AO Fact Book
34224P Injury Scaling R€search
3422AQ National Exposure Data System
(National Personal Trans. Sys. Data)
3422AS Statistical Analysis of Crash
Gonditions
3422AT Adj. of Natlonal Center for Health
Stat. Data
g22AV Computer Support for Adjustment of
NCHS Data
3422AW Fact Book Data Management
3422AX Computer Services tor HSRI Accident
Data Files
3423AH Data Sources to Support the NHTSA
Defects I nvestigation System
3423AV Data Retrieval and Artalvsis
3423AW Truck Aecldent Study
Table E-1. (Contlnued)
Gontractor
Contract Number
3423CH Est. the Effects of Crash-Fhase Center for the Environment
FMVSS on Driver Fatality Risk in Z.Car and Man
Collision
PO-7-3261
3425AC Procurement of Mortality Tapes
34254E Purchase of Gencat Tape
3425AG Buy Tabulatlons of Hlghway Safety
Accident Data
3431AH Reporting System
3431C| Data Prep. of NHTSA Mutttdlsc. Acci.
dent Investigation Reports
3431CQ Computer Service$ for HSRI Accidenl
Data Files
University
of Michigan
DOT-H5-7-01685
Various Contractors
Various Contracts
Universlty
of North Carolina
DOT-HS-7-01539
FHWA
DOT-HS-&01474tA
3/'22AR Highway Safety Effects of the Energy University of Michigan
Crisis on U.S. Toll Roads
DOT-HS.4 00980
University of Wisconsin 01106177
DOT HS-7-01559 01/06/78
Opportunity Systems (SBA) Wl30l76
DOT-HS-6-01501 12t31t77
NHTSA, Office of Management 10101176
Sy$tems 09130177
ADP-77-O71
Automated Sclence Group, lnc. wHn
DOT-HS-7-016M
09/19/78
Universlty of Michigan
PO-8-0103
Universlty of Michigan
DOT-HS-7-01804
System$ and Applied Sclences 04t01t77
Corporation
07t15t77
DOT-HS-6-01507
Unlversity of $outhern
Calllornla
DOT-HS-7-01565
HEW, U.S. Div. of Vital
$tatistics
PO-8-0104
Richard Landis, Universlty
of
North Carolina
PO-7-3295
HSRC, University of
North Carolina
DOT-HS-7-01757
Control Data C,orporatlon
DOT-HS-5-01183
Unlversity of Michigan
DOT"HS-5-01134
Univsrsily of Michigan Office
of Besearch Admin.
PO.7-03001
Funds Ueod
(Thousands
ol Dollars)
Stail Pre.
Finish FY 76 FY 76 FY 77 FY 7E
08t09t77
08/09/78
06/28/76
06/?8/77
11tfit7B
o?t2w7B
09/30/76
0g/30/78
00/00/00
02101t77
1Qt01t77
10tQ1t77
09130177
03/30/78
o?/08fi7
01i07i78
01t2Qt77
10t20t77
111O4t77
11104177
aao1t77
ozt01t77
07t19t77
07119t78
06/30/75
01t01t77
04t17t75
06/30/78
11101t76
11t01t77
88
136
47
367 295

Program
Code
Tlilc
34328S ADP Time Sharing
34il2DF Source Document Data Convsrslon
for Fatal Accident Reportlng System
3432DS FAHSMalntenancs
34il2DT Fatal Accldent Reporting System
State Contracts
3432DW Fatal Accldent Heportlng System
Maintenance
3432DY NCSA-Remote Data Entry Trainlng
Sesslon
3432HF Multidlsciplinary Acc. Inv. Data File
3432JE StatB Access to National Deta Bases
34il2JF LexlcographerProgramTape
34tl2JK Health Int€rvl€$, $urvey Data
3432L8 Lease Fenewal whh eomputer Fro
duct. Unlimited for Terminale
3511AH lmproved Passenger Car Braklng
Performance
3511DE Collision Avoidance Radar Braklng
System
3511DF Long Life grake System
3511DJ Collislon Avoldance Radar Braklng
$ystem
3511EF Tecfrnical FieldSupPon-Brak€
System Testing
3511E| Purchase of Beechwood Mobile Home
3511EJ BuY Car for Test
3511EK Buy Gar for Test
Table E-i. (Contlnued)
, Conlraclol
Contract Numbor
NHTSA, Office of Management10/01/70
Systems
ogt3oI77
ADP-77051
Institute of Modern Proce
dures. SBA
DOT-HS-il10€0
GTE Inlormation Systerng
Various Orders
Each State, D.C. and Puerto
Bico
Various Contract8
$igma Data Serylcg
Po-7-3776
Various Invoices
University of Mlchlgan
DoT.HS-eo1303
Control Data Corporatlon-
OMS
ADP-77-066
Duallabs, Arllngton, Va.
PO.7-3342
National Center for Statistics
and Analysis
PO-7-3594
NHTSA, Offlce of Management
Sy$lems
Po+0215
University of Michigan
DOT-HS-S013SB
Bendix Besearch Lab.
DOT-HS-S014s0
Scienc€ Applicatlon
DOT-HS741776
Bendix Research Lab.
DoT-HS-+01450
Aberdeen Proving Grounds
DoT-HS-S01033
Koons Pontiac-Olds-GMG
Truck, Inc.
Po-7-4677
Dave
ryle$ Lincoln-Mercury
Pc-74727
Sport Chevrolet
Pc-7-4726
Fundr Used
(Thourands ol Drollaru)
Stlrt PIF
Flnlah FY 76 FY 7e Ff n Ff 7t
o1/oa75
o2l21l7E
w23tTl
05123177
03t11177
03t11177
wwft
wffit77
11t16ln
't1n6ln
0111?/76
uha77
10/01/76
09/30/z
ffi|11m
o3t11ln
07113177
07r13ln
12t15lTl
12115t77
06n7n6
12/31n7
0g/15/7e
10115t77
EtNl77
ory30/78
0ry1fl70
lw15tzi
0901/74
00/30/78
07114177
07t14tn
w27t77
wr27l77
w19t7f
wfiln
ss
50
1S2
36
1S4
386
386
85
1,098
83
28
1,292
91

'
Program
Code Tlil6
Tabfe E 1. (Continuefl
Funds Used
(fhousands of Dollare)
Contractor Stan Pr€.
Contract Number Finish FY 76 FY 76 FY 77 Fl TB
3511EL Development of Dual Ma$ter Cylinder U.S. Army Meradcom,
Stroke for Brake Fluids Ft. Belvoir
DOT-H5-7-01760
QgnA77
ffit?A7g
15
3511EM Safety Research Lab. Brakes*$mall Various Ogl3}l77 N
Purchases Various P.O.'s 0,9i30177
351?AD Tire Break-in Procedures for Handling Texas A&M Research 06/30/75 125 31
Tests Foundation
DOT-HS-5-01189
02128177
3512AF Development of Vehicle Rollover Calspan Corporation 06/30/76 146
Maneuver DOT-HS-6-01382 07131177
3512AH Steering Controllability Characterlstlcs University of Michigan 06/30/76 SS I
DOT"HS-6-01409 09t?1t77
3512A1 Power Steering Failure Study Systems Technology, lnc. 06130,78 47
DOT-HS-F01428 OEI3A77
3512AK Mathematlcal Models for $imulation University of Michigan 0gl30l77 136
of Vehicle Handling DOT-HS-7-01715 0113'1178
351285 Handling Test Procedures for Passen- Systems Technology, lnc. 12115t76 50
ger Cars Pulling Trallers DOT-HS-7-01548 cFi30l77
35128V Solid State Data Acquisition and Pro- Systems Technology, Inc. 06/30/75 261 12
cessing System DOT-HS-S01212 0212W77
35128W Evaluation and Correlation of Driver/ $ystems Technology, Inc. 06/30/75 99 41
Vehicle Data DOT-HS-5-01200 03131177
35128X Influence of Aerodynamic Dlsturbance Systems Technology, Inc. 07120176 160 36
on Vehicle Handling DOT-H$-6-0'1403 12131177
35128Y Truck and Trailer Yaw Divergence and HSRI, University of Michigan 05119177 259
Flollover DOT-HS"7-01602 11119178
3512B,2 Transfer Test Vehicles Texas Transoortation lnstltute 01110177 I
BL-L-0302144 01t10t77
3512CF Support by the Hybrid Vehlcle Han' NHTSA, Office of Management Q3116177 116
dling Program $ystems Ogl30l77
ADP-77-065
3512CK Mobile Parametrlc Measuremeni Dynamic Sclence, Inc. O?t1gt?B 12S 52
Device DOT-HS-6-01413 1A3OI77
3512CN ADP Support NHTSA, Office of Management 10/05/76 10
Systems 09/30177
ADP-77-053
351?EA Accident Avoldance Capabllltles of Systems Tochnology, Inc. Ogl0glTI 90
Mopeds DOT-HS-7-01719 111CFi78
3512E8 Advanced Motorcycle Handling and South Coast Technology 0912W77 121
Dynamics DOT-HS-7-01722 W2W78
3512EC Development of Low Cost Antl-Lock Harry Diamond Lab.-Dept. of 1A02176 ,13
Brake System for Small Motorcycles the Army
DOT-HS.7.01524tA
1210A77
3512ED Motorcycle Handling Systems Technology, Inc. 07t22176 148 38
DOT-HS-F01381 0a15t7g
3512FA Hlghway Aerodynamlc Interference$ Virginia Polytechnic Inslltuie 04108,77 25
DOT-HS-7-01590 0408t78
E-14

Program
Code
Thlc
3513CL TreadwearValidation
3513m NDT Foad Correlation
3513KA Truck Tlre Braklng and Cornering
Traction StudY
3513KE Safety Research Lab.
Tires-$mall Purchases
Table E 1. (Gontinued)
,
Contractol
Contrac{ Humbor
3512GA Aerodynamlc Disturbance Test Proc+ Systems Technology, Inc'
dure DeveloPment
DOT'HS'7-01716
w30/77
03/30/79
3li12GB Car-TrailerHandllngStandards
Development
Systems TechnologY, Inc.
DOT-HS-7-01720
w?7t77
111?7t78
35138G Non-DestructiveTireTestlng Transportation System$ Centel 10/01/76
PPA-HS-703
ww77
Nevada Auto Test C€nter
DOT.HSff1347
Hodges Transportation, Ino,
DOT-HS-7-01589
HSRI, University of Michigan
DoT-HS-7-01609
3513KC Modify Traction Information Processing Control Data Qorporation
system (IlPs) PO'7'9630
3513KD Tlre Treadwear TeBt Multlcycle Te$tlng Transportatlon Testlng' Inc.
of Texas
DOT-HS-7-01710
Various
Variou$
3514A8 Vehicle Anti-Theft Security System A.D' Little' lnc.
Design
DOT-HS-7'01723
3515AF Automotive Radar Research Dept' of Commerce
DOT-HS-S01375
3515AG Erectrrcar system rntesrrty
t[TI[ l;:??'ft
3515AH Electrical System Integrity Coleman Cadillac Co.
Buy Cadillac Seville
DOT'HS &01845
3521AB Drlver Visibility Requirements Quallty Human Factors Research, Inc.
of Visibility
DOT'HS+01426
35218F Evaluation of Glare from Followlng Rowland and Company
Vehicle Headlights
DOT'HS-7'01540
3521CC Development of a visibility Research unlversity of calilornia, L-A.
DOT-HS-+01451
35210F Utlllty of Perlpheral Vlslon to Motor Ohio State Universlty
Vehicle Drivers
DOT-HS,S01203
3521DG Critical Incldent Study of Vehicle Crash Dunlap and Assoclates
Avoidance $ystems
DoT-HS-5-01216
3521DJ R€arview Mirror Systems for Pass. Cars, Vector Enterpri$es
Lt. Trucks, and Multipurpose Pass. Veh. DOT-HS-7-01721
3521DL Data Analyse$ of Drlver/Vehicle lnter- Vector Enterprises
action Problems
Po,7-3431
Funds Usad
(fhoueands of f}ollaru)
Start Pre.
Flnish FY 76 FY 76 F'{ Tl Ff 7E
w14tn
01/1fl78
03tzsi.77
03|/29/78
3513CP Flnancial Support for the Second lnter- Transportation Research Board 12t17176
nationalskidPreventionConference PO'7-3216
12J17t78
3513JC $now Tlre Test Program Nevada Auto Test Center
DOT-HS-S01318
1 1 /30/76
0?i2w77
3522AL Field Test Evaluation of Rear Lighting Essex Corporation
and Slgnaling Systems
DOT-HS'+01228
Mlnl77
02t22t78
08t01177
oStutn
QgtO2l77
03t03t78
ffil3CIm
w30t77
wlw77
0g/30/78
07lozt7B
07to1l77
wr3a7l
0s/3078
121aot77
1?12A77
ofl30/76
utw77
11t23116
wt2a77
ost28177
07131t77
o6t23175
07131t77
06/19/75
ozlA&t77
w28177
092979
Mt26t77
07t26t77
06/30/75
w31177
64
100
353
23
75
95
45
132 40
201
1S
250
58
111
10
100
10
83
56
116
155
33
15
't78

Program
Code
Table E-1. (Contlnued)
Funds Usod
(Ihousands ol Dollars)
Contractor Start Pre-
Crontract Numbsr Finish FY 76 FY 76 FY 77 FY 78
3522AN Dev. and Field Testing of Techniques H$Rl, University of Michigan Q212A177 76 108
for Increasing Conspicuity of Motorcycles
and Motorcycle Drivers
DOT-HS-6-01459 QW16l77
3522AO Evaluation of the Feasibillty of a University of Michigan 1A2?176 61
Single Beam Headlight DOT-HS-7-01554 01122178
3522AP Low Beam Shaping for lmproved Wlde Human Factor$ Research
Angle Roadway lllumination Corporation
DOT-H5-7-01724
09114177
11114178
79
35228H Validation of the Rear Lighting and Allen Corp. of America Wl3Ol77 40 60
Signaling System Fleld Test DOT-HS-7-01756 05/30/79
3522CC Field Test Evaluation of Rear Lighting University of lllinols 09/16/76 179 /m
Deceleration Signals DOT-HS-6-01447 05/16/78
3522EA Signal Lighting Requirements for Emer- Unlversity of Michigan 09/1476 50
gency Schoolbus and Service Vehicles DOT-H$-6-01468 09114177
3522E8 Analytical Evaluation of Vehicle-Based Franklln Institute @120176 49 5
Fog Countermeasures DOT-HS-F0149S 12116177
35?3AP Human Factors Requiremente for Wayne State Universlty 07114177 S1 10
Flngertlp Reach Controls DOT-HS"5-01 192 0fl31177
3523AQ Driver-Vehicle Effectiveness Model Honeywell, Inc. 03/1fl76 128
Phases ll and lll DOT-HS-6-01319 ffi1fr178
3523AS Development of Recommendatlons to Man Factors, Inc. 0nZA76 83 2
lmprove Control Operability DOT-HS-S01445 1112?J77
35?3AT Development of a Standardized Vehi- Planning and Human $y$tems, 11/30/76 80
cle ldentification Number Inc.
DOT-H5-7-01541
Qgl30l77
3523AX VIN Experiment Servlco$ California Dept. of Motor 0Fr1fr177 1
Vehicles
PO-7-3574
08130177
3523AY Buy Replacement Bulbs General Electrlc Company 02128t77

Program
Code Tltlo
Table E-1. (Contlnued)
Conlractor
Contraa Numbar
3523FO Modification to DPMAS Data Process- NHTSA, Office of Management10/01/76
Ing
System$
ADF-77-070
09t30t77
3523FQ Computer Terminal for DPMA$
3532AA ADF Support for Automotlve Fuel
Economy Research
3532A8 Rental and Installatlon Computer
Device Model 1132
3532AG Support for Analytical Tools for AFE
Activities
3532AD Support for Analytlcal Tools for AFE
Activities
35328A AFER Program Support-T$G
3532DA Fleview Procedure lor Determlnlng
Average Fuel Economy
3534AA Corporate Strategles of Automotive
Manufacturers
3534A8 Corporate Strategies of Automotlve
Manufacturers
3535AA lmpact of Auto Fuel Economy Stand. Charles Biver Assoc.
ards on Competition in the AutomotlveDOT.HS-7-01786
lndustry
3535A8 lmpact of Auto Fuel Economy Stand- A. T. Kearney
ards on Competition in the AutomotiveDOT-HS-7-01787
lndustry
353588 Consumer Behavlor Towards Fuel Effi.
cient Vehicles
35358C Consumer Behavior Towards Fuel Efficlent
Vehicles
353580 Consumer Behavior Towards Fuel Etflcient
Vehicles
3535CA lmpacts ot Fuel Efflclent Vehlcles
3541AA Truck, Bus, and Motorcycle Safety
Status Methodology
Texas Institute
PO-7.3550
NHTSA, Off ice of Management10/01/76
Systems
09130t77
ADP-77-072
NHTSA, Office of Management10/01/76
Systems
ogt3il77
PO-7-3462
H.H. Aerospace Deslgn
Company
DOT-HS-7-01691
Transportation Systems Center 10101t76
PPA.HS.727
w30t77
3532CA Augmentation of Res. and Anal. Capa- Corporate Tech. Planning
bllities for TimelY Support ol AFE DOT-H5-7-01789
Activities
3532C8 Augmentation of Res. and Anal. Capa- South Coast
bilities for Timely Support of AFE
Activities
DOT-HS-7-01790
Envlronmgntal lrnpact Csnter
DOT-HS-7-01771
Harbridge House, lnc.
DOT-HS-7-01783
Futures Group
DOT-HS-7-01784
35358A Consumer Behavior Toward$ Fuel Effi- Charles River A$$oc.
cient Vehicles
DoT-Hs-7-01779
Cambridge Systematics
DOT-HS-7-01780
Market Fact8
DOT-HS-7-01781
National Analysts
DOT-HS.7-01782
Gharles River Assoc.
ooT.Hs-7-01778
Indians University Foundation 06/30/76
DOT-HS-Fo1357
o$t30177
Funds Used
(thousands ol Dollars)
Start Pre.
Flnith FY 76 FY 76 FY 77 FY 7A
ffit24177
Q6t24177
@106t77
09/06/78
Automated Sciences GrouP, Inc. @to7tTl
DoT-HS.7-01708
09107t78
09t3w77
0s/30/78
09/30/77
0s/30/78
wwrT
03/31/79
09130177
03/31/79
QSt30t77
03t30t79
09130t77
03/31/79
wwzl
03/31/79
09t30t77
03131179
09t30t77
03/31/79
09t30177
03131175
w30177
03/31/79
09130t77
03131175
139
20
110
#
48
4,600
N7
249
1afi
50
50
190
212
159
210
93
142
184
E-17

Program
Code TItle
S5ltlAC ADP Support
3541AD ADP Support
3541EA Salety Status Data Collectlon Methodology
3541EC On-Road Vehicle Failure Study-Data
Analysis
3541ED State PMVI Program Evaluation
3541FA Vehicles-ln-Use Sub-Llmlt Maneuvers
3541FF MVI Evaluation and Data Analy$i$
3541FG Multl-Vehlcle Program, Vehicles-ln-Use
$ub-Limit Maneuver, Spring Spacers
3541FH Computer Support Effort by Hybrid
Vehicle Handling Program
3542DC Optimized Brake Inspection
3542DD Correlation of Braking System Defect$
and Performance Insoection
3542DF Tire Inspection Machine Completion
and Validation
3542DH Modification to CSC Technical Support
Contract
3551AA Advanced Flecorder Design Development
3551AC IBM 545 Output Keypunch Rental
3$51AD Advanc€d Recorder Design Developmenl
3611AE Engineering Support to tho R$V
3631AG FlBsearch Safety Vehicle Phase ll
3631AH Research Safety Vehicle Phase ll
3E31AJ Flesearch Safety Vehicle Phase lll
3631AK Flos€arch Safety Vehicle Phase lll,
Minicars
E.l8
Table E.l. (Continue0
Contractor
Contract Number
NHTSA, Office of Management o3lo8l77
Systems
03108177
ADP-76-001
NHTSA, Office of Management10/0fl76
Sy$tems
wl3u77
ADP-77-052
AVCO Systems Dlvlslon
DOT-HS-s-01159
U.S. SBA Opportunlty Sysiemg 03/01/75
DOT"HS-5-01063
09t15t77
Chilton Company
DOT-H5-7-01544
Systems Technology, Inc.
DOT-HS-5-01191
Automated Sciences GrouP,
Inc, (SBA)
DOT-HS-S01338
Systems Technology, Inc.
DOT-H5-7-01799
NHTSA, Office of Management 10/01/78
Systems
09/30/78
ADP-7-8105
Ultrasystems, Inc,
DOT-H$-Fo1383
University of Tennesseo
DOT-HS-7-01621
$outhwest Research ln$t.
DOT-H5-7-01693
Computer Sciences Corp,
DOT-H5-5-01036
Teledyne Geo. Tech.
DOT-HS-7-01641
$ystemg
PO-7-3195
i
Dynamic $cience, Inc.
DOT-HS-7-01640
Transportation Systems Center
PPA HS"717
Calspan Corporation
DOT-HS-5-01214
Minicars, Inc.
DOT-HS-5-01215
Cal$pan Corporation
DOT-HS-7-01551
Minicars, Inc.
DOT-HS-7-01552
Funde Ueed
(Thousands
ol Dollars)
Start Pre-
Finish FY 76 FY 76 FY 77 FY 78
1212't176
05t31t77
o3l07l77
03107178
01l1w77
0428177
01131177
03131177
09t3il77
03/31/79
06t29t76
1ATr77
06t07177
ffito7t7B
09/28/77
11t28177
11105174
08104177
ffit29177
ffit29l7B
NHTSA, Office of Management 12109176
01101177
ffit?f,fil
ffit?s,/78
10t01176
w30/77
07116t75
w15177
07t16175
01t31177
ffitoN77
10t26t78
ffit08177
01t2H79
152
12
189
981
78
70
72
176
1,75Q 3,138
1,845 3,359
12
36
37
15
202

Table E 1. (Contlnued)
(rrr""::l#
lif"rr","r
Program Contractor Stert Pte
Code Tttle Conlrac{ Number Flnlsh FY 76 FY 76 FY 77 FY 78
3631AN1 GFE-Two 77 Chevrolet 4-door lmpalas Holiday Olds Company
for Crash Testlng RSV Phase ll Minl- PO'7'4521
cars Mod.4 Requirement
01127177
01127177
6
3ffi1ANe GFE-Two 77 Chevrolet 4-door lmpalas Holiday Olds Company
for Crash Testing RSV Phase ll Mini- PO'74522
cars Mod.4 Requirement
12107176
01127177
6
36II1AP GFE-4 Chevrolet lmpala Care Varlous
Various
06/30/77
06130177
11
3631A0 Purchase Five Honda Civic Cars Various O7tW77 6
Various 07lOEt77
3662AU Shipment and Preservation of Govern- Minicars, Inc. 01110177 2
ment Owned Test Equipment INV'106+1 01110177
366388l Transport of Government Proparly North Amerlcan Van Llnss 0/'I?W77 4
8/1030199 04t2a77
3663882 Transport of Government Property North American Van Lines 04l2fln

Program
Code Tlrla
Table Fl' (continued)
Funda used
(fhousande ol Dottarr)
Conlractor Start Pre.
Contract Number Flnlsh FY 76 FY 76 FY f7 FY 78
37138Y Optimum lntegration Algorithm into CHI Associates QBl27l77 48
Structural Analysis Programs DOT-HS-7.01620 00127178
3713C8 Evaluation of Flollover Procedures Dynamic Science, lnc. 07/01176 71 10
DOT-HS-6-01427 07tl1t77
3713GE Llghtweight Subcompact Side $tructure The Budd Company O411il77 498 140
DOT-HS-7-01588 10/1378
3713GG Purchase of Cars for Slde lmpact Various Dealers O7lffil77 34
Testing Various P.O.'s 0711W77
3713KD Data Processlng for Contract DOT"H$ NHTSA, Offlce of Manegement 10/01/76 160
7-01628 Systems
ADP-77-050
Wl3rl/77
3713LF Vehlcle Aggressiveness and Crash Approved Engineerlng Test 03/18f/8 n
Survivablllty Characteristics Labs
DOT-HS-F01477
03/18/78
3713LG Vehicle Aggressiverress and Crash Dynamic Science, Inc. Ogt1W77 29
$urvivability Characteristics OOT-HS-6-01478 03/1&,78
3714AF Evaluation of Structural Aggresslve- Calspan Corporation 02128175 181 158 204 I
ness of Intermediate Size Automobiles DOT-H$-+010S9 Q5131177
3714AH Dev. of Test Anal. Methodologies for Dynamlc Science, Inc. 0F/30177 90
Eval. Crash Compatibilities and
Aggressiveness
DOT-HS-7-01758 0S/30/78
3714AM Buy Cars to Support Task Orders for Varioue 0il26177 44 18
Car-To-Car and Car-to-Barrier lmpact
Testing
Various P.O.'s 0512d77
3714AR Purchase Cars Varlous Oilfiln 40
Various 03121177
3715AD Buy Minicomputer Modem Equipment Digital Equipment Corp. 1AOH7E 1
PO-7-3146 12/0d76
3715AE Buy Minicomputer Peripheral Equip- Digital Equipment Corp. 07129177 53
ment PO-7-3628 07129177
3716A8 lmproved Vlslblllty for School Buses Ultrasystems, Inc. Cf,./17t7} S0
During Adverse Weather DOT-HS-6-01398 06117177
3716AC ldentification of Superior Energy"
. Absorbing Materials for School Bus
lnteriors
A$L Englneering, Inc.
DOT-HS-7-016M
OBlO3l77
08/03/78
1#l
3716AD $chool Bus Occupani Retroflt Protec- New Mexico State Univ. WOTln
tive Materials DOT-HS-7-01572 O2lO7l7A
3716AF Cra$h Protection $ystems for Handi- Minicars, Inc. Wfiln
capped school Bus occupants DOT-HS-7-01774 03/01/79
3716AG Defogging Test Procedures Valldatlon Approved Engineerlng Testing 07126177
Laboratory 0712W77
371EBA Transportation Ftre safety Prosram ;:-""t:l--^avanced rech- o1tz7t7o E0
nology Divisfon
DOT-HS-FOI313IA
Q1127177
3721DH Web Locker Tests in Torinos Allied Chemical Corp. Ogt31l77
Automotive Product Div.
PO-7 3384
03131177
E.20
62
70
10
10

Program
Code
Tlllc
Table El. (Contlnuedl
Funds Used
(Thougsnds
of D,ollars)
Conlractor Start Pre-
Contrac{ Number Flnlsh FY 76 FY fO FY 77 FY 78
3722AD Evaluatlon of GM Air flushion Restraint Calspan Corporation 0812W74 97 39 13
Svstem DoT-HS-s01017 1ail176
3722AE Vehicle Integratlon and Evaluatlon oi Dynamic Science, Inc. 03112176 83 85
Passive Small Car Fle$traint Systems DOT-HS-F01307 1A15177
3722A1 Solid Propellant Inflation System for Minicars, Inc. 0712A76 337
Inflatable Festraints for Subcompact$ DOT-HS-S01384 07128178
3722AL Basic Ordering Agreement Evaluation Galspan Corporation
of Occupant Protectlon Devices and DOT-HS-6-01470
Re8traint $ystems
'l1l11l7B
11111177
3722AM Purchase Cars for Test various 02114177 ?7
Various Q2114177
3722AN R€stralnt System Ferformance Evalua- Dynamic Science, Inc. 11123178 63
tion of ACR$ Equipped Volvo Sedans DOT-HS-7-01542
'11123177
3722AP Restraint System Performance Evalua- Various Ogl15l77 66
tion of ACRS Equipped Volvo Sedans- Various
Buy Cars
W11fl77
3722AQ Evaluation of Occupant Protectlon De Varlous
vices and Re$traint Systems-
Buy Cars
Various Orders Q7111177
3722AR Hlgh Spesd Data Communicatlon Office of Management $ys- 11/15/76 3
Printer tems. General Electric
P+7-3121
11115178
3722Af Purchase 1973 Chevrolet Fleet Test
Cars (6 Vehicles)
PH&H, Baltimore, Md.
PO-7-456o
O2lQ4l77
Q21o4177
I
3722AU Integrated Vehicle Colllslon/Occupant General Electrlc Info. Services 04104177
'lB
Model Sales Deot.
DOT-OS-60058
07123177
3722AV Data Processing Service NHT$A, Office of Management 10/01/76 20
$ystems
ADP-77-089
Wl3A77
g722AYAdvancedPassiveHe3traints|nt+Vo|voofAmerica12]o7l77
gration Fo-e5020 12lo7ln
3722M Purchase 1977 Simca 1308GT Chrysler Corporation ffi117177 5
FG7-4715 0g2?J77
37228M Dev. of Aspiratlon Inflatlon Technique Calspan Corporatlon 06/30/75 186 210
for Subcompact Passenger Car DOT-HS-$01254 WW77
37228N Instalt Driver Alr Bag and Column in Dynamic $cience, Inc. 03/0fl75 61 128 74
Oldsmobile DOT-HS-S01104 WI3OI77
3722ElR $mall Car Driver Inflatable Restralnt Minicars, lnc. CEOA76 149 128 74
System Evaluation DOT-HS-F01412 05/31/78
g722BS Subcompact Vehicle Energy-Absorblng Minicars, Inc. 00/1fl76 111 56
Steering Column Evaluation and lmprovement
Phase ll
OOT-HS-S01449 0315/78
37228U Buy Cars for Use on Aeplratlon Inlla- Delawere Motors (1975 Volvo) Uilnm 5
tion Teohnlque study Po-7-4604 0?/21177
37228V Small Car Driver Inflatable Restraint Various Contractors O312il77 42
System Evaluation Various Ogl25l77
141
E-21

Progrsm
Code Tlrl€
37228W Subcompact Vehicle Energy Absorbing
Steering Column Evaluation and
lmprovement
37228X Buy Vehicles-Energy Absorbing
Steering Column Evaluation and
lmprovement
3722FA Purchase of Cars for Evaluation of
OccuPant Protection Devices
3723CF1 Buy VIP-95 Dummie$
3723CFZ BUY VIP-95 Dummies
3723CG Buy VIP-3C Dummie$
3723CH Buy Sierra Dummies
3723C1 Buy Alderson Dumml€s
3724AG Development and Evaluatlon of a
Forc+Limiter {or Belt Restraint
$Ystems
g724AH Buy Films-MVP Contract
3724AJ Obtaln HSRI Software Package
3724AK Belt Restraint System for Small Gars
Using Force Limiting
3731AJ Mass Distribution Characterlstlcs of
Living Human Beings
3731AK Crash Vlctim Simulator Data
3731AL Experimental Data for Valldatlng
Finite Ele Model of Thoraclc Skeletal
Flesponse
3731AM Mass Distribution Characteristics o{
Children
3731 BL Mouthoiece Accelerometer and Rotational
Acceleration Calihrator
37318M Perfermance Evaluation of Part 572
Dummy
37318N Mouthoiece Accelerometer and Rotational
Acceleration Calibrator
373180 Estab. Msmt. Meth. & Calib. Capablllty
of Dual Rate of Turn Table
37318P Safety Fesearch Lab-Restraints
Small Purchases
E-22
Table E-l. (Contlnue0
Contractor
Contract Number
Blrmingham University 1?11fl76
Birmingham, England
PO-7-3213
12115177
Riverside Chrysler Plymouth C€/29177
PO-7"4732
o9t29t77
Various Dealers
Various
Alderson Besearch Lab.
PO-7-3250
Alderson Research Lab.
PO-7-3331
Alderson Research Lab.
PO-7-3?52
Sierra Engineering
PO-8-0007
Alderson Resoarch Lab.
Varlous
Calspan Corporation
DOT-HS-S01469
Funds Used
(Thousands
of Dollars)
Stsrt Pre-
Finish FY 76 FY 7B FY 77 FY 78
w20t77
o&t20t77
01117177
01t17t77
0s/24ft7
oa24t77
01'/1477
01112177
11125177
11t25t77
1Qt27t77
10127177
09/30/76
09/30/77
Dynamic Science, Inc. 07113176
DOT-HS-6-01360 01101t77
HSRI, University of Michigan 10/29/76
DOT-Hs-7-0'rs25 11130177
Calspan Corporation OBl2d77
DOT-HS-7-01679 08t2d78
Wright-PattersonAirForce 05/06/76
Base
DOT-HS-S01332
11lOEl77
USAF Aerospace Medical 05/05/76
Research
DOT-HS-6-01331
OElOil77
HSRI, University of Michigan 07129177
DOT-HS-7-01636 07129t78
FAA Civil Aeromedical Institute 04/14/76
DOT-HS-S-01353
12t31177
B&K Instruments
PO-7-3599
Sangamo Electric
PO-7-3585
B & K Instruments
Po-7-3601
07t1w77
07t19t77
QH29t77
Mr29177
07119177
07t19t77
National Bureau of $tandards O7lO1l77
DOT-Hs-7-01709
Variou$
Variou$
09130177
09t3u77
24
68
37
70
10

Program
Code Ttilc
3731C0 Crash Protection Human Factors lnstrumentation
for Human Tolerance
3732AH lnstrumentation of First Thoracic Vertebra
of Cadavers
Table E.l. (Continued)
Conlraclor
C;ontract Numbor
3732AM TaskOrder-MultivariateModelingAdaptronlcs,
Inc. O5l1W77
and Analysis
DOT-HS-F01365 11126177
3732AO Response of Human Surrogates in
$ide lmpact
37328L Head Model and lnfury Crlterla Devel-
0pment
37328N Neck lnlury Assessment Protocol
37328Q Computerization of Head and Neck
Injury Information
g732BR Head Injury Workshop Support
3732DC Injury Study of the Femur-Pelvic Bone
Gomplex in Automobile Crash
Environment
3732E0 Quantification of the Thoraclc
Response and Injury
3732E1 C,omoliance Characteristics of Human
Chest During Cardiopulmonary
Resuscitation
3732EK
3732E1
37334J
Purchase of Accelerometers
Kinematlc and Kinetic Qharacterizatlon
of the Human Neck-ll
3733AN Valldatlon of Crash Vlctlm Simulator
3733AO Kinesiology of the Human Shoulder
and $pine
3733AT Develop Approx, Solutions for CVS
Program and Dummy Design Information
37stilAU
3733AW
Contact-lmpact Problems
Data Processing Services for In-House NHTSA, Off ice of
Usage
Systems
ADP-77-offi
Transportation Systems Center 10/0'l/76
PPA-HS-710 09/30/77
New Mexico State Unlv. 06/30/76
DOT-HS-+01400 06t30177
New Mexico State Unlv. Ogl30l77
DOT.HS-7.01773 09/30/78
Civil Engineering Lab, Naval 04112177
Cost Battalion
DOT-HS-5-01132 |
03/31/78
Los Angeles Co-Forenslc
Science Lab.
DOT-HS-6-01476
Funds Used
(Ihousands
of Dollarc)
Start Pre'
Flnish FY 76 FY 76 FY 77 FY r8
0SEOr/t
03tw77
Naval Civil Engineering Lab. 0912W77
DOT-HS-741732 03t26t77
HSRI, University of Mlchlgan 07108177
PO-7-3583 07tOBt77
Wayne State University 09lWn
DOT-H$7{1785 03/31/80
HSRI, University of Michigan 0efl5|/4
DOT.HS-4-009?1 05/01/7E
Johns Hopkins Univ. School
of Ml19l77
Medicine 04/19/78
DOT-HS-7{1s69
Quantif ication of Occupant Reeponse University of Heidelberg
and Injury from lmpact
(Germany)
DOT-HS-+01063
Endevco, Inc,
PO-7-3684
U.S, Naval Aerospace Medical
Research Lab.
DOT-Hs-7-016471A
Calspan Corporatlon
DOT-HS-01300
Wayne State Univer$ity
DOT-HS-S01232
Calspan Corporation
DOT-HS+01410
University of Cal ifornia,
Berkeley
DOT-HS S014{t
o'Io?t75
03/30/BO
Mt17m
08t17t77
06128ln
ffit2u77
01121176
07t?1t77
06/30/75
ffitw77
08/05/76
oztffit78
07119176
03/31/78
Management 10/01/76
ogt30t77
132
278
389 12
19
200
201
117
35
20
400
179
98
59
25
61
135
39
90
215
56
zffi
68 11

Program
Code Tltle
Table E 1. (Contlnue0
Conlractor
Gontract Numbar
3733M Anatomical Cross-$ectionalGeometryGeorgetown
University Ogl23l77
and Mass Distribution for Children DOT-HS-7-01661 09/23/78
3733AY Data for Validation of Crash Victim
Simulator
37338A Occupant Slde lmpact $lmulation
Uslng GVS Program
3735A1 Pedestrian lmpacts: Baseline and Pr+
llminary Concepts Evaluation
3735AN Rear lmpact Protection Studles
3735AO Response of Human Surrogates in Air
Bag Steering Column SYStems
3737AJ Buy Rate Gyro
Calspan Corporatlon 09130177
DOT-HS-7-01660 09/30/78
Unfverslty of Mlchigan Ogl30l77
DOT-HS-7-01659 Q3/30/79
Battelle Memorial Institute Q2l2Bl77 242
DOT-HS-4-00961
06130177
New Mexico State Unlv. 09/30/77
DOT-HS-7-01772
09/30/78
Wayne State University Qgl30l77
DOT-HS-7-01792 09/30/78
Hamilton $tandard 1407ft6
PO-7-3197
12107176
Funde Used
(Ihoueande sl Dollars)
Start Pre-
Flnfsh FY 76 FY 76 FY 77 FY 76
68
s0
49
68
36
40
50
90
200
200

LITIGATION: CALENDAR ts77
I. SUPREME COURT
B. F. Goodrich v. DOT. On March 21, lgii, the Supreme
Court denied the request of eight tire rnanufacturers
to review the September Z, 19j6, decision of the
6th Circuit Court of Appeals upholding the principal
provisions of the Uniform Tire euality Grading Standards.
II. COURTOFAPPEALS
PACCAR, Inc. v, NHTSA. (9th Circuit). plaintiffs on
January 3, 1975, filed petitions tbr review of FMVSS
No. l2l, Air Broke Sptems, alleging the Standard to be
invalid, The Court of Appeals heard argumenr on
July 6, 1976, on the matter ancl has not yet rendercd a
decision.
United Slate,r v. Generpl Motors Corporation. (D.C.
Circuit). In June 1977, the Court of Appeals hetd that
thc defective pitman arms in Igjg-l960 Cadiltacs relate
to motor vehicle safety. A lower court held that the risk
presented by these components was not unreasonable.
GM is seeking an appeal in the Supreme Court.
Ceneral Motors Carporation v. Brinegar; Llnited States
v. General Motors Corporation. (Circuit Courr of ,4ppeals
for the District of Columbia). In October 1977, the
Circuit Court upheld the vatidity of a NHTSA order
that Ceneral Motors notify owners of a defect in the fuel
inlet plugs installed in some 2'14,W) 1965-1966 Chevrolets
and Buicks. Plug failurc coulcl result in fire.
Standard Forge and Axle Company v. Coleman. (Circuit
Courl af Appeals for the District of Columbia). petitioners
sought review of FMVSS No. l2l, Air Brake
S},,sl€ras. The Government successfully moved the District
Court to dismiss petitioner's case (order filed September
26, 1975). Petitioner's appeal was rejected.
United States v. Fard Motor Company. (Circuil Caurt
of Appeals for the District of Cotumbia). In August
1975 NHTSA filed an enforssrnsrl action seekine
to
compel Ford to notify owners and remedy defective 1968
and 1969 Mustangs and Cougars. Failure of the front
buckct scats in these vehicles could result in accident,
injury, or death. The District Court granted the Government's
motion for summary judgment on October l,
1976, and is expected to order the company to provide
the remedy and notification sought by the Government.
Ford's appeal is pending.
TEBDA v. NHTSA. (6th Circuit). On February 7, 1917,
the court granted NHTSA's rnotion to dismiss this case
for lack of jurisdiction. TEBDA had sought to sray an
effective date of FMVS$ No. l0l -75, Fue! System Integrity,
and review of NHTSA's denial of an administrative
petition to delay the effcctive date.
III. DISTRICT COURT
United Stafes v. Ford Motor Company. (District Court
for the Distriil of Columbia). On January 7, 1976, thl
Government commenced an entbrcement action against
Ford to compel it to notify approximately 175,000 owners
of I97l-1973 Mercury Capris. The Covernment contends
that thcsc vehicles contain a defect in the windshield
wiper systems which could cause the wipers to fail
during normal operation in adverse weather conditions.
The case is pencling.
Firestone Tire and Rubber Company v. Coleman;
United States v. Firestone Tire and Rubber Company.
(Northern Distritt of Ahio). On Augusr 13, 1975, Firestone
filed under the Freedom of Information Act to
obtain information it allegedly needed in connection
with a pending NHTSA invesrigation. NHTSA resisted
the suit on thc grounds that the information sought is
exempt from disclosurc unclcr the Freedom of Information
Act. The District Court ruled that certain informa_
tion was subject to disclosure. An additional suit filed
by the Covcrnmcnt rcgarditrg alleged noncornpliance of
certain Firestonc tires with FMVSS No. I09, pessen3er
Car Tires, was withdrawn when evidence was cleveloped
indicating insufficiency of the allegations.
Koehring Compony v. Adums. (Eastern Dktrict of ltisconsin).
In this suit, several manufacturers of mobile
cranes and similar mobile construction cquipment seek a
F-3