MOTOR VEHICLE SAFETY 1985

MOTOR VEHICLE SAFETY 1985 

A Report on Actlvities Under the 

Natlonal Traffic and Motor Vehicle Safety Act of 1966, as Amended 

and the 

Motor Vehicle Informatlon and Cost $avlngs Act, as Amended 

January 1, lg8fDeeember 31, 1985

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INTRODUCTION 

The Motor Vehicle Safety Problem 

Overall Fatality Trends 

Program Emphasis 

SAVING LIVES 

Occupant Protection 

Child Safety Seats 

Automatic Protection 

Frontal Impact Protection 

Side Impact Protection 

Pedestrian Impact Protection 

Engineering Analysis 

Biomechanics 

Review of Regrrlatory Actions 

Crashworthiness Rulemaking 

T able of Contents 

Scientific and Technical Conferences and lVorkshops 

AVOIITING ACCIDENTS 

Visibility 

Lighting 

Controls and Displays 

Brakes 

Stability and Control 

Automotive Radar Crash Warning Sptens 

' Medium/Fleavy 

Truck Safety Research 

Vehicle Research and Test Center 

FUEL ECONOMY 

Fuel Economy Enflorcement 

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ENT'OR,CEMENT 

Safety Defects 

The Investigative Process 

1985 Recalls 

pislirninary Ewluations, Engineering Analpes and Formal Defect Investigntions 

Recsll Audits 

Vehicle and Equipment Safety Compliance 

Compliance Testing 

Chitd Seating Systems 

Odometer Tampering 

Imported Motor Vehicles 

Litigation 

Administrative EnfOrcement 

CON$UMER. ACTIVITIES 

Bumpers 

Vehicle Theft 

Auto SafetyHotline 

Uniform Tire Quality fi16ding 

New Car Assessment Program 

Public Affairs/Consumer Outreach 

SUPPORT FOR MOTOR VEHICLE SAFETY 

Natiouel Ccntcr for Statistics and Analyeic 

Harmonization of Regulations 

ADMINISTRATION 

Management Improvements 

Civil Rights 

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TABLES 

1. 1985 Traffrc Fatality Summary 

2. Trends in Motor Vehicle Traffic Deaths in the United States,1975-1985 

3. Important Fatality Changes from 1984 to 1985 

4. Fuel Economy Standards for Passenger Cars and Light Trucks 

for the 1978 through 1987 Model Years (in MFG) 

5. 1985 New Car Assessme.nt Program*Crash Test Results 

6. Data Acquisition and Statistical Analysis 

FI GURE S 

J. National Highway Traffic Safety Administration Organizational Chart 

APPENDICES 

A. Statistical Compilation A-1 

B. Funding Tables B-1 

C. Publications of the National Highway Traffic Safety Administration C-l 

D. National Highway Traffic Safety Administration Historical and Legislative Background D-L 

E. List of Motor Vehicle Safety Standards and Fuel Economy Standards and 

Regulations in Effect in Calendar Year 1985 

F. Major Research Projects Performed for NHTSA Under Contracts 

That Utilized FY 1985 Funds 

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lntroduction 

The National Highway Traffic Safety 

Administration was established by the Highway 

Safety Act of 7970, as the successor to 

the National Highway Safety Bureau, to 

carry out safety programs under the National 

Traffic and Motor Vehicle Safety Act of 

1966 and the Highway Safety Act of 1966. It 

also carries out consumer programs established 

by the Motor Vehicle Information and 

Cost Savings Act, as amended. 

Its mandate is to reduce deaths, injuries 

and economic losses resulting from 

motor vehicle crashes. This is accomplished 

by setting and enforcing safety performance 

standards for motor vehicles, and through 

grants to State and local governments to 

enable them to organize, develop, and implement 

their highway safetyprograms more 

effectively. NHTSA investigates safety 

defects in motor vehicles, sets and enforces 

fuel economy standards, provides leadership 

to the States and local communities to 

reduce the threat of drunk drivers, promotes 

the use of safety belts, child safety seats and 

automatic protection, investigates odometer 

fraud, establishes and enforces vehicle theft 

regulations and provides consumer information 

on motor vehicle safety and the crashworthiness 

of new cars. It also conducts research 

on driver behavior and traffic safety, 

and to develop the most efficient and effective 

means of bringing about safety improvements. 

Estimate based on 1984 data. 

The Motor Vehicle Salety Problem 

Safer motor vehicle travel continues to 

be a prominent national concern, with 

government at all levels combining resources 

to find ways to reduce fatalities and injuries 

and their economic consequences. 

Motor vehicle crashes are the leading 

cause of death for persons under age 44. 

While there is no "t1pical" motor vehicle 

crash, statistical profiles indicate that most 

involve a passenger car; occur on a principal 

roadway in a rural area, and during normal 

weather conditions; and more drivers are 

killed than passengers. 

Alcohol continues to be the single 

greatest cause of traffic crashes and is involved 

in at least half of all traffic fatalities. 

And, failure to use the safety belts that are in 

nearly every passenger car on the road today 

results in nearly twice as many occupant 

fatalities and injuries as would otherwise 

occur. 

The economic cost of motor vehicle 

crashes is conservativelv estimated to be 

nearly $70 billion *uri, yearl: property 

damage, about $28 billion; lost productivity, 

$15 billion; medical costs, $4 billion; and 

nearly $23 billion in insurance expenses, 

legal and court fees, emergency services, 

coroner/medical examiner costs and the administrative 

expenses of public assistance 

programs. 

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Occupants of Passenger Cars 

Occupants of Vans, Pickups, and 

Multipurpose Vehicles 

Table I 

1985 

TrelIIc Fatality Summery 

Occupants of Medium/Heavy Trucks 

Occupants of School Buses 

Motorcyclists 

Pedestrians 

Pedalcyclists 

Overall Fatalltv Trends 

Occupants of Other Vehicles 

Atotal of 43,795 persons lost theirlives 

in traffic crashes in 1985, a 1 percent 

decrease over the preceding year. The total 

represents an average ofabout 120 fatalities 

every day. 

The fatality rate, the number of deaths 

per 100 million vehicle miles of travel, which 

is a measure of the risk of death to which a 

person is exposed when travelling by motor 

vehicle, also declined between 1984 and 

2 

TOTAL 

23,190 

3,890 

977 

24 

4,570 

6,800 

890 

646 

43,795 

1985 from 2.58 to 2.47 -the lowest fataliw 

rate in history. 

This reduction in the fatality rate is significant 

when viewed from an historical 

perspective. In 1940, 32, 9L4 persons were 

killed, 302.2 billion miles were travelled and 

the fatality rate that year was 10.9. By 1961, 

the rate had decreased to 4.9 but the 

downward trend reversed in 1962 andbegan 

increasing. In 1966, when legislation was 

passed to create a federal traffic safety 

program, there were 925.9 billion miles

travelled and the fatality rate had climbed to 

5.5.In 1985, with travel at 1,765 billion miles 

and fatalities at 43,795, the fatality rate of 

2.47 deaths per 100 million vehicle miles is 

the lowest it has been since at least the early 

1920's when the first records were kept. If 

the relative risk of driving in 1985 had been 

the same as in 1940, we would have experienced 

as many as L92,7.?8 traffic deaths 

in 1985. 

The reduced risk of death or injury per 

mile of travel can be attributed to many factors, 

including safety improvements in motor 

vehicles and roadways, increased safety belt 

and child safety seat use, improved traffic law 

enforcement and emergency medical services 

and increased national awareness of 

the dangers of drunk driving. 

Program Emphaels 

Improving the safety of motor vehicle 

travel ranks among the most critical public 

health issues facing the nation today. In 1985, 

NIITSA continued its policy of addressing 

highway safety through a balanced approach, 

concentrating on solutions involving both 

the vehicle and the driver. This approach 

provides a careful balance of highway safety 

and motor vehicle safety programs. 

In 1985, programs were designed to 

yield the reduction in fatalities and injuries 

in the most effective and efficient manner. 

Resources were directed at those activities 

with the most realistic prospect of success 

and with the maximum safety gains per dollar 

invested. 

In the highway safety are4 the agency 

continued to place emphasis on efforts to 

reduce drunk driving and increase the use of 

ocflrpant protection systems. Alcohol is involved 

in more than 50percent of all fatal accidents; 

and failure to use safety belts contributes 

to nearly half of all passenger vehicle 

ocmpant fatalities and injuries in motor 

vehicle crashes. 

The agency continued to build on the 

groundswell of pubtic support which currently 

exists for reducing drunk driving. Emphasis 

was placed on promoting communitybased 

alcohol programs which contain 

public education activities to enhance driver 

perception of the risks of driving under the 

influence and the risk of being apprehended 

by enforcement officials. 

Following the 1984 enactment of 

federal legislation to encourage the States to 

raise the minimum legal drinking age to 2'l', 

the agency has provided financial and technical 

support for the implementation of age- 

21 laws, in addition to other alcohol countermeasures. 

The National Occupant Protection 

Program continued to involve all levels of 

the public and private sector to persuade, inform, 

and educate the American people 

about the benefits of safety belts and 

automatic protection systems. Research and 

experience in this country and abroad indicatcs 

that efforts to increase usage of safety 

belts and child safety seats must involve 

several education programs operating simultaneously. 

The agency's occupant protection 

program helps States and communities accomplish 

this by combining education, enforcement, 

incentives and news media support. 

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Table 2 

ltends ln MotorVehicle Thafllc Deaths in the United States 

r97s-1995 

Item lns rn6 pn rln8 tyn l9B0 lg8l 19s2 rg8l ltlE4 rgEsr 

Dc{rhs 44525 45523 47,tn 50,331 5l,0qt 51,091 49,301 43,945 42J89 44,257 4f,,7g5 

MotorVchiclc Travel (billione of whicle miles) 

1,328 l,#2 t,#7 1545 1J29 U28 1J56 $m 1,658 l,?1g t,nS 

Rcgietcrtd Motoi Vehictes (tm,m0) 

\3n 1,435 \4n rJ36 us6 1,616 r,641 1,6s2 1,694 1,7t7 t,nr 

Rcsidcnt Population (rffi ,000) 

2,155 2,176 2,198 2,221 2,246 2,272 2,295 2,3rs 2,w 2,365 2,#7 

Liccnsed Drir+rs (1m,000) 

1'298 1'340 1,381 1,4ffi 1,433 r,4s3 1,471 lJ03 ls4z 1Js4 rJ69 

Dcsth Rttcs Pcr Hundrcd Million Vchicle Milcs 

3.35 3.2s 3.26 1.26 3.34 3.34 x.r7 2.76 257 2-5E 2.47 

Pcr 100,ffi0 Rcgistercd Vchicles 

32.28 3r.73 32Jr n.76 32.01 31.62 30.04 26.fi 25.14 LS.n U.n 

Pcr 100,000 Rcsident Population 

N.ffi n-92 zt.n 22.ffi 22.75 22.4s 21J0 18.96 18.20 18.71 18.3t 

Per 100,000 Licensed Driverr 

34.-31 33-96 34.66 ti.z4 36.66 x5.r6 33.52 n.u zi.6z 28..8 z7.gl 

Vehicle and Driwr Relerionrtrip 

Ratior Registctrd Motor Vchiclcs to Licenecd Drirrcrr 

1.06 7.o7 l.vl 1.09 r.rt r.u Ll2 l.l0 t.vT l.tr l.l3 

Ratio, Rcgi*ercd Motor Vchiclcs to Rcrident population 

0.64 0.66 0.67 0.69 0.7t 0.71 o.72 0.7t 0.12 0.73 0.74 

Ratio, Liccnscd Driwrr to Rcsident Population 

0.60 0.62 0.63 0.63 0.64 0.64 0.64 0.65 0.66 0.66 0.66 

rPrcliminary

lte traffrc fatality decreasc resulted from 

a substantial reduction in the second half 

of 1985. Compared to the same period in 

19&4, fatalities rose 2 percent from January 

to June of 1985, while from July to December 

fatalities declined by 3 percent which 

resulted in the overall 1 percent decrease. 

r The fatality rate per lfi) million miles of 

travel declined about 4 perccnt to 2.47, the 

lowest rate ever recorded. 

1 Passenger car occupa-Dt fatalities declined 

2 percent in 1985. The increased number 

ofstate laws requiring safety belt use and 

thewidespread campaigns to persuade occupants 

to buckle up have triggered this 

trend. 

r tn the Statesz that had mandatory safety 

belt laws in effect for at least three months 

of 1985, front seat passenger vehicle occupatrt 

fatalities decreased by 7 perccnt' 

This reduction is based on a comparison of 

thetime period duringwhich the lawswere 

in effect in 1985 to the same period during 

1984. 

r Safety belt rtsc or other occupant protection 

amongpassenger vehicle occupants in 

fatal crashes increased form I percent in 

1984 to 17 percent in 1985, indicating 

greater belt usage among motoristg 

generally. 

Missouri, and North Carolina. 

Table 3 

Importent F'atality Chenges From l9&{ to 1985 

r Fatalities in crashcs involving a driver or a ' 

nonoccupirtrt with a blood alcohol concentration 

(BAC) of .10 percent or above 

declined from 4'6.3 Percent in 198a to 45 

percent in 1983, to 42.9 percent in 1984, to 

41.4 percent in 1985. 

I Drivers in fatal traffic crashes with a BAC 

of.10 percent or above declined from 30 

percent in 1982, to 29 percent in L983' to 

27.+ perceot in 1984, to 25'3 percent in 

1985. 

; After adjustments for calendar differences, 

the weekends (Saturday and Sunday) 

experienced 4 percent fewer fatalities than 

in 1984, while the weekday toll was unchanged. 

More specifically, there was a 6 

percent reduction in fatalities on Sundays 

and a 3 perc€nt decline on Saturdays' 

I Traffic fatalities decreased by 8 percent 

befween midnight and 3 a.m. and 2 percent 

between 6 p.m. and midnight. During the 

hours o[ 9 a.m. to 6 p'm', traffic fatalities 

rose 4 percent. 

t Teenage males, between thc ages of 15 and 

19 years ol4 involved in fatal crashes 

decreased by 5 percent while female 

drivers in the same age Sroup were in' 

volved in 3 percent more crashes' 

I Fatal crashes involving a single vehicle 

decreased by 3 percent, and the number 

involvirg a pedestrian was down 4 percent. 

Pedalcyclists showed an increase of 5 percsnt 

more fatal crashes. 

inois, Michigan, Texas, Nebraska, 

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In addition to highway safety 

programs, the agency continued its research 

and rulemakirg efforts to improve motor 

vehicle safety technolory. Priorities in the 

crash avoidance area include lighting, signalling, 

mirror systems, conspiflity, brakes 

(particularly for heavy duty trucks) and international 

harmonization of safety requirements. 

NHTSA also continued to emphasize 

improved frontal crash protectionr pflrticularly 

with respect to contact with the 

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steering assembly, 

and side impact protection. 

The enforcement of Federal laws, 

$tandards, and regulations governing motor 

vehicles is one of NHTSA's rnost important 

safety responsibilities. During the past year, 

emphasis in the enforcement area continued 

on improving the capability of the agency to 

acflrrately identify safety-related defects in 

motor vehicles and to ensure that defects are 

corrected in the shortest possible time.

Saving Lives 

Although the United States' traffic 

fatality rate is one of the lowest in the world, 

the large volume of motor vehicle travel in 

this country raises the issue of traffic deaths 

to the level of a national health problem. 

Overall, traffic crashes are the fifth leading 

cause of death in the United States and one 

of every 40 people who die each year dies as 

the direct consequence of a motorvehicle injury. 

The safety of motor vehicle travel has 

improved significantly over the past decade 

as the motor vehicle death rate has been 

reduced by 26 percent. Cars are safer, roads 

are better designed and drivers are better 

trained. Although the riskof being injured or 

killed in traffic crashes has been declining, 

the annual highway death and injury toll is 

still far too high. It is especially tragic when 

so many of those casualties could be 

prevented by individual drivers themselves, 

simply by not driving drunk and by wearing 

safety belts. There are still opPortunities to 

make further significant improvements in 

America's highway safety record, both to 

offset the effects of increasing travel and to 

make real reductions in highway risk. As a 

result, the agency continues its comprehensive 

program to reduce motor vehiclc 

crashes, injurics and fatalities. 

ocauprnt Protrotlon 

During 1985, 23,198 pas$cnger car oG' 

flpants wcrc killed in crashcs. Almost half 

of these deaths could have been prevented 

by the use of safety belts. NIITSA estimates 

that about 2l percent of drivers used their 

safety belts in 1985. This represents a continuing 

improvement compared to the 1,1 

percent observed in 1982. However, it indicates 

substantial room for improvement, 

since virtually all cars on the road today are 

equipped with belts. 

Nf{TSA's National Occupant Protec' 

tion Program continued to encourage 

motorists to take advantage of the effective 

and available protection offered by safety 

belts and child safety seats. 

The goat is to underscore the benefits 

of safety belts by increasingpublic awareness 

of the risk of being involved in a crash, and 

by encouraging national organizations and 

corporations to promote safety belt use 

among their members, employees and constituencies. 

Public education on occupant protection 

is directed toward people where they 

live and work, relying on the communication 

abilities of inlluential national, State, and 

local organizations. National and local organizations 

can be inlluential intermediaries 

to the public. Amessage that is delivered by 

a variety of people in different settings, such 

as in the workplace, school, or in social situatioru, 

is more likely to influence behavior. 

In July 1984, following SccrctarY 

Dole's dccision on Standard No.208, "Oc' 

cupant Crash Protection," which cncouragcd 

States to cnact safcty bclt use laws, New 

York became the first to psss a law requiring 

front seat ocpupants ofpassenger cars to use 

safety belts.r Dole's decision also triggered 

increased belt law momentum in other State 

istrict of Columbia have passed mandatory 

safety belt use laws. In November 1986, Massachusetts and Nebraska held referendum 

uotei and both rescinded their mandatory safety belt use laws. 

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legislatures. By the end of 1985, 15 additional 

States-New Jersey, Michigan, Illinois, 

Nebrask4 North Carolina, California, Con* 

necticut, Hawaii, Louisiana, New Mexico, 

Oklahoma, Texas, Indiana" Massachusetts, 

Indiana and the District of Columbia had 

adopted or enacted mandatory use laws. 

Chlld Salotv $eats 

All50 States and the District of Columbia 

have passed child passenger protection 

laws. 

Child safety seat loaner programs in 

States and communities are providing a valuable 

and needed public service, enabling 

parents who cannot afford to purchase a seat 

to borrow one. In some casesr loaner 

programs rent seats for a small fee. 

NHTSA's standard on child passenger 

protection systems (FMVSS No. 213) requires 

that child safety seats (seat, bed, 

booster seat, etc.) pass a simulated 30 mph 

crash test when sesured by vehicle lap belts. 

Manufacturers may furnish an additional 

tether (top) strap, but it is not required. 

Manufacturers must provide installation instructions 

and warnings against rnisuse with 

each seat. 

$ince the revised standard was issued 

in 1981, safety seat usage for children ages 4 

and under has more than doubled, from the 

1982 level of 22 percent to 56 percent in 

1985. Manufacturers are producing seats 

that are more convenient to use. 

Evenwith all the States requiring child 

safety seat usage and increased parental 

awareness of the importance of the devices, 

a significant number of parents still do not 

follow manufacturers' installation instructions, 

resulting in improper routing of the 

safety belt through the seat, or failure to install 

infant seats facing rearward, reducing 

the safety benefits to the child. 

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Automatlc Protectlon 

On July 11, 1984, the Department of 

Transportation published a final rule to 

amend Standard No. 208, "Occupant Crash 

Protection," to require automatic crash 

protection in passengers cars on a phased-in 

schedule beginning on September 1, lg8d, 

with full implementation on and after September 

1, 1989. If States representing twothirds 

of the nation's population enact effective 

mandatory safety belt usage laws meeting 

specified criteria before April 1, Lg8g, 

the requirement for automatic protection 

will no longer apply.The laws must be in effect 

and enforced by September L, 1989. 

A Notice of Proposed Rulemaking to 

further address several issues raised in the 

July 1984 final rule was published on 

April 12, 1985. The issues included the possible 

elimination of the oblique crash test requirements, 

application of the automatic 

protection requirements to convertibles, application 

of the head injury criteria (HIC) in 

the absence ofhead contact and adoption of 

some of the New Car Assessment Program 

test procedures. In addition, this notice addressed 

dynamic testing of car and light 

truck manual belts, and reporting requirements 

regarding compliance with thephasein 

requirements. 

During the rulemaking, it was determined 

that the following additional issues 

would require consideration: 

r Response to petitions for reconsideration 

of the final rule on belt 

comfort and convenience issued in 

January 1981. 

r Response to petitions for reconsideration 

of the final rule on Standard 

No.208. 

On April 12, 1985, NHTSA published 

a Notice of Proposed Rulemaking to modify 

certain aspects of the comfort and con-

venience requirements for autometic and 

manual safety belts. It also proposed to 

change the effective date of the comfort and 

convenience requirements to September l, 

1986, to coincide with the effective date of 

the phase-in of automatic protec'tion systems 

under the Department's July 19&4 rule. On 

November 6, 1985, the agency published a 

final rule on these issues. 

On August 30, 1985, the agency 

published a response to petitions for reconsideration, 

submitted by 16 interested parties, 

to the final rule on Standard No. 208 

published July 19&4, concerning rescissiorl 

required automatic protectiort, phase-in requirements, 

effective date, non-belt technoloS/ 

credits, convertibles, oblique crash test, 

leadtime, repeatability and other issues. 

NHTSA published a Notice of 

Proposed Rulemaking on April 12, 1985, in 

re$ponse to a petition from General Motors 

that proposed to adopt the Hybrid III test 

dummy as an alternative to the Part 572 test 

dummy in testing done in accordance with 

Standard No.208. 

NHTSA continued to encourage the 

automotive industry to develop and market 

advanced safety technologies in motor 

vehicles voluntarily. The following research 

fleet demonstration programs were 

developed as part of this new technolory. It 

is anticipated that these programs will help 

establish a market for air bags by exhibiting 

their field crash performance capability, as 

well as their reliability and maintainability. 

r In cooperation with State police 

agencies, NHTSA established a 

demonstration project to support research, 

manufacturing and testing of 

advanced restraint systems. This 

project utilizes driver's side air bag 

retrofit kits developed by the 

Romeo-Kojyo Company of Tempe, 

Arizona. Under contract to NHTSA 

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this company supplied 550 kits for 

installation in police fleets of seven 

States and two cities; Arizona, 

California, Ohio, Mississippi, 

Maryland, New York, Wisconsin, 

NewYorkCity and River Vale, New 

Jersey. This retrofit air bag system is 

considered as a supplemental driver 

safety system to be used in conjunction 

with existing automobile safety 

belts. 

rThe Breed Corporation was 

awarded a contract to equip a fleet 

of vehicles with a driver's side air 

bag. The Breed all-mechanical system 

incorporates a mechanical crash 

sensor/initiator which eliminates the 

nced for more expensive electronic 

components found in current 

production and prototype air bag 

systems. 

. NHTSA and the General Services 

Administration (GSA) entered into 

an agreement with the Ford Motor 

Company to purchase approximately 

5,000 1985 Tempos equipped with 

driver's side air bags. These vehicles 

are part of the vehicles acquired by 

GSA for its interagency motor pool 

fleet. A compact car was selected for 

this demonstration to make anaffordable 

domestic car with an air bag 

available to large fleet buyers and, 

perhaps, the general public. 

Frontal lmpact Protec'tlon 

Frontal crashes account for more than 

half of the injuries to motor vehicle occupants. 

The agency is working to reduce injuries 

to drivers and passengers by improving 

frontal impact protectio4 particularly 

the drive/steering assembly.

Durfury 1985, an analytical studywas 

completed that used computers to 

simulate the interior vehicle environment 

as seenbydrivers in frontal 

crashes. The purpose was to 

evaluate alternative safety improvements 

by simulating crashes in a 

wide range of vehicle models, 

$peeds, impact directions and oc* 

orpant sizes. The study used analytical 

models specifically developed 

for this simulation and exteniive 

vehicle compartment data. The 

results indicate that reductions in injuryfor 

unbelted drivers are possible 

if safety improvements are made to 

the steering assembly. The agency 

will evaluate this conclusion bv 

building and testing modified steeiing 

assemblies. 

In addition to the steering assembly, 

vehicle components being studied include 

the instrument panel, windshield, headers 

and pillars. Work is also continuing on the 

identification of vehicle structural concepts 

that can be implemented to reduce injuries. 

Two reports on this research have been 

presented at two international conferences: 

nDevelopment 

of Analytical Procedures to 

Characterize the Vehicle Environment in 

Frontal Impact Accidentsn was presented at 

the Society of Automotive Enginee$ meeting 

in Detroit, Michigan and nEvaluation 

of 

Frontal Occupant Protection Using the passenger/Driver 

Simulation Model" was 

presented at the Tenth International Technical 

Conferenc€ on Experimental Safety 

Vehicles in I.ondo4 England. 

$lde lmpast Proteeilon 

Side impact collisions are the second 

leading cau$e of fatalities and injuries to 

motor vehicle occupants. Iu 1985, 7,500 pas- 

senger car occupants were killed and about 

25,000 were seriously injured in side impacts. 

Side impact research performed in 


included: 

r Computermodel analyses of crashes 

to asses$ the injury effects of potential 

countenneasures. 

r Crash tests of passenger cars to 

evaluate their safety performance. 

r Completion of side impact test procedures 

including barrier certificationand 

side impact dummyseating. 

rEvaluation of the repeatability of 

side impact dummy performance. 

r Development of procedures for 

evaluating techniques for improving 

head protection during vehicle interior 

impacts. 

r Investigation of side safety improvements 

possible from various changes 

in vehicle frontal designs. preliminary 

indications show cars with 

lower hood profiles may be less like- 

Iy to cause serious chest injuries 

when they hit another car in the sicle. 

r Identification of vehicle crash test 

respon$e mea$urements to provide 

a link between vehicle design 

characteristics and safety performance. 

Test reports, technical papers and research 

notes relating to this research have 

been published. Various paper$ presented at 

tle Tenth Experimentat Vehicle Safety 

Conference in Odord, England include: 

"Side 

Impact Aggressiveness Attributes" 

'The 

and 

Safety Performance of production 

Vehicles in Side Impacts."

Pedeetrlan lmpact Protectlon 

In 1985, there were 6,800 Pedestrian 

fatalities. 

Research was performed to develop a 

test device and test procedures for measuring 

head injury caused by vehicle structures. 

Testing was conducted on current production 

cars to identifu designs which could 

reduce the potential for severe pedestrian 

head injury 

Research continued on the evaluation 

of the injury reduction potential that softened 

front bumpers would have on the 

lower body of pedestrians who are struck. 

Englneering Analvels 

The agency also used analytical tools 

and mathematical models to simulate ctash 

behavior. Using computer models of a 

vehicle and its occupants to study crash effects 

provides a means to supplement test 

data and to evaluate the results of vehicle 

changes. 

. Major improvements were made to 

automate procedures for studying occupant 

simulator models. Part of this improvement 

included the establishment of a data base of 

vehicle geometry and component charac' 

teristics. This data base, along with the internationally 

recognized vehicle crash test and 

biomechanics data bases, provides an effective 

means for studying vehicle safety. 

Biomechanice 

Biomechanics is the field of study that 

applies engineering principles and techniques 

to gain an understanding of impact 

ffauma in humans. Bismechanical research 

continued to develop tolerance levels for 

human trauma in motor vehicle accidents, 

and test tools which measure potential for inju.y. 

Injury to the head is one of the leading 

causes of death and disability from motor 

vehicle crashes. During 1985, analysis of 

humanhead impacts that occurred in crashes 

indicated the potential for linking test 

measurements and human injury. This approach 

is being complemented by detailed 

tissue studies and mechanical models of the 

brain which together may provide the basis 

for establishinga more definitive head injury 

measure. 

Trauma in the face, neclg chest, abdomen 

and legswas also examinedwhich led 

to preliminary design concepts for an im' 

proved dummy neck and abdomen. The improved 

versions are being tested as Pafl of 

research into advanced passenger protection 

concepts. 

The agency's unique, biomechanical 

data base, which maintains extensive information 

on human impact respor$e and injury, 

continued to grow. During 1985, this 

data base expanded from 800 to more than 

1.,800 tests, providing p valuable resource to 

anal)"ze and develop sound biomechanical 

bases for injury reduction. 

In 1983 Congress enacted a law 

authorizing the Secretary of Transportation 

to request a study by the National Academy 

of Sciences on trauma. This study would 

determine what is known about injury, what 

research should be done to learn more, and 

what arrangements the Federal government 

could use to increase and improve the 

knowledge of injury. This authorization established 

the Committee on Trauma 

Research in the National Research 

Council's Commission on Life Sciences. 

In 1985, a report entitled "Injury in 

America," was issued. This report states that 

injuries constitute one of the nation's most 

experuive health problems, costing $75 to 

$f00 bitlion a year, but research on injury 

'1 

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eceives less than 2 cents out of every 

Federal dollar used for research on health 

problerns. 

In addition, the Committee recommended 

that a Center for Injury Control be 

established within the Federal government. 

Also, the Department of Traruportation 

FY 1986 Appropriations Act, enacted in 

December 1985, provided funding through 

NHTSAIo establish the centeraspart of the 

Department of Health and Human Services' 

Centers for Disease Control. 

Revlew ol Hegulatorv Astions 

NIITSA continually reviews existing 

and proposed Federal motor vehicle safety 

standards and other regulations in light of 

current circumstances and motor vehicle 

safety requirements. 

Reviews completed in 1985 in compliance 

with Executive Order l2}gl and the 

agency's own regulatory review plan included: 

r Weight and cost data collection for 

model year 1982,1984 passenger 

cars to be used in the continuing 

evaluation of the 1982 bumper 

standard. 

r Cost analpis of changes in motor 

vehicles and equipment as aresult of 

Standards No. 201, 'Interior Impact 

Protection;" No. 203, nlmpact 

Protection for the Driver from the 

Steering Control System;n No. 204, 

"$teering 

Control, Rearward Displacement;n 

and No. 210, "Seat Belt 

Assembly Anchorages.' 

r A preliminary evaluation of the 

voluntary tire registration system to 

determine the effects of independent 

tire dealers switching from 

a mandatory to a voluntary registration 

system under the regulation on 

nTire 

Identification and 

Recordkeeping." This showed that 

the tire registration rates for independent 

dealers decreased from lB 

percent ulder mandatory registration 

to below 11 percent when 

voluntary procedures were in effect. 

The registration rates for cornpanyowned 

outlets, which were subject to 

mandatory registration during the 

entire time, remained steady at 

around 90 percent. It was determined 

that only 22 percent of tire 

buyers received their registration 

card from independent dealers. 

CraehworthlnEse 

Hulemaklng 

Standard No. 204, "steering Control 

Reamafi Displatement," On April 4, 1.985, a 

Notice of Proposed Rulemaking was issued 

proposing to extend the coverage of Standard 

No. 7M to trucks, multipurpose pa$senger 

vehicles and buses with an unloaded 

weight of 5,500 pounds or less. (In November 

1979, the agency applied the standard to 

those vehicles with an unloaded weight of 

4,000 pounds or less.) 

Standard No. 205, nGluing Materiah." 

Since 1983, NIITSA has permitted the use 

of a plastic-coated windshield which could 

reduce facial injuries caused by broken glass 

in windshields and windows, except that it 

may not be used in convertibles, in vehicles 

that have no roof, or in vehicles with removable 

roofs. 

Several test fleets were organized to 

evaluate this new safety device. These included: 

lfi) police cruisers (Maryland State 

Police);2,500 Chewolet and Pontiac compact 

cars (rental fleets); 2,500 Ford LTD 

sedans and station wagons (rental fleets); 

500 Buicks and Oldsmobiles (rental fleets), 

and 2,500 Ford Tempos (GSA fleet). 

H

ilith the exception of the GSA fleet, 

the fleets are now in the process of being disbanded. 

During 1985, reports were suhmitted 

by General Motors Corporation and 

the Ford Motor Company describing the extent 

of the field experience. 

GM and Ford reported that the experiencewith 

this new type of safetyglass has 

been favorable. lacerative injuries, when 

reported, apparentlyocfltr onlywhen the occupant, 

usually unbelted, strikes an interior 

surface other than the windshield or from 

blunt impact with the windshield. No lacerative 

injuries were sustained due to the contact 

with sharp edges of glazing, because the 

plastic shield protects the occupant from 

direct contact with the glass. 

To date, GSA has reported no injuries 

involving windshields, and no operator dissatisfaction 

with the windshield. 

Standard No. 206, "Door l-ocks and 

Door Retention ComponenJs." In 1982, 

NFITSA was requested to revise the definition 

of 'bus" to include vehicles in which 

seating capacity had been reduced to accommodate 

wheel chair occupants, or alternatively, 

to exempt these vehicles from the requirements 

of Standard No. 206. The agency 

decided not to revise the definition of 

"bus", 

but issued a Notice of Proposed 

Rulemaking on September 30, 1984, to exempt 

vehicles with side doors equipped with 

wheel chair lifts from the requirements of 

Standard No. 206. The final rule was 

published on March 27,7985,with an effective 

date of July 25, 1985. 

Standail No. 208, "Occupant Crash 

hotection " On May 30, 1985, a Notice of 

Proposed Rulemaking was issued proposing 

to upgrade the safety belt systenrs in trucks 

and multipurpose passenger vehicles with a 

gross vehicle weight rating over 10,000 

pounds and buses by requiring the use of 

emergency locking retractors and push-but- 

1g 

ton buckle releases. These proposed changes 

should promote the use of safety belts in 

these vehicles because it makes belts more 

convenient to use. 

Standard No. 210, "Seat BeIt Assembly 

Arclnrryes." On October 10, 1985, an 

amendment was issued to Standard No. 210 

which requires all vehicles equipped with 

automatic protection systems at the right 

front passenger seating position be equipped 

with anchorages for a lap belt at that seat 

position, if the automatic protection system 

carurot be used to properly irutall a child 

safety seat. The effective date of this amendment 

is September L, 1987. 

Standard No. 213, "Child Seating Systems." 

On April 17, 1985, the agency issued a 

final rule speciffing more objective criteria 

for safety seat inversion testing, effective the 

day of issue. 

On July 5, 1985, a Notice of Proposed 

Rulemakingwas issued proposing to amend 

the requirements of Standard No. 213 to require 

child safety seats equipped with a 

tether strap to pass a 30 mph test without attaching 

the tether, and by eliminating the requirement 

that tethered seats be subjected 

to a 20 mph test. The agency believed that 

the amendmentwas necessaryto ensure that 

children riding in child safety seats with unattached 

tethers (a frequent misuse) will be 

provided the same crash protection iN seats 

designed without a tether. 

On August 21, 1985, a final rule was issued 

changing the force necessary to operate 

safety seat buckle release mechanisms from 

the previous minimum of 12 pounds to a 

range between 9 and 1.4 pounds. The mzurimum 

release force in the post-impact test 

was reduced from the previous level of 20 

pounds to 16 pounds. Additionally, this rule 

added buckle size and buckle latching requirements 

to the standard. This rule ensures 

that child safety seat buckles are easier 

q ; 

.

for adults to operate, while preventing small 

childrenfrom opening the buckles. The rule 

becomes effective February lB, lg8d. 

Stendard No. 2l8, "Motorcycle Helrtrats,'On 

September 27,1985, a Notice of 

Proposed Rulemaking was published to extendthe 

testprocedures in Standard No.21B 

to cover all helmet sizes. Currently, only helmets 

that can be placed on the Size C 

(medium) test head form are inctuded. 

and workshops 

Scientific and technical conferences 

and workshops on occupant and pedestrian 

protection play an important role in the 

agency's research program. These *gslings 

are organized to provide a forum to exchange 

views, technical information, and 

new developments that can be applied to 

reduce injuries and fatalities that result from 

crashes. 

During 1985, the following technical 

conferences and workshops were held: 

r In July 1.985, the Tenth Internation* 

al Technical Conference on Experimental 

Safety Vehicles (ESV) 

was held in Oxford, England. This 

conference was sponsored by the 

U.S. Govemment and hosted by the 

Oovcrnmcnt of thc United 

Klngdom. Tho serics of Intcrnation 

sl tcchnlcal confcrcncoo ic thc prlnc{pal 

mcchanlem for comrnunicatlng 

safety rcsearch plans, objectives, 

and results with the automotive 

Safety research experts worldwide. 

This communication provides each 

participant the opportunity to maximize 

the impact of research budgets 

by building on the research of others 

and by participating in cooperative 

research efforts. 

r In addition to government status 

reports on ongoing re$earch projects 

in the participating countries, indepth 

technical sessions were held 

on biomechanics and dummy 

development; cra$h avoidance research; 

occupant protection in frontal 

and side impacts; accident data 

acquisition and analysis; heavy duty 

vehicle, pedestrian protection and 

motorcycle safety research. The 

conference was attended by approximately 

500 of the leading 

government, industry, and academic 

automotive safety research scientists 

of the Western World and 

Japan and over 130 technical papers 

were presented. 

Hosting of these international conferences 

is on a rotating basis among 

participating governments; therefore, 

the Eleventh ESV Conference 

will be hosted by the U.S. Government 

in Washington, D-C. in May 

1987. 

r In November 1985, more than 80 experts 

from 14 nations met in 

Washington, D.C., and participated 

in an Organization for Economic 

Cooperation and Development 

(OECD) lVorkshop on rhe "Effectivcncss 

of Safcty Bolt Uec Lann; A 

Muki.National Examination." Thls 

worklhop was thc culminatlon of an 

l8-month-long project sponsored by 

the OECD Road Research 

Program. 

The project was designed to collect 

recent data on safety belt use laws within the 

OECD member countries and produce, to 

the degree possible, a comparative assessment 

of those laws. The goal of the 

project was to provide information that

A voldlng Accidents 

The complex relationship between a 

motor vehicle and its driver is the subject of 

considerable interest at NHTSA. Factors in* 

fluencing this relationship include the 

driver's physical abilities and driving experience, 

the nature of the driving, the 

responsiveness of the motor vehicle and its 

components to the driver's demands and environmental 

considerations, such as road 

condition and weather. 

Driver improvement programs, strict 

law enforcement and better highway engineering 

have been the traditional and most 

publicized approaches to motorvehicle accident 

prevention. But improvements in 

vehicle components, such as brakes, steering 

systems, controls and displays, tires, wheels, 

mirrors and lights also contribute to the safe 

and efficient operation of a motor vehicle. 

Vlslbllltv 

Vision accounts for more than 90 percent 

of the information a driver receives. 

Research is concentrating on the problem of 

blind spots caused by inadequate rearview 

mirrors. 

The agency has field tested different 

mirror combinations to determine which 

reduce blind spots most effectively without 

creating other visibility problems. The tests 

involved more than 5,000 vans, including 

1,700 control vehicles with conventional 

plane mirrors, 1,900 equipped with plane 

mirrors on the driver's side and a single convex 

mirror on the passenger side and 1,700 

stith both plane and convex mirrors on both 

sides. The results indicated a crash rate 

reduction of 17.6 percent in the single convex 

mirror group compared to the conventional 

mirror group. The dual plane/convex 

mirror group had essentially the same crash 

rate as the conventional mirror group. 

17 

A 2-year field study was completed in 

1985 that evaluated the crash reduction 

potential of equipping heary trucks with certain 

retro-reflective materials to make them 

more conspicuou$ at night. Approximately 

2,000 trailers were equipped with these 

reflectors. Vehicle-into-truck collisions 

were monitored and comparedwith those of 

a matched group of trailers without the 

reflectors. The results indicated 18 percent 

fewer collisions for vehicles striking reflectorized 

tractor-trailer units with reflectors. 

On November ?7,1985, Standard No. 

103, "Windshield Defrosting and Defogging 

Systems," was amended to require that passenger 

cars, multipurpo$e passenger 

vehicles, trucks and buses manufactured for 

sale outside the continental U.S. be 

equipped with defogging systems. This 

amendment resulted from a petition from 

Sunrise Motors. 

On April 12, L985, a notice was 

published which proposed to improve 

visibility on wet roadways by requiring certain 

spray suppression equipment for truck 

tractors, trailers and semi-trailers. The 

proposal, part of the implementation of Section414 

of the Surface Transportation Assistance 

Act of 1982, suggested that flaps and 

skirts be installed in specific locations on 

these vehicles and that the flaps be designed 

to achieve specified levels of spray suppression. 

Llghtfng 

A nationwide study on the aim of 

vehicle headlamps was completed. Data collected 

indicate that approximately 60 percent 

of the vehicles sampled had one or more 

lamps not within the recommended limits. 

Headlamps that are misaimed could lead to 

reduced driver visibility and increased glare. 

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On May 22, 1985 a firftl rule was 

published to extend the types of replaceable 

bulb headlamps that are allorved. Headlamps 

with nvin light sources and headlamp 

systemswith four lamps, each using a single 

standardized replaceable light source, were 

added as optional sptems.This actionwas in 

response to petitions from General Motors 

and Volkswagen of America. 

On July 22, 1985 a final rule was 

published in the Federal Register permitting 

the use of modulated headlamps during 

daylight hours to improve motorcycle safety. 

This action was in response to a petition 

from Harley-Davidson. Research indicates 

that motorcycles equipped with modulating 

headlamps are more easily seen by other 

motorists. 

OnSeptember ll, 1985 afinalrulewas 

issued to provide an alternate location for 

front identification lamps on multipurpose 

passenger vehicles, trucks and buses with 

widths exceeding 80 inches. This rulemaking 

resulted from a petition frortl the Truck 

Body Equipment Association. 

On May 13, 1985 a Notice ofProposed 

Rulemaking was published to permit the use 

of three additional standardized replaceable 

light sources to be designated HB-2, HB-3, 

and HB-4. This rulemaking was in response 

to petitions by Volkswagen atd General 

Motors. 

A Notice of Proposed Rulemaking 

which proposed solutioru to issues concerning 

the Type F sealed beam headlamp system 

was published on May 13, 1985. It addressed 

the use of the lower beam light 

during upper beam use, simultaneous 

aiming of both the lower beam headlamp 

and upper beam headlamp and inclusion of 

an auxiliary filament in the lower beam 

headlamp for lighting purposes other than 

headlighting. This notice resultcd from a 

General Motors petition. 

18 

Petitions received from North 

American Philips Lighting Company, 

General Electric Company and General 

Motors resulted in a September 18, 1985 

Notice of Proposed Rulemaking proposing 

changes to the standardized replaceable 

headlight light source. The notice proposed 

tighter filament tolerances, relaxed bulb 

dimensions and a new method for location 

of the'black cap" on the end of the bulb. The 

proposal is expected to lead to greater 

freedom in the design and manufacture of 

headlamps, 

On November 22,1985 a request for 

cornments was published on revising Standard 

No. 108, "I-amps, Reflective Devices 

and Associated Equipment," to help reduce 

the burden placed on vehicle and lighting 

manufacturers by certain design requirements. 

The intent is to make the headlighting 

requirements of Standard No. 108 more 

performance oriented. 

Gontrole and Dlsplays 

ANHTSAgrant to the Art Center College 

of Design in Pasadena, California" for 

students in its transportation design 

program to designvehicles that combine attractive 

styling and safety was completed in 

1985. Their designs emphasized interior 

crash ayoidance features, such as instrumentation 

and controls to reduce driver confusion 

and enhance safety. NHTSA's goals 

were to show that attractive designs and 

safety considerations are compatible and to 

provide the students with an interest in 

vehicle safety, 

On June 4, 1985 Standard No. 101, 

nControls 

and Displays," was amended to 

eliminate a requirement that the horn symbol 

be perceptually upright and to allow use 

of the words "Fasten Seat Belt" as an alternative 

to use for the seat belt symbol. This 

actionwas in response to petitions for recon- 

r'*i ',

sideration of a previous amendment 

to the 

standard. 

On September 12, 1985 a Notice of 

Proposed Rulemaking to Standard No. 101 

was published. This proposed amendment 

would remove certain restrictioru and permit 

greater flexibility in the illumination and 

identification of controls and displays. The 

proposed changes are in response to petitions 

from General Motors, BMW gtTechnolory 

and Volkswagen of America. 

Brakes 

On May 3, 1985 the agency issued a 

Notice of Proposed Rulemaking for a new 

Standard No. 135, "Passenger 

Car Brake Systems." 

This new standard would promote international 

trade by harmonizing U.S. braking 

regulations with those of the Economic 

Commission for Europe (ECE), Canada, 

Japan and Australia. It would eventually 

replaceportions of the current Standard No. 

105, 

"Hydraulic 

Brake Systerns," that apply to 

passenger cars. There are still differences 

between the U.S. and foreignproposals, and 

further development of the standard is 

needed before a final rule can be issued. 

Notices of Proposed Rulemaking were 

also issued on two matters dealing with 

brakes on heavy trucks. One proposal would 

change the portion of the test procedure 

dealing with burnishing (breaking in) the 

brakes to better accommodate disc brake 

designs. Disc brakes, while cotrtmon on passenger 

cars, are just coming into use in significant 

numbers of heavy truclcs. They offer 

several performance advantages over drum 

brakes, particularly a lower sensitivity to adjustment 

level and a decreased susceptibility 

to fade during prolonged usage, such as descending 

steep flpdes. The proposed amendmentwould 

encourage theuse of discbrakes 

on truclcs. 

19 

The other proposal would change the 

brake application and release timing requirements 

for air-braked truclcs, to produce 

better compatibility between tractors and 

trailers, partiorlarly in multiple-trailer combinations. 

The trailer timing test device 

would also be changed, to more closely simulate 

the performance of current tractor$. 

Crashes tpically involve various combinations 

of tailures by the driver, the vehicle 

and the roadway. Identiffing effective crash 

avoidance countenneasures requires an understanding 

of the events which lead to 

crashes and the contributions of both the 

driver and vehicle failures. 

NHTSA has focused on research 

programs to study the interaction between 

the driver and vehicle during certain critical 

accident situations. The goal of the program 

is to develop an understanding of how 

drivers perform manual control tasls. Emphasis 

is on the type of behavior that ocflrrs 

during unexpected crash avoidance situations. 

In additioq the use will be made of 

mathematical simulatiors of the driver and 

vehicle responses in naccident 

critical" situa, 

tions. A suspension parameter measurement 

device has been developed at NHTSA's 

Vehicle Research and Test C-enter to derive 

the data necessary for use in the vehicle portions 

of these simulations. This device is the 

only one of its kind in the world. 

Automotlve Radar Grash Warnlng 

Svstemg 

In the mid-1970's, NITTSA conducted 

the first sub$tantive research on the 

feasibility of using microwave radar as a 

crash warning system for motor vehicles. Although 

two functional prototJpe systems 

were developed and tested, the effort was

terminated because of cost and reliability 

problems associated with the electronics and 

an unacceptable level of false target alarms 

generated in actual traffic environments. 

However, since this technolog has the 

potential of providing an effective countermeasure 

for a wide range of accident$, and 

because of the great advances that have been 

made in radar and digital electronicr in the 

past decade, NHTSA is re-examining the applicability 

of automotive radar. An interagency 

agreement between NHTSA and the 

National Aeronautics and Space 

Administration's Manned Space Flight 

Center in Houstorl Texas, has resulted in a 

l-year research program to develop an advanced 

automotive crash warning system. 

Medlum/Heaw Truclr $afetv Reeearch 

Medium/heavy trucksl are involved in 

approximately 8.9 percent of the fatal accidents. 

They accumulate 4.9 percent of the 

totalvehicle mileage and comprise less than 

2.2 percent of the motor vehicle fleet. In 

1985, there was a 12.4 percent increase in the 

number of occupant fatalities in heavy trucks 

involved in single vehicle collisions. Collisions 

between medium/heavy trucks and 

other vehicles result in 21 percent of the 

fatalities sustained by occupants of other 

smaller vehicles involved in two-vehicle collisions. 

During 1985, NHTSA s heavy truck research 

concentrated on the preparation of 

three Congressional studies in response to 

Sections 216,217 and 219 of the Motor Carrier 

Safety Act of 198,4. The reports are due 

to Congress in 1986. 

The Section 216 study (Heavy Truck 

Safety) will address the safety characteristics 

of heavy trucl$, the unique problems related 

to heavy trucks, and the manner in which 

such trucls are driven. The study will include 

an examination of the handling, braking, 

stabilityand crashworthiness of heavy trucla 

and an examination of State activities to 

motivate/compel truck drivers to comply 

with the traffrc laws. 

The Section 217 study (Truck Occupant 

Protection) will investigate the 

potential/known hazards to truck occupant 

safety and will define potential performance 

standards, if any, to be met by truck 

manufacturers- 

The Section 219 study (Safety-Related 

Devices) will assess the effectiveness of existing 

regulations regarding emergency 

warningdevices required to be carried byinterstate 

motor carriers and investigate the 

potential cost and benefits of requiring passenger 

car operators to carry emergency 

warning devices. The studywill also examine 

the highway safety benefits of various tlpes 

of warning devices. 

Additional heavy truck research activities 

during 1985 included: 

r A truck fleet evaluation assessing 

the life cycle costs andperformance 

(including effectiveness, reliability 

and maintainability) of automatic 

brake adjusters continued. 

r A driver's manual entitled, t'A 

Professional Truck Driver's Guide 

on the Use of Retarders" was 

published. The manual tells a driver 

how to obtain the maximum benefit 

from a retarder and how to avoid 

potential misuse of the device. 

r A series of reports documenting the 

agency's brake research. These 

reports defined the stopping 

capability of air and hydraulicallybraked 

truck, the effect of brake ad- 

1 Medium/heavy truck is defined as a truckweighing 10,000Ibs. or more. 

20

justment on air brake performance, 

the effect of pneumatic timing, and 

evaluated parking and emergency 

pneumatic systems on air-braked 

trailers. 

r An evaluation of the performance of 

tractor-trailer combinations built to 

European standards in comparison 

to U.S. vehicles, and quantification 

of the improvement possible with 

the use of antilock brake systems. 

r Testing of 15 combination vehicles 

toprovide data to support the efforts 

of theTruckTrailer Brake Research 

Group (ITBRG), a consortium of 

various trucking industry associations, 

in developing tractor and 

trailer braking system compatibility 

standards. 

r Updating a computerized data base 

of the manufacturers of heavy trucks 

and trailers and the characteristics of 

their products. 

r Continued use was made of heavy 

vehicle simulation models to identifu 

the design features which are 

, most important in determining the 

undesirable aspects of truck behavior 

in accident avoidance 

maneuvers. 

r Publication of the results of the 

agency's testing of devices to reduce 

heavy truck splash and spray. 

Vehlcle Research and Te$t Genter 

NHTSA's Vehicle Research and Test 

Center (rvRTC), located at the Transportation 

Research Center near East Liberty, 

Ohio, conducts research on howvehicles behave 

in driving situatioru and what happens 

21 

when they crash. Projects range from investigating 

the braking and controllability of 

large trucks, to the survival of vehicle occupants 

and pedestrians when crashes occur. 

The \/RTC also conducts research to support 

the agency's safety-related defect investigations. 

VRTC projec'ts include the development 

of criteria for interpreting test results 

in terms of probable injury to human crash 

victims, development and evaluation of 

anthropomorphic (human-like) test devices 

to serve as human surrogates in crash tests, 

and development and evaluation of vehicles 

relative to their ability to protect human life 

in crashes. 

Significant accomplishments included 

studies correlating laboratory test results 

and actual head injuries to crash victims, and 

the study of design characteristics of car 

fronts that may significantly reduce injury to 

pedestrians and to vehicle occupants in cars 

struck in the side. 

Extensive research on both passenger 

car and heavy vehicle brakes was also conducted. 

VRTC plays a significant role in the 

agency's heavy truck safety research 

program by performing and evaluating most 

of the full scale vehicle tests on the heavy 

truck brake research. 

AIso, VRTC has also started research 

in passenger car braking stability and control 

with the development of a suspension 

parameter measurement device. The Center 

is testing the validity of and developing passenger 

car stability and control models, 

which should ultimately be helpful in determining 

the causes and cues for passenger car 

instability and loss of control. 

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F uel Economy 

fu a result of the oil embargo of 1973, 

substantial increases in the price of imported 

petroleum, and a recognition of the nation's 

vulnerability to foreign oil supplies and pricing, 

Congress, in December 1975, passed the 

Energy Poliry and Conservation Act. The 

law added Title V to the Motor Vehicle Information 

and Cost Savings Act, requiring 

the $ecretary of Transportation to set 

average fuel economy standards for passenger 

cars and light trucks. 

Title V established specific passenger 

car standards for model years 1978-80, as 

well as for 1985 and subsequent years. The 

Act provided that the Secretary could amend 

the standards for 1985 and subsequentyears. 

NFITSA has set passenger car standards for 

model years 1981-84, and amended the 

model year 1986 standard in 1985. Standards 

for light trucks have been established by 

NHTSA for model years 7979-87. 

In March 1985, General Motors Corporation 

and the Ford Motor Company petitioned 

the agency to reduce passenger car 

fuel economy standards for 1986 and subsequent 

model years from 27.5 mpg to 26.0 

mpg. Both companies argued that changes 

beyond their control in the passenger car 

market, such as declining fuel prices and increased 

import competitioq had reduced 

their fuel economy capability- 

A notice was published in March 1985 

granting the petitions and requesting public 

cornment. The agency combined rulemaking 

on the two petitions with a petition submitted 

earlier by the Center for Auto Safety 

and the Environmental Policy Institute. The 

two organizations had petitioned the agency 

to raise passenger car fuel economy standards 

for model years 1987-90 in July 1984. 

23 

After considering the comments submitted 

in response to the March 1985 notice, 

NHTSA published in July 1985 a Notice of 

Proposed Rulemaking to amend the 1986 

standard to 26.0 mpg. The agency limited its 

proposal to the 1986 model year due to the 

possibility of serious economic harm to GM 

and Ford and the limited remaining time for 

amending that year's standard. Amendments 

reducing a standard for a particular 

model year may be made until the beginning 

of that model year, but not after that time. 

NTITSA stated in the notice it would later 

propose a range of alternatives for 1987 and 

subsequent model years. The agency held a 

public meeting in August 1985 to permit all 

interested parties to present their views. 

In September 1985, after receiving extensive 

cornments on its proposal the agency 

issued a final rule amending the 1986 

standard to 26.0 mpg. NHTSA determined 

that the previous standard of 27.5 mpg was 

inconsistent with the statutory criteria of 

"economic 

practicability" for model year 

1986, since two of the large domestic 

manufacturers could achieve that level only 

through severe product restrictions. Those 

actions could have resulted in serious adverse 

economic impact, such as plant closings, 

unemployment and undue restrictions 

on consumer choice. NHTSA also determined 

that the manufacturers had made 

reasonable efforts to achieve the 27.5 mpg 

standard, but their efforts had been over* 

taken by factors beyond their control, such 

as declining fuel prices which have led to increased 

consumer demand for larger and 

heavier cars and more powerful engines. 

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Table 4 

Fuel Economy Standards for PassenFer Cars and Light Trucks 

for the 1978 th" 

Model Year Passenger Cars 

1978 

I 9794 

esd 

I 

I gg15 

1982 

1983 

1984 


1986 

1987 

18.03 

1e.d 

20.d 

22.0 

u.0 

26.0 

n.0 

n.53 

26.06 

n.53 &7 

1. Standards for 1979 model year light trucks werd cstablished 

for vehicles with a groas vehicle weight rating 

(GVWR) of 6,0fl! Ibs. or less. Standards for MYs 1980 

thro,rgh 1987 are for light trucks with a GVtVn of up 

to and hsluding 8,j00 lbs. 

2. For model years 1982-87, manufacturers may complywiththe 

twowheel and four-wheel drive standards 

or may combine their two-wheel and four-wheel drive 

light trucks and complywith the compoeite standard. 

3. Established by Congress h Title V of the Motor 

Vehicle luformation and Cost Savings Act. 

4. For MY 1979, lighl truck manufacturers may comply 

separately with standards for four-wheel drive, 

general utility vehicles and all other light trucks, or 

combine their trucks into a single fleet and comply 

with the 17.2 mpgstandard. 

Tho-wheer brive u#* ** comDosite2 

24 

17.2 

16.0 

t6.7 

18.0 

19.5 

20.3 

19.7 

20.5 

21.0 

15.8 

14.0 

15.0 

16.0 

17.5 

18.5 

18.9 

19.5 

19.5 

17.2 

.;;, 

19.0 

20.0 

19.5 

20.0 

20.5 

5. Light trucks manufactured bya manufacturerwhose 

fleet is powered exclusivelybybasic engines which are 

not also used in passenger automobiles, must meet 

standards of 14 mpg and 14.5 mpg in model year 1980 

and 1981, respectively. 

6. Title V established a standard 27.5 mpg for 1985 and 

subsequent model years, but provided the Deparr 

ment of llenspnrtation with the authority to amend 

the standard. In October 1985, NftTSA published a 

finalrule changingthe MY 1986 standard to 26.0-pg. 

7. For MY 1987 and thereafter, unless amended by the 

Department.

Also in September 1985, NHTSA issued 

a final rule establishing light truck 

standards for model year 1987. The agency 

published a composite standard of 20.5 mpg, 

with optional separate standards of 21..0 mpg 

for two-wheel drive trucks and 19.5 mpg for 

four-wheel drive trucks. 

Fuel Economy Enforcement 

Fuel economy enforcement involved 

monitoring the 1985 corporate average fuel 

economy (CAFE) performance by the 

manufacturers' 49 fleets of passenger 

automobiles and light trucls. 

Manrrfncturer 

Alfa Romeo 

BMW 

Chrysler 

Ferrarir 

Ford 

Ford 

Ford 

General Motors 

Jaguar 

Mercedes Benz 

Peugeot 

Porsche 

Saab 

Volvo 

Fleet 

Model Year 1985 

Import passenger cars 


Domestic light trucls 

Import piilisenger 

cars 

Domestic passenger 

cars 

Domestic light trucks 

Import passenger 

cars 

Domestic passenger 

cius 

Import parsenger cars 


cars 




cars 


' Pctitioncd for rltcrnrtlra ctrdrrd for los, \rolurnc rnrnuficturcr, 

25 

Fourteen manufacturers' fleets had 

CAFE's projected to be below the average 

fuel economy standard for model year 1985. 

The Motor Vehicle Information and Cost 

Savings Act provides that a manufacturer 

may offset such a shortfall with either carry 

forward or carry back credits from the three 

preceding or succeeding model years. The 

CAFE values submitted were projections, 

and were not adjusted for EPA test procedure 

changes except the Ford passenger car 

and GM fleet. 

The 14 manufacturerr' fleets whose 

fuel economy performance was projected to 

be below the applicable 1985 average fuel 

economy standard were: 

PN,O'ECIED 

CaFn (mng) 

27.r 

25.8 

19.0 

13.9 

26,3 

19.1 

u.9 

25.5 

r9.3 

23.0 

24.7 

?5.5 

25.8 

26.5 

STANDARD 

(-ng) 

n.5 

27.5 

19.5 

27.5 

27.5 

19.5 

27.5 

27.5 

27.5 

27.5 

27.5 

27.5 

27.5 

27.5

Enforcement 

NHTSA is responsible for enforcing 

Federal laws, standards and regulations on 

motor vehicle safety. During 1985, motor 

vehicle manufacturers recalled more than 

5.6 million vehicles because of safety-related 

defects or failure to comply with Federal 

motor vehicle safety standards. Of the 

vehicles recalled, approximately 3.8 million 

were influenced by NHTSA 

In additiorl the agency enforces the 

odometer requirements of the Motor 

Vehicle Information and Cost Savings Act 

which include prohibitions against tampering 

with motor vehicle odometers, as well as 

disclosure requirements for vehicle sellers. 

NHTSA's safety enforcement activities 

are divided into two operational 

areasr defects investigation and safety standards 

compliance. Defect investigations cover 

domestic and foreign motor vehicles, tires, 

and equipment, and the safety-related defect 

notification requirements of the National 

Traffic and Motor Vehicle Safety Act of 

1966. Compliance investigations involve 

areas of motor vehicle safety standards and 

associated regulations relating to vehicles 

and motor vehicle equipment. 

The motoring public is the primary 

source of information for defect investigations; 

NIITSA receives approximately l,lfr) 

reports a month concerning alleged safety 

problems with motor vehicles, tires and 

equipment. 

Safetv Defec"ts 

When a manufacturer obtains information 

that a safety defect exists (or a group of 

vehicles or items of equipment do not comply 

with a Federal motor vehicle safety 

standard), it is required by Iaw to notiff the 

vehicle owner, dealers, distributors and 

NHTSA The manufacturer also is required 

to remedy the problem free of charge to 

vehicle owners. This applies to vehicles and 

equipment that are I years old or less and to 

tires that are 3 years old or less. 

Since 1966, 1 18.4 million vehicles have 

been recalled by manufacturers to correct 

safety defects. This includes both defects and 

safety standards noncompliance recalls. 

NHTSA inltuenced the recall of. 62.5 million 

of these vehicles. 

The Investlgatlve Procese 

Most safety recalls are initiated by 

manufacturers entirely on their own and in 

response to applicable laws and regulations. 

Even if NIITSA has started the process of 

identifying a safety-related defect, a 

manufacturer can agree to avoluntary recall 

at any time. In fact, most recalls are voluntary, 

even when NHTSA is involved, and 

very few have been "ordered" by NHTSA 

Voluntary recalls are preferable to ordered 

recalls because theyget defective cars off the 

road much sooner. 

The identification of a safety-related 

defect by NHTSA is a four step process. 

First, information is gathered, primarily 

from consumer/owner letters and from 

reports that originated from consumer calls 

to the NHTSA Auto Safety Hotline. Each 

letter and report is reviewed and the alleged 

safety defect information is then computerized 

for easy analysis and quick 

retrieval. When a trend is identified, the next 

step in the process is triggered, beginning 

either a preliminary evaluation or an engineering 

analysis. 

A pteliminary evaluation usually 

precedes an engineering analysis. During 

phase, the manufacturer is contacted 

-- :I 

l 

;.! 

'fi 

: 'l 

-i 

E 

:j 

li 

i 

1 

= r$ 

,i

and asked to provide information relating to 

the problem and this information is used to 

decide whether an engineering analysis 

should be initiated. 

An engineering analysis is conducted 

to identiff problems which have safety implications. 

As part of this analysis, the 

manufacturer is contacted and requested to 

supply production information, technical 

datE and complaints received. During this 

analysis, complaint data are further 

reviewed and engineering studies and 

vehicle or equipment tests may be conducted. 

If a potential safety-related defect is 

identified through an engineering analysis, 

and there is no voluntary recall, the next step 

is to open a formal defect investigation to 

determine if the corasequences and safety 

implications of the alleged defect warrant a 

recall. 

With the opening of a defect investigation" 

the manufacturer is again notified and 

a press release is issued asking that the 

public provide the agenry with information 

pertaining to the investigation. 

During the investigation" all previously 

collected information is reviewed, confirmed, 

and supplemented, and interviews 

may be conducted with drivers or accident 

victims who have experienced the problem. 

Further studies and vehicle testing may also 

be conducted. During this phase, some 

manufacturers agree to a recall and the investigation 

is closed. If the investigation supports 

a defect finding, and the manufacturer 

does not recall voluntarily, an initial determinationis 

made that a safety-related defect 

exists and that a recall is warranted. 

After an initial determination is made, 

the manufacturer is notified, a press release 

is issued, and a public meeting is scheduled 

to offer the manufacturer and the public an 

opportunity to presentviews and arguments 

concerning the alleged safety defect. Even at 

this stage, the manufacturer may agree to 

conduct a voluntary recall. 

Following the public meeting and a 

review of the material presented, the Administrator 

makes a decision on the matter, 

ordering a recall if a final determination is 

made that a safety defect exists. If the 

manufacturer still does not recall, the matter 

is pursued in Federal court. 

1985 Recalls 

There were 173 safety defects and 

safety standards noncompliance recall campaigns 

in 1985 involving 5.6 million motor 

vehicles. Thirty-five of the recall campaigns 

involving some 3.8 million vehicles were influenced 

by NHTSA. In addition to these 

recalls, 5.04 million units of motor vehicle 

equipment and over 28,000 tires were 

recalled. 

Some of the major safety recalls that 

occurred in 1985 were: 

General Moton, NHTSA influenced the recall of 

738,4{15 model year f983-1985 Chewolet Camaro and 

Pontiac Firebird models to correct a problem with the 

shoulder seat belt retractor. Altho'rgh the inertial feature 

that locks the lap and shoulder belt in the event 

of an accident is not affecte4 if slack is more than 

recommended in the owners manual, injuries to the 

upper body and head would be increased in a crash. 

Chrysler. NHTSA influenced the recall of 264,0fi) 

model year 1984-1985 Plymouth Voyager, Dodge 

Caravan, and Mini Ram Van vehicles to correct a 

prohlem with the rear brake proportioning valve. 

Proportioning valve malfunction results in increased 

stopping distances during hard braking with a light 

load and may cause a crash. 

Fard. NHTSA influenced the recall of 515,000 model 

year 1982-1 983 Ford Escort and Mercury Lynx models 

to correct a problem with the floor mounted rear seat 

belt retractors. A jammsfl retractor would interfere 

withwebbing retraction andwithdrawal. This ptoblem 

will discourage safety belt usage. 

MaEde NHTSA influenced the recall of 136,526 

model year 1979-1983 RX7; model year 197%1983 

GLC; and model year lyn-198? 626models to replace

ft'F|ri"' ,Fqt 

the idler arm pin. Ttis pin could fracture or seize due 

to corrosion from road salt. A broken pin could result 

in locs of steering control and may cause a ctash. 

Prellmlnary Evaluatlons, Englneerlng 

Analvgee and Formal Defect 

Investlgatlons 

In 1985, there were 111 preliminary 

evaluations and engineering analyses 

opened, and 97 were carried over from previous 

years. $eventy-seven preliminary 

evaluations and engineering analyses were 

closed without action because it did not appear 

that a potential safety-related defect 

was pre$ent. There were also 31. vehicle and 

equipment recalls that were inlluenced by 

preliminary evaluations and engineering 

analyses some of which were in progress 

prior to 1985. 

Two formal defect investigations were 

opened and six investigations were still active 

at the end of the vear. 

Recall Audlts 

Recalt campaign audits are conducted 

to determine the effectiveness of recall campaigns. 

Audits demonstrate to vehicle owners, 

vehicle and equipment manufacturers, 

dealers and distributors that NHTSA is con* 

cerned that the recall work is properly completed 

and accomplished within a 

reasonable period of time. The audit involves 

direct communication between NHTSA 

and vehicle owners, so owners can express 

satisfaction or dissatisfaction with the handling 

of the recall and furnish information to 

help improve future campaigns. 

Audits may be conducted by mail 

and/or through visits by the NHTSA staff. A 

mail audit requests that the vehicle owner 

provide specificinformation on the recall experience. 

Typical question$ concern the 

timeliness of the repair and availability of 

parts. The field audits, conducted by both 

NHTSA headquarters and regional office 

staffs, include contact with owners and visits 

to dealerships to examine records and to talk 

with service and parts department 

employees. 

In 1985, seven audits were opened and 

four audits begun in 1984 were completed. 

In addition to asking questions about a 

specific recall, owners were asked to comment 

on any other problems they had experienced 

with the vehicle. Copies of the 

comments received in response to the recall 

campaign mail audits were sent to the 

manufacturer and, on two recalls, the 

manufacturers decided to notiff owners who 

had not had the recall completed to increase 

the recall completion rate. 

Vehlcle and Equlpment Satety 

Gompliance 

Safety compliance involves the testing, 

inspection and investigation of motor 

vehicles and motor vehicle equipment to assure 

thatthey complywith the NationalTraffic 

and Motor Vehicle Safety Act of 1966, 

and Federal motor vehicle safety standards 

and associated regulations, including the 

joint import regulation issued by the 

Secretaries of Transportation and Treasury. 

Monitoring compliance is a serious enforcement 

function and considerable emphasis 

is placed on making the process work 

efficiently. Professional exchanges of information 

about alleged automotive defects 

have resulted in many instances of voluntary 

manufacturer recalls in cases of noncompliance. 

The motoring public is the ultimate 

beneficiary when safety problems are 

remedied quickly. 

Gompllance Testing 

Each year, NHTSA tests representative 

samples of new vehicles and

automotive equipment for compliance with 

Federal motor vehicle safety standards and 

regulations. This sampling provides a 

measure of assurance that manufacturers 

are providing consumers with products that 

meet prescribed safety requirements. 

Test vehicle selections are made according 

to criteria which consider previous 

test results, accident dat4 owner complaints 

and engineering evaluation of design features 

across all model lines. The criteria are 

reviewed and updated periodically to 

provide a more logical and doflrmented 

basis for the testing priorities. 

The existence of a compliance test 

program with public availability of the test 

results is a strong inducement to manufacturers 

to improve their own safety monitoring 

programs. This is evidenced by thc improvements 

in the motor vehicle industry 

quality control programs, and the availability 

and quality of manufacturer certification 

data that was examined when problem areas 

were investigated. 

Compliance testing also continues to 

provide hard data for evaluating existing 

standards, modifications to standards, 

proposals for new standards and processing 

of the many petitions received by the agency. 

The agency closely monltors new 

models as they are introduced into the 

marketplace. New desig;ru and technologr 

lend themselves to the potential for com' 

pliance problems. This is particularly so 

during model introduction and the early 

production years. 

In 1985, 118 vehicles were subjected to 

203 tese for compliance with Federal motor 

vehicle safety standards. The test program 

for motorvehicle equipment involved 3,874 

30 

items such as tires,brake hoses, lamps, safety 

belts and child seating systems. 

The 1985 test program resulted in 20 

recalls involving 23,835 vehicles and 

4,187,375 pieces of equipment. The major 

vehicle recalls include: 8,085 model year 

1983, 1984 and 1985 Renault 18i and 

Sportwagons recalled by American Motors 

corporation for failure to meet the requirements 

of Standard No. 21Q "Seat Belt Assembly 

Anchorages;" 11,(X)0 model year 

1985 Subaru XT coupes recalled by Subaru 

of America for failure to meet the requirements 

of Standard No. 301, 

"Fuel System Integrityf' 

and 4, 107 K-Mart trailers for failure 

to meet the requirements of Standard No. 

120, 'Tire Selection and Rims for Motor 

Vehicles Other Than Passenger Cars." 

The major equipment recalls include 

12,169 and 1,138 motorcycle hclmets 

recalled by The Vetter Division of Bell Helmets 

and by AGV-Italy, respectively, for 

failure to meet the requirements of Standard 

No. 218, "Motorcycle Helmet;" 20,000 

stoplamps and 2,000 boat trailer combination 

lamps recalled by Blazer International 

Corporation and Sierra Products, Inc., 

respectively, for failure to meet the requirements 

of Standard No. 108, 

"Lamps, Reflective 

Devices, and Associated Equipment;n 

2,419"590 turn $ignal and hazard warniug 

flashers recalled by 10 different im. 

porters/manufac'turers for failure to meet 

the requirements of Standard No. 108; 

522,573 Westinghouse headlarrrps recalled 

by North American Phillips for failure to 

meet the photometric requirements of Standard 

No. 108; and 1,2W,852 containers of 

brake fluid recalled by $TP Corporation for 

failure to meet the requirements of Standard 

No. 116, nMotor Vehicle Bralce Fluids."

Chlld $eatlng Svstems 

Emphasis continued on the compliance 

testing of child safety seats to ensure 

that those on the market comply with Standard 

No. ?13, "Child Seating Systems." The 

seats that were tested were in compliance 

with NHTSA's dynamic performance 

criteria, but some individual component 

parts were in noncompliance and are under 

investigation. 

Odometer Trmperlng 

Odometer tampering continues to be a 

probler4 particularly involving the 4 million 

late model, high mileage, fleet and leased 

vehicles entering the used car market each 

year. A professional odometer 

"clocker" 

can 

change the odometer reading of a vehicle in 

less than 3 minutes. 

In August 1985, the Illinois Attorney 

General completed a study for NIITSA that 

disclosed 50 percent of leased vehicles had 

odometers turned back before $ale to consumers. 

NHTSA estimates this will cost unwary 

consumers $2 billion each year. 

NHTSA continued its odometer enforcement 

program, confirming odometer 

fraud in 36 investigations conducted in 17 

States. During these investigations, it was 

dctermined that the mileage on at least 189 

vchiclcs had bccn rollcd back. Ten cases involving 

largc-scale odometer tampering 

were turned over to the U.S. Department of 

Justice for criminal prosecution. In additiort 

six cases were referred to State enforcement 

agencies and the results of 20 investigations 

were given to consumers so they could take 

private civil actions to recover damages. 

NHTSA also supported sevenFederal grand 

jury investigations of large-scale odometer 

fraud which resulted in 12 criminal convictions. 

Because of the interstate nature of 

odometer fraud, NHTSA continued to place 

31 

additional emphasis on improving 

State/Federal cooperation in attacking this 

serious problem. The Annual Odometer Enforcement 

Conference, which was first organized 

and sponsored by NIITSA in 1980, 

attracted representatives from 34 States and 

Canada in 1985, an increase in representation 

from the 1984 conference. These 

conferences provide for the exchange of intelligence 

information and techniques relating 

to investigations and prosecutions between 

the States. 

The impact the odometer enforcement 

program is having on the used car industry 

became evident in 1985. The National Auto 

Auction Association reported that, because 

of stringent enforcement of the Federal 

odometer law, more high-mileage vehicles 

were being sold through their member auctions 

than ever before. The Automotive 

Fleet and l-easing Association encouraged 

fleet managers to remove vehicles from fleet 

use at 40-45 thousand miles rather than 65- 

70 thousand miles as enforcement of 

odometer laws has made high-mileage 

vehicles difficult to market. 

lmported Motor Vehlcles 

As a general rule, motor vehicles 

manufactured after January 1, 1968, must 

comply with all applicable Federal motor 

vehiclc safety standards before they can be 

imported into the United States, and the 

U.S. Customs Service requires importers to 

file a declaration with each entry. Vehicles 

that are certified by their manufacturers as 

complying promptly clear Customs. 

Vehicles that do not conform can be 

imported, but a bond is required to assure 

that the vehicle will be brought into conformity 

within a reasonable length of time, 

normally 120 days. 

An instruction handbook, prepared by 

NHTSA and furnished to importers by Cus-

toms, advises the importer of the specific 

standards and regulations applicable to the 

vehicle being imported. The U.S. Department 

of State is provided with copies for distribution 

to embassies, consulates and the 

passport office. Similarly, the Department of 

Defense distributes them to overseas 

military installations. 

NHTSA answers approximately 4,0fi) 

telephone and letter inquiries each week 

from potential importers. Information that 

explains the difficulties involved in importing 

noncomplying vehicles is widely distributed 

to help potential importers avoid 

costly and time-consuming problems. 

The number of nonconforming, or 

"gray 

market," vehicles imported into the 

United States increased in 1985 to 66,879 

ftom37,{Ein 1984. 

Lltlgatlon 

Center for Auto Safety v, Steed; State Fann v. DOT 

(Bumpen). The two consolidated cases to review 

NHTSA's May 1982 amendment of the bumper standard 

and NHTSA's October 1982 denial of petitions for 

reconsiderationwere argued before the U.S. Cowt of 

Appeuls for the District of Columbia Circuit. The 

challenged amendrnent reduced the test speed requirement 

of the standard from 5 mph to 2.5 mph 

based on the agenclrs analysis of the cost and benefit 

factors, which concluded that the reduction would 

best fulfill the statutorymandate to achieve maxinrrm 

feasible reduction of costs to the public and the consumer. 

On January 8, 1985, the Court of Appeals issued 

a 2-1 decision upholding the amendment as a rational 

exercise of agency discretion. 

United Stafes y. General Moton (X-bdy brakcs). ln 

March 1984, the trial began on the government's complaint 

seeking the recall of all t.t million l9B0 model 

General Motors X-body cars to correct alleged 

defects in their braLing systems as well as civil penf,lties. 

At the en6o11gE4, thegovernment had presented 

its case-in-chief, and General Motors had presented 

its defense. The trial concluded in May f985 after each 

party presented the rebuttal phase of its case. Both 

parties then submitted poet-trial briefs at the direction 

of the Court. Briefing is scheduled to be completed in 

January 1986 and the Court has scheduled the closing 

arguments of both parties for February. 

32 

State Farm v. Dole; New Yo* State v, DoIe; National 

Association of Insurance Commissioners v. Dole 

(Aututtotic rcsfruinia). These consolidated cases seek 

judicial review of Secretary Dole's July 11, 1984 

decision to require the installation of automatic 

restraints on MY 1990 vehicles unless States with twothirds 

of the nation's population have enacted qualifying 

mandatory sflfety bclt use laws prior to that tirne. 

By the end of 1984, all petitioners and the government 

had filed their briefs and the matter was awaiting oral 

argument bcfore the U.S. Court of Appeals for the 

District of Columbia Circuit. Oral argument was held 

on March 11, 1985. 

Sottth Dakaav, Dole; Ohio Retail Permit Holdcn Association 

v. Dole (21year old drinking age). The State 

of South Datota and an Ohio [quor dealers'trade association 

filed separate complaints sf,allsnging legislation 

enacted by Congress in June 1984, that provides 

for the wittrholding of a percentage of Federal-aid 

highway firnds from States that failed by October 1, 

1986, to enact legislation establishing 21 years of age 

as the minimum drinking age for all alcoholic 

beverages. The complaints alleged that the legislation 

violates the 10th and 21st amendments to the U.S. 

Constitution. The government moved to dismiss both 

actions on grorrnds that theywere prematrue, and also 

on grounds that the legislation is unconstitutional. 

Dudng 1985, the Corut in South Dakota granted the 

government's motion to dismiss, denying plnintiffg 

constitutional claims. Thc Ohio action was dropped. 

South Dakota filed an appeal of the disrnissal in the 

United States court of Appeals for the Eighth Circuit. 

Numerous other States and a.Lninistrative bodies 

joined South Dakota's appeal as unici czn's€. Briefs 

were submitted in 1985 and the matter will be argued 

in February 1986. 

Center for Auto Sofety v. NHTSA (Ligfit Truck Fuel 

Ecutomy StanMs - MY I9[J5-I9M). On April 10, 

1985, the Center for Auto Safety and other groups filed 

in the United States C,orut of Appcals for the District 

of Columbia Circuit a petition for review of the fuel 

economy standards for 19&5 and 1986 model year light 

trucks and of the denial of their petition for reconsideration 

of these standards. The agency amended 

the standard for MY 1985 to r9.5 miles per gallon, and 

set the standard for MY 1986 at 20.0 rnilss p€1gallon. 

Petitioners and the government frled their briefs in 

July 1985. Interrenors filed their briefs in August 1985. 

The Corutwill hold oral argument on March 14, 1986. 

In re Center forAuto SaIeA; (Ligltt Truck Fuel Economy 

StwtMs - IilY 1987-1988). On June 10, 1985, the 

CenterforAuto Safetyfiled in theUnited States Court 

of Appeals for the District of Columbia Circuit a pstition 

to compel NTITSA to issue light truck fuel 

lr'1 

.4r

economy standards for model year 198i/ and 1988. By 

September 30, 1985, NHTSA set the frrel economy 

$andard for MY 1987 light trucks at Z)-5 miles pcr galbn. 

On November 29, 1985, the Center for Auto Safety 

filed a petition in the United States Court of Appeals 

for the District of Colrrmbia Circuit sfuallsrging the 

standard; and in Deccmber 19&5 moved to have the 

briefing schedule defetred. The C-ourt will hold oral 

argument on the petition to compel on March 14, 1986. 

htblic Citinry et al. v. NHTSA (Passenger Car Fuel 

Econwny Standard- MY 19ffi). On November 14, 1985, 

Public Citizen, the State of California, several large 

municipalities and serreral public interest organiiations 

filed petitions in the United States Court of Ap 

peals for the District of Columbia Circuit challenging 

NHTSA's order amending the pass€nger car fuel 

sconomy standard for MY 1986 by reducing it from 

?il5to26 miles per qellon. Thebriefs of all parties, intervenors 

and anici cuiaE arre to be filed in the Spring 

of 1986. 

United States v, Underhill (Ofumeter Enforxement). On 

FebruaryS, 1985, the government filed an appe al in the 

United States Court of Appeals for thc Si*h Circuit 

of a decision of the United States District Court for the 

Western District of Kentucky, which would have 

severely restricted the ability of the Federal government 

to compel production of odometer records that 

the automobile dealers are required to maintain by the 

Motor Vehicle Information and Cost SavingsAct and 

NHTSA regulatious. The parties filed their briefs in 

June and July 1985, and the Court heard oral argument 

on Octobcr 31, 1985. 

Wayte Corp.v. Depafintent of Trutsprtation (School 

Bus Safety Standard). On December 31, 1985, Walne 

Corp., a manufacturer of school buses, filed in the 

United States Court of Appeals for the Seventh Circuit 

apetition for reviewof NHTSA's denial of its pctition 

for rulemaling to amend Federal Motor Vehicle 

Safety Standard No. 221, School Bus Body Joint 

Strength. Briefs of the parties will bc filed in early 1986. 

Center for Auto Safety v, Dole (Ford Transmlssrbns). In 

July 1985, NHTSA denied a pctition filed by the 

Center for Auto Safety (CFAS) sssking to reopen the 

agenc/s defect investigation into the alleged failure of 

certain Ford vehicles with automatic transmissions to 

engage or hold in Park. On Septembcr 9, 1985, the 

CFAS filed a complaint in the United States District 

Court for the District of Columbia sffiking reversal of 

the agenc/s decision. The government filed a motion 

to dismiqq or for sunmaryjudgment on November fl}, 

1985. All briefs of the partie.s on the notions 1s dinniqs 

or for sunrnary judgment were filed by December 3, 

1985. At the end of the year, the action was p,ending. 

United Staus v. Eddkp (Ofumeta Enforwmenr). On 

December 17, 1984, the governnent fliled a complaint 

in the Unitcd States District Court of the Northern 

Districf of Oklahoma seeking the $100,0fi) mutimum 

civil penalty end injunctive relief for violation of the 

provisionof Title IV of the Motor Vehicle Information 

and Coct Savings Act requiring automobile dealers to 

maintain propcrly completed odometer disclosure 

statenent$. The parties entered into a consent agreement 

which provided for palment of $35,000 in civil 

penalties and injunctive relief. The Court approved 

the agreement and entered an order dismissing thc 

case on April 25, 1985. The civil penalty was the largest 

ever collected by the Federal government iu an 

odometer enforcement case not involving a crirninal 

violation. 

United Stafes v. K-Mart Corp.The governrnent Filed a 

complaint on August 14, 1985, in the United States 

District Court for Maryland seekingthe $800,000 maximum 

civil penalty and injunctive relief for importation 

and sale by IGMart of hazard warning and turn signal 

flashers that did not meet Standard No. 108,I-amps, 

Reflective Devices, and Associated Equipment. 

Stue of Maryland (55 MPH Speed Limit Cornpliwtcefr 

1954). The State of Mar/and filed a challeuge to 

the proposed determination by NHTSA and the 

Federal Highway Administration (FHWA) that it had 

not complied with the requirements of the 1974 

Amendments to the Federal Aid Highways Act for enforccment 

of the 55 MPH national maximum speed 

limitinFY 19&4, andthat aportionof itsFY 1986 highway 

funds should therefore be withheld. On December 

fl), 1985, the Secretary issued an order instituting 

a formal procerding before atr Adflinlqtrative law 

Judgc to make a determination on the issue of whether 

Maryland hadbeen in compliance in FY 1984. 

Stue of tuimru (55 MPH Spced Limil Contpliance-N 

19M). "Ihe $tate of Arimna hled a challenge to the 

propoced determination by NHTSA and FIIWA that 

it had not complied with the requirements of the 1984 

Amendments to thc Fedcral Aid Highwap Act for en - 

forcement of the 55 MpH nationsl naximrrm speed 

limith FY 1984, andthat aportionofits highwayfunds 

should be withheld for FY 1986. On December ?0, 

1985, the Secretary issued an order institutinga formal 

proce€ding before 4 {dminktrative l-aw Judge to 

determine whether the State was in compliance. 

Stue of Vetmont (55 MPH Speed Limit Compliance- 

N 1984). The State of Vermont filed a challenge to 

the proposed determination by NHTSA and FHWA 

that it had not complied with the requirements of the 

1974 Amendments to the Federal Aid Highways Act 

for enforcement of the 55 MPH national maximum 

,J 

i! 

ii 

,r 

:'-

speed limit in FY 1984, and that a ponion of its FY 

1986 higbway funds should be withheld. On December 

il), 1985, tho Secretary issued an order instituting 

a formal procecding before an Administrative law 

Judge to detcnnine whether the State was in compliance. 

Admlnletrative Enlorcement 

Many administrative enforcement actions 

under the National TrafHc and Motor 

Vehicle Safety Act are settled by accepting 

payment in lieu of seeHng civil penalties 

through court actions. Section 109 of the Act 

authorizes NHTSAIo collectpenalties of up 

to $1,000 per violation. In settling these enforcement 

actioru, the agency considers flactors 

such as the gravity of the violation and 

the size of the business. 

Administrative enforcement actions in 

1985 under the Act resulted in $4,500 in civil 

penalties. A penalty of $2,5ffi was paid by 

Performance Limited for selling motor 

vehicle headlamps that did not complywith 

Standard No. 108, "Lamp$, Reflective 

Devices, and Associated Equipment." 

Penalties of $1,0fi) each were paid by Bill's 

Discount Tire Service and Hamm's Discount 

Tire for selling re-grooved tires, in 

violation of Section 20a(a) of the Act. 

Penalties are also authorized under the 

Motor Vehicle Information and Cost 

Savings Act. In 1985, NHTSA received a 

penalty of $6,015,990 fromJaguar Cars, Inc. 

for violation of passenger car fuel economy 

standards for model years 1983 and 1984 

(Part 53 1). This was the first penalty assessed 

by the agency for failure to meet Federal fuel 

economy requirements. Also, a penalty of 

$1,900 was received from a motor vehicle 

dealer for violation of NHTSA's odometer 

disclosure regulations (Part 580).

Gonsumer Actlvltles 

Bumpers 

Title I of the Motor Vehicte Information 

and Cost Savings Act requires NFITSA 

to issue a bumper standard that will provide 

the maximum feasible reduction of costs to 

the public and the consumer. Beginning in 

model year 1979, the bumper standard required 

that passenger cars remain undamaged, 

except for the bumper system itself, 

in 5 mph front and rear barrier and pen* 

dulum impacts. In the followingyear, model 

year 1980, the standard was made more stringent 

by limiting the amount of damage sustained 

by the bumper itself. 

Based on an extensive study of the 

benefits and costs of various levels of protectiorr, 

NHTSA changed the bumper standard 

to require bumper damage protection at2.5 

mph instead of the former level of 5 mph. At 

the same time, NHTSA also issued a Notice 

of Intent describing future actions planned 

to encourage and ensure the availability of 

bumper systems which provide improved 

damageability performance. One program 

presented in the Notice involved NHTSA 

bumper tests to determine performance at 

impact speeds greater than required by the 

standard. 

As a result, in 1983 NTITSA began an 

experimental consumer information 

program on bumpers to develop objective 

and meaningful information on the damage 

susceptibility of automobiles in low speed 

front and rear collisions. During 1984, a 

laboratory test methodologr was developed 

which evaluates the performance of bumper 

systems in eliminating or reducing vehicle 

damage in low-speed laboratory crashes. 

The test methodology involves impacting the 

four corners of the testvehicles, each at a different 

speed, and utilizing the damage repair 

costs as a measure of bumper damageability 

performance. During 1984, eight modelyear 

35 

1983 vehicles were tested under the 

methodolory. 

In 1985, 15 model year 1984 vehicles 

were tested. The damage repair costs from 

the 1983 and 1984 tests were compared with 

two sets of actual accident data (overall insurance 

claims data and repair costs data for 

low-speed, bumper-involved front and rear 

crashes). Neither of the analyses provided 

conclusive evidence of an absolute relationship 

benveen the laboratory tests and actual 

accidents. 

In December 1985, a report on the 

analyses was presented at the Bumper 

Ratings Workshop, sponsored by the Insurance 

Institute for Highway Safety and the 

Motor Vehicle Manufacturers Association. 

The report discussed the Iack of a suitable 

real-world data base for use in completing 

the analyses. Real-world accident repair 

costs are not available by impact speed, and 

all accident data sources are irrlluenced by 

driver and environmental characteristics. 

Several other topics were discussed at the 

workshop, including the extent to which 

marketplace forces have affected the type$ 

of bumper systems which are available on 

fltrrent model automobiles, and the type of 

bumper information consumers want. 

Vehlcle Theft 

On October 24, 1984, the President 

signed the Motor Vehicle Theft Law EnforcementAct 

of 1984 into law. TheAct created 

a new Title M of the Motor Vehicle Information 

and Cost Savings Act which is 

designed to reduce and detervehicle theftby 

requiring major vehicle parts on high'theft 

car lines to be marked with an identifying 

number or symbol. In addition, the Act 

provides revisions to the Federal criminal 

code to provide law enforcement with the 

prosecutory tools necessary to combat

vehicle theft and trafficking in stolen vehicle 

paru. 

During 1985, NHTSA completed a 

number of actioru required by Title VI. On 

August 28, 1985, a final rule was published 

outlining the NHTSA procedure for selecting 

high+heft passenger car lines to be subject 

to the parts-marking requirement of the 

theft prevention standard. 

On October 24, 1985, the agency 

published the final theft prevention standard. 

This regulation implements the requirements 

of Section 603 of the Act and sets out 

performance requirements for inscribing or 

affixing vehicle identification numbers onto 

original equipment and replacement parts of 

high-theft car lines. The regulation identified 

the parts to be marked and the manner 

and form for certiffing compliance with the 

standard. The standard will affect all model 

year 1987 passenger car lines, identified by 

NIITSA as high+heft lines, manufactured 

on and after April24, 1986. 

On November 12, 1985, the agency 

published final theft data identifuing the 

high-theft car lines that existed in model 

years 1983 and 1984. By statute, any car line 

having a theft rate above the median for all 

passenger cars in calendar years 1983 and 

1984 is a high-theft line and subject to the 

parts-marking requirement of the theft 

prevention standard. The other car lines to 

be subject to the standard, that is, models introduced 

after January l, 1.983, were 

selected by the agency according to the procedures 

announced in the August 28, 1985 

final rule. 

Auto Satetv Hotllne 

NHTSA's toll-free Auto Safety Hotline 

provides recall information, receives 

motor vehicle safety defect complaints and 

furnishes consumers with information about 

enforcement investigative actions, c'urrent 

36 

year fuel economy ratings, crash test results, 

uniform tire quality grading, child safety 

seats, importation ofvehicles, drunk driving, 

Federal odometer laws, motorvehicle safety 

standards and other safety features. 

The Hotline, expanded during l9B5 to 

all 50 States, handled more than 255,000 

calls in 1985, some 700 every day. Seventyfourpercent 

of the consumers who called the 

Hotline asked for recall informatioq 5 percent 

reported safety problems they had experienced 

with their cars, and 5 percent 

sought other consumer information. 

The Hotline's normal operating hours 

are 8:fi) a.m. to 4:00 p.m. (Eastern time) 

Monday through Friday, but calls can be 

received day or night, 7 days a week. During 

non-business hoursn long distance callers are 

assisted by an automatic telephone answering 

service. 

The nationwide toll-free number is 

(800) 424-9393 (for the Washington, D.C. 

metropolitan area366-0123). There is also a 

toll-free Teletyrm (TfD number for the 

hearing impaired, (800) 424-9153, 

(Washington, D.C. 755-8919). A Spanishspeaking 

operator is available during normal 

operating hours. 

TheAuto Safety Hotline provides consumers 

with a convenient means to obtain 

safety-related recall information. A printed 

copy containing a surnmary of the recall(s) 

also can be mailed, usually within 24 hours 

after request, or the information can be 

provided immediately over the telephone if 

it is not too extensive. 

The Hotline also provides questionnaires 

to persons wishing to report vehicle, 

vehicle equipment or tire safety problems. 

When the completed questionnaire is 

received by the agency, the information is 

computerized and used to identiff trends 

that may indicate potential safety-related 

defects. An acknowledgement postcard is

sent to the consumer and a coPy of each 

questionnaire and a letter requesting,assis' 

tioce inresolvingthe consumer's problem is 

sent to the appropriate manufacturer. Any 

questionnaire containing information relating 

to another agency is forwarded promptty. 

Eor example, a consumer's -questions 

about emission controls wouldbe fonrarded 

to the Environmental Protection Agency. 

Although NHTSA's authoritY is 

primarily in the area of safety, many conium*tt 

call to report Problems related to 

warranties, service, sales, etc.--problems 

that must be resolved by manufacturers, 

- 

State and local governments' or other 

Federal agencies. As a public service, the 

Hotline oPerators have reference material 

on the$e agencies to direct callers quickly to 

the proPer organizations- 

The National Traffic and Motor 

Vehicle Safety Act directed NHTSA to establish 

a rating $ystem for new tires. The 

Uniform Tire Quality Grading Standards 

(UTOCS) were conceived a$ a system that 

would trelp consumers choose safe, 

economical tires by providing ratings in 

three areas of tire Performance: 

Treadwear,Numerical ratingl,q should indicate the relative 

treadwear performance of cach tire. A tire graded 

150 should give 50 pcrcetrt more mileage ttraa one 

rated 100. 

Ttwtiort d B, and C ratings indicate the tire's abilily 

to stop oo wi surfaces. On a wet road tires graded 

"n" 

shtdd stop in a shorter distance than ones graded 

tB" 

or 

"C." 

Tempufrtn Resistmaa Gtaded A' B, or C' Hot rulning 

tires can result in blowouts or tread separation' 

As*"A" mBatrE the tire will rut coolet than onc rated 

B" or nCn February 1, 1983, NHTSA issued a final rule 

suspending the treadwear grading requirement 

of the UTQGS to avoid dissemination 

of potentially misleading information on the 

expected treadnfe ofpassenger clr tires' The 

".i'too left unchanged the grading require* 

ments for traction and temperature resistance. 

On April 24,lg8/., the United States 

Court of Appeals for the District of Columbia 

vacated ttre suspension- The agency issued 

a final rule on December l'4, 1984, 

which outlined the effective dates for the 

reimplementation of the treadwear grading 

t*quit*ments. Concurrently, NHTSA maintained 

its ongoing effort to develop test procedures 

wnidr will improve the reliability of 

treadwear grading. 

In 1985, N[ITSApublished a complete 

listing of all tire grades received by the agency. 

New Car Assessment Program 

The experimental New Car Assessment 

Program (NCAP) evaluates the relative 

levels of occupant protection system 

performance in new vehicles under controlied 

ctash conditions. The tests are conducted 

under the provisions of Title II of the Motor 

Vehicle Information and Cost Savings Act of 

1972. 

In this progrffii", vehicles are crashed 

head-on at 35 mph into a fixed, rigid barrier' 

Each vehicle carries two anthropometric 

adult male dummies (human-like and 

equipped with measuring instruments) in 

thl front outboard seating locations; both 

dummies are restrained by the vehicle's 

safety belts, or automatic restraint system' 

and is less likely to fail if driven over long 

Durihg the crash, readings are taken from 

distances at higher spc.cds. 

each dummy's head, chest and thighs' These 

Technical problerns with the UTQGS readings and other measurements are used 

treadwear tests resulted in such variations to indicate the relative crash protection to 

that the standard often was not helping con' occupants wearing safety belts. Other 

sumers and was diffrcult to enforce. On 

37 

'I 

r.i$ 

,: 

J.\ 

i:}, 

,{ 

1

aspects of vehicle safety performance are 

also monitored, including whether the 

vehicle retairu the windshield, if there is in, 

trusion of vehicle parts into the occupant 

compartrnent, and assesses the integrity of 

the fuel system. 

The measurements used to assess 

crash.protection are based on the injury 

criteria of Standard No. Z0B, "Occupant 

Cyash Protection"" for vehicles equifped 

with automatic (passive) restraints. These 

criteria speciff allowable readings on the 

dummy s head, chest and thighs in a 30 mph 

frontal barrier crash. 

The vehicles are tested at 35 mph to 

measure relative levels of occupant protection 

and vehicle safetyperformance it a test 

speed 5 mph faster than the prescribed 

speed for several existing compliance tests, 

including Standard No. 208. The higher 

VEHICLE 

BUICI(SOMERSETREOAL 

?-DRCOUPE(FWD) 

DODCECOLT 

+DRHB(FU|D) 

DODGEIAI\TCER 

4-DRHB (FWD) 

SUBARUDL 

4-DRSEDAN(FWD) 

ITTAZDAR)(.7 

?-DRCOUFE(RWD) 

Table 5 

speed was selected so that differing performance 

levels among cars are more apparent. 

The results of ctash testswere released 

to the public through news releases on 29 

model year 1985 cars and one model year 

1986 vehicle, hringing the total to l7g makes 

and models that have been tested since the 

program began in 1979. Because of their 

popularity in the marketplace, station 

wagon$, light trucks and multipurpose 

vehicles continued to be crash tested in 

order to provide more information for consumers. 

Also in 1985, the agency announced L0 

additional vehicles would be tested using a 

deformable moving barrier instead of i'he 

fixed rigid barrier used in the conventional 

tests. These testswere designed to assess the 

role of vehicle werght and structure in occupant 

crash protection. 

1985 New car Assessment 

hoFra-l crash rest Results 

TEST 

SPEED 

WEIGTIT 

HIC 

DR/PA$$, 

345R2r0 1140/595 

t4ttfrt' 1ffin l 

35.126e8 r#rl?9/| 

C}IEST FEMURLOADS 

G'S DRMR PASSENGER Frvft/SS 

DR/PAS$. LEFT/RIGTIT LEFT/RIGI{T 2N zLg 301 

34t35 8rs/4m 5s5Er5 YES YES YES 

YES YES YES 

YES YE$ YES 

YES YES YES 

YBS YES YES

\/EilCLE 

AT{CRENAUIJTALLIANCE 

2.DRCONVERIIBLE (FWD) 

CHEVROLETASTRO 

vANGwD) 

MITSUBISTU CIT.qNT 

4-DRSEDAU(ru'D) 

ILYMOUffi CANAVELLE 

4-DRSEDAT.TGWD) 

PLYMOUTII RELIANT 

4-DRSEDANGWD) 

VOU$WAGEI{JETTA 

4-DR SEDAN (FftrD) 

CIIEVROLET$TOB|AZER 

2-DRMPv(4X{0 

CTIEVROLETSPECTRUM 

z-DRHB (FltD) 

VOLVODL 

+DRSEDAT{(FWD) 

VOLVODL 

+DRWAGON(RUD) 

MS$ANr{AXlllA 

a.DRWAAONFWD) 

AI,'DI5{mS 

+DRSEDAI{(FWD) 

FORDTEMPO 

+DRSEDAN(FwD) 

TOYOTAfiSNtIDA 

+DRsEDAttf (RwD) 

TE$T 

SfBED HIC 

WEICIff DRJPASS. 

34.9/2810 l'tet?,fitB 

il.ry4orfo wlJlsyl 

35.0/3360 74719f6 

$.ulril ffi/780 

35.0/3060 83rE43 

vstffi 898nffi 

35.0/3Dm rmryr3Eo 

34.8n346 t5eep60 

t47tffi 6fllfl0 

:r.6/1590 6wrrt2 

lr.gffido r0l4/t5@ 

3t.0tri97 zttr.tssT 

il"Engm rw7tv32 

fl.6n6m $tpl. 

. 

Teble 5 (eont'd) 

CHEST 

G'S 

DR/TASS. 

62t47 

w6l 

5U42 

5rAJ 

s4144 

frlsr 

6U43 

5r/56 

xt?s 

$nr 

63nt 

frtll 

sa4o 

FEMURI.OADS 

DR.IV'ER PASSET-IGER FMVSS 

IEFI/RIGIIT LEFT/RIGTIT 2I2 2I9 301 

L75I?80 $O/T1t5 YES YES YES 

1845,940 

910p60 

rm/liln 

1G5/925 

fi?Jffi 

10{0/1000 

223t&2 

tFo/ro20 

rmnmS 

1155/9{5 

fi1f757 

c70/580 

tn:tnffi 

$ffiMS YES YES YES 

9m/lu0 

t4ry5e5 

TIv5t6 

4Z5tr55 

476t345 

390/r-D. 

ffi0/6ilt 

TfrI43n 

292t326 

440/3ro 

r35s/l&0 

YES YBS YES 

T.-ES YFII YES 

NO YES YES 

YES YES YES 

YES YES YES 

YES YES YES 

YES T'HI YES 

YES YES YES 

NO YES YES 

YES YES YES 

YES YES YES 

YES YES YES 

,r 

t; 

,i 

.". 

rlJ

Teble 5 (cont'd) 

TEST CHEST FEMURI.OADS 

SPEED HIC G'$ DRIVER PASSEITTGER FNfVSS 

I/-EHICLE WEIGHT DR/PASS. DR./PASS. LEFI/RIGHT I.-EFT/RIGHT 212 2Ig 301 

VOLKSTyAGENVANAGON 34.987w r90s/r060 5?J44 2r44tL6r' 7i}?/011M NA NA yES 

vAN(RWD) 

MERCURYMERKUR T4,913g'52 1M/r450 55152 4gF,iT]6 67f,Pfi YES YES YES 

z-DRHB(RWD) 

Bl\flil3rfl $.0t2g44 $:f,847 41./fi fl|t}j6 5rin85 NO yES yES 

z-DRSEDAN(RWI)) 

cHEr/. (suzuKl) SPRINT l'.rf?n4lz t767n7fr SW 4t4t674 t32/1419 yES yES yBS 

z-DRHB(nVD) 

FORDBTS0CLUBWAGON U.9ts237 l9rri/119t ss/50 11e3tr139 1806/106s yEs yEs yEs 

vAN(RWD) 

FORDTEMPOGL 35.r/2996 il15u1419 6il46' tt%ts42 ?:fltgt yEs yEs yEs 

z-DR(FWD) 

ISUZU I.MARK 34.8/2850 rsL4n543 #t47 5X5R65 3eB/3Ss yES yES yES 

4.DRSEDAN(FWD) 

IsUzurRooPERII 15.0/3606 9'6nr89 58/r-D. 745tr9or '33BS7 yES yES yES 

2.DRTRUCT( (4X4) 

TOYOTA4.RUNNER 355trTfl/ MW%g 6/,152 I4fnTIA]} lMBfl YBS YES YES 

z-DRMPV(4X4) 

TOYOTAMR-z 35.3/2918 655/sr5 34t3/- ?.fit6t 612t327 yES yES yES 

?-DRSEDAN(RWD) 

MAZDAF20m(T9S6MODEL) 35.0trm Mt4n647 656t 6mM 6?arJlir yES yES yES 

PTCKUP(RWD) 

FwD = FrontWhcclDdrrc 

DR - Drircr 

LD. r [-ost DatB 

RWD - RearWheel Drirrc 

PASS. = Passcnger 

NA = Standard docs not epply to fmmrd+ontrcl \rehicles, 

40

Publlc Atf alre/Gonsumer Outreach 

Keepingthe public informed about the 

safety aspects of motor vehicle travel is a particularly 

important NHTSA responsibility. 

As the Federal authority on traffic safety issues, 

the agency cooperates with the national 

news medi4 automotive industry trade 

press, and other information sources to 

answer questions about agency activities and 

to provide the public with information that 

can make motor vehicle travel safer. 

NHTSA encourages safe driving practices, 

alerts motorists to the risls of motor 

vehicle transportation, informs them about 

available safety precautions that can reduce 

risks and provides free publications and 

other consumer information on a variety of 

automotive topics. The agency also 

cooperates with the private sector to communicate 

traffic safety information to the 

public. 

Consumer activities during 1985 included: 

r NHTSA and the General Fmds Corporation 

co-sponsored an educational progfam 

entitled "Play It Safe,n to teach young 

clild,ren about traffrc safety (with emphasis 

on the importance of using safety belts), and 

the power of the media (within the conted 

of a public service campaign). Joey 

I-awrence, yo'ng star of the TV program 

"Gimme A Bteak," joined NHTSA and 

menb€rs of Congress at a breakfast held at 

the U.S. Capitol to present awards to four 

groups of clementary schml students for 

their creativity in developing public service 

media materials to convince people to 

buckleup. Each group's media pachage consisted 

of a print advertisement, copyfor a30second 

radio public service ennouncemeut 

(PSA) and a storyboard for a TV PSA. Winners 

of State level competitions were judged 

by panels of media and traffic safety professionals 

in the final selection rounds that took 

place in Washingto4 D.C. and New York 

City. In addition to the awards, Joey 

Iawreace joined the NIITSA Administrator 

itr unveiling two new safety belt PSAs in 

which he nppear$. 

I The Secretary ofTransportation announced 

the expansion of NHTSA's Auto Safety Hotline 

to receive calls from Hawaii and later in 

1985 to offer service to residents ofAlaska. 

This toll-free number is now available to all 

50 States, the Virgin Islands and parts of 

Puerto Rico. Also in 1985, a new nAuto 

$afety Hotline" brochure was published. 

NHTSA sent letters to Congressional members 

to advise them this service is available 

to their constituents. 

t A five-minute public s€rvicc nusic Yideo 

with superstar Stevie Wonder was made for 

television to discourage teenagers from 

drinking and driving. More than 1,000 high 

school seniors gathered at the Kennedy 

Center in Washingtoq D.C., to hear Stevie 

Wonder talk about drunk driving and to 

premiere the music video which features his 

hit song'Don't Drive Drunk." The music 

video was produced by DOT, The Advertising 

Council and the Dodge Division of 

Chrysler Corporation, as part of the natiouwide 

campaign against drunk drivers 

proclaimed by President Reagan three year$ 

ago. The music video, along with a 3{}'second 

television PSA was distributed by the National 

essociation of Broadcasters by satellite 

television to ov6r 700 television stations. 

r Activities for the fourth auuual National 

Drunk and Drugged Driving Awareness 

Week were coordinated by NHTSA. State 

and local governnent and safety groups 

combined with the private sector to place 

special emphasis on the danger of drunk and 

drugged driying. The President personally 

proclaimed the week at a White House 

c€remony on December 16. 

r All-American Buckle UP Week was 

celebrated November 2430. The nationwide 

safety belt promotion focused national attention 

on the merits of occupant protectiou 

by directly encouraging people to adopt a 

lifesaving habil of safety bclt use. There were 

grassroots activities in all 50 States and the 

District of Columbia, and 29 proclamations 

were signed by governors. A significant participation 

from more than 100 businesses 

and associations distinguished the campaign. 

The kick-off event, held in 

Washington, D.C., featured the Flintstone 

cartoon character, ajoint project sponsored 

by the American Automobile Association 

,ii 

:1 

,iil

and Hnnng $arbena Ptoductionsr Inc. Fred 

Ftintdone, his family and the Tlintmobile' 

will tour the country in 1986 supporting 

safety belts and child safety seats. 

I In a coremony in the DOT headquarters 

cottrtyard, the Secretary of Transportation 

prescntod awards to orc national and four 

regional winners of an outdoor adveftising 

ditplay contest designed to encourage tle 

use of safety bclts in passenger cars. The 

contcst qms d,poosorcd 

jointly by NlfISA 

Walt DisueylVorl4 the Distributive Education 

Clubr ofAmedca (DECA) and the Outdoor 

Adwrtisitrg Al{ociation of America 

(OAAA). More than 1,250 high school and 

college students from all 50 States and 

Canada, all members of DECA clubs, 

entered the contest. The full-scale displayby 

the nation winner war unveiled during the 

ceremony and 2,500 billboards will be 

erected nationwide. 

________

S upport For Motor Vehicle SafetY 

Natlonal Genter for $tatlstics and 

Analysls 

NHTSA's National Center for Statis' 

tics and Analysis develops and operates data 

collection and analysis programs to support 

the agency's motor vehicle and highway 

safety activities. Representative and reliable 

accident data bases are essential to identifying 

and analyzing traffic safety problems and 

measuring the effectiveness of programs to 

deal with them. 

The Center has develoPed and 

operates several accident data systems and 

conducts major studies of accident and accident 

exposure data. It also provides information 

on traffic safety to other parts of the 

Federal government, State and local governments, 

citizens, industry, researchers, and 

the international safety community. 

The Center obtains information on 

motor vehicle crashes and exposure by direct 

field investigation, from police and other 

government reports and records, and 

through surveys. It collects data on vehicle 

ocsupants, pedestrians, and cyclists; their injuries; 

vehicles and accident damage sustained 

by them; q/pes of collisions; roadway 

and environmental factors; vehicle use patterns; 

and exposure of the population to accident 

risks. 

The data are used extensively in the 

agency's research, rulemaking, traffic safe ty, 

enforcement and evaluation programs. The 

Center's analyses have documented changes 

in fatality patterns in crashes, the effectiveness 

of occupant protection systems, the 

safety performance of heavy trucks and many 

other aspects of traffic safetY. 

43 

The Center's major data collection sys' 

tems are: 

The Fatal Accident RcVortkg Systems (FARS)- FARS 

is a census of every fatal motor vehicle crash in the 

United States. Information for FARS comes from 

police accident reports, coroner's reports and State 

records. Approximately 150 data elements are 

recorded for each FARS case' FARS has been oPerating 

since 1975, and contains data on more than 450,000 

traffic fatalities. 

National Accitunt Sampling Sysfem (N1S^5). NASS 

was initiated in 1979 to provide more detailed, nationally 

representative information on police reported 

traffrc irashes. Initially operating at L0 sites around the 

country it has since been expanded to 50 sitcs that 

were chosen to be geographically and demographically 

representative of the country' The 10,000 accidents 

now investigated by NASS each year are selecled by a 

statistical sampling procedure so that the data col' 

lected can be expanded to estimatc national statistics 

on traffrc crashes. 

For each case in NASS, the investigator docrrments the 

scene of the crash, measures and classifies damage to 

the vehicles, obtains medical records and codes injuries, 

interviews surivors and witnesses, and obtains 

iecords on the drivers and vehicles involved. 

Special InterestAccident Investigations. The Center has 

Iive tcams under contract to conduct detailed inves' 

tigations of selected special interest crashes' These include 

fatal school bu$ crashes, crashes involving cars 

equipped with air btg* or other special safety equip' 

o,Lol,- and crashes involving vehicles with alleged 

safery defects. The quick respon$e capability of these 

teams enables the Center to begin investigating a crash 

anywhere itr the country usually within hours of its occurrence. 

Monthty Fatality Reports. Early reports from each State 

on thc previous month's fatalities are combined in a 

monthly report. These early estimates provide prompt 

notilication of national fatality trends. 

The Head and Neck Iniury St tdy- This report is studyinghead 

and neck injuries, the most serious class of injury 

fron traffic accidents. Startinq with people admitted 

to the shock/trauma unit of the Washington 

(D.C.) Hospital Center, a special investigation team 

investigates and reconstructs the crash that caused the 

F

injury, identifias the interior vehiclc componcnt(r) 

struck by the occupant, and measrues the forces involved 

in the cra.sh. The team thcn tracks the patient 

thro'gh his or her medical treatment and rehibilitation. 

Harmonlzatlon 

of Regulailone 

The international harmonization of 

motor vehicle safety standards is a NHTSA 

priority because vehicle design is becoming 

increasingly international in the automotive 

industry. The advent of 'korld carn concept 

has brought to the forefront the issue of 

designvariatioru that must be introduced in 

order to complywith differing regulations in 

world markets. Countries often require conflicting 

performance standards, safety test 

procedures, compliance criteri4 and means 

of certiffing compliance. These differing 

regulatioru make it technically burdensome 

for manufacturers to construct vehicles for 

domestic and foreign markets. Incompatible 

rules also can serve as non-tariff trade barriers 

that are costly to consumer and industry. 

A successful harmonization program 

will result in increased production, marketing 

flexibility, and cost savings to vehicle 

manufacturers and ultimately consumers, 

without compromising safety. In some cases, 

harmonization will actually promote safety 

by upgrading standards and will encourage 

the sharing of safety technologr by removing 

the differences between domestic and export 

vehicles. 

It is likely that evolving automotive 

standards in developing nations will follow 

patterns established by the European community. 

If U.S. manufacturers are to have attractive 

competitive opportunities in those 

markets, it is important to reduce or 

eliminate inconsistencies between U.S. and 

European standards, without compromising 

safety. 

44 

The principal forum for harmonization 

negotiations is the United Nations 

Economic Commission for Europe (ECE). 

The Commission was established at the end 

of World War II and the U.S., represented 

by NHTSd is a tull voting member. Within 

the ECE, motor vehicle harmonization is 

negotiated at Working Pany29 (Wp2g) and 

its eight technical sub-units, called Groups 

of Rapporteurs. 

In addition to relying upon NHTSA's 

technical and policy expertise, the harmonization 

effort involves input from the industry 

and consumers, and is fully coordinatedwith 

the Federal international trade 

community 

Since 1980, NIITSA has actively participated 

in efforts to harmonize the biatce 

safety standards for passenger cars in 

Europe, North Americ+ and Japan. Following 

exteruive review and testing of the U.S. 

and the ECE test procedures, a Notice of 

Proposed Rulemaking was issued May 10, 

1985, that proposed a harmonized world* 

wide standard for passenger car brakes. The 

noticewas the subjectof extensive comment 

by domestic and foreign automobile 

manufacturers, the Group of Rapporteurs 

on Brakes and Running Gear of the ECE, 

and other interested parties. 

The Group of Experts on Construction 

of Vehicles of the ECE (WPzg) adopted 

amendments to ECE Regulation No. 43 

(Glazing) that incorporate the test requirements 

of Standard No. 205, "Glazing 

Materials," pertaining to glass-plastiE 

windshields. 

The Group of Rapporteurs onGeneral 

Safety Provision (a subgroup of Wp29) has 

developed a new ECE regulation on mirrors 

for motorcycles that is practically identical to 

the requirements of Standard 

"Rearview 

No. lll, 

Mirrors." This new regulation is

orrrently under considetation for adoption 

by WP29. 

In additiorr, NHTSA participated in all 

the safety related scheduled meetings of 

WP29 and its subgroups during 1985. The 

agency also participated in the work of the 

Table 6 

International Standards Organization 0SO) 

on vehicle related technical issues. It hosted 

a meeting of the committee on glazing which 

is developing tests for new and emerging 

glazing concepts, such as further development 

in glass-plastic glazing. 

Ilata Acquisitlon and Statlstical Analysls 

Research asgsmplishments Applications 

Operated the National Accident Sampling Sy$tem 

(NASS) for the seventh 1nar. Prepared the 

NASS Annual Report. 

Opcrated thc Frtnl Accident R.eporting Systen 

(FARS) for the eleventh yeat. 

Prepared a series of bimonthly Fatality Trend" 

reports. 

Prepared monthly and semi-nnnual fatality 

reports. 

Developed a mathematical modcl to estimate alcohol 

use in fatal ctashes when there is incomplete 

reporting of alcohol. 

Analyzed the effect of State safetybelt laws on 

traffic fatalities. 

Iuvestigatcd crashes ufrere a vehicle defed wac 

alleged or suspecte{ studied the effects ofincrear€d 

speedr on 55 mph spccd limit roads on 

traffrc fatalities, analped lifesavins efrccts of 

motorcycle helmet laws. 

45 

To provide detailed and nationally representative 

data on a sample of all police-reported 

traffrc crashes. NASS investigates about 13,000 

srashes each year at 50 sites acro$s the country. 

To provide data from police reports and other 

offrcial sources on all fatal trafftc crashes. 

To illustrate how fatality pattertrs have changed 

in the ll years of FARS data and to gain insight 

into present and future changes. 

To provide timely notice of current fatality 

trends and patterns. 

To make nationel estimate$ of the incidence of 

alcohol in fatal crashes. 

To provide a preliminary asses$nent of the effects 

of these laws. 

To support NfffSA's safety activities.

A dmlni$tratlon 

Management lmprovements 

NHTSA implemented the requirements 

of the Competition in Contracting Act 

(CICA) which made a major shift in some 

basic precepts of the Federal Acquisition 

Regulation (FAR).Two major changes accomplished 

are: 

r Developed a format for the newly re* 

quired justification for other than 

full and open competitiotl formerly 

called a sole source justification. The 

new format was introduced to all 

contracting officer's technical representatives 

in a formal memorandum 

that included all the information required 

by CICA 

r Established the position of competition 

advocate, responsible for identifying 

barriers to competition, 

promoting competition, removing 

barriers and reporting the results. A 

competition planning document was 

also developed outlining NHTSA's 

plans for meeting the requirements 

of CICA. 

' 

AreorganizationwascompletedinFY 

1985 to improve the organizational structure 

and functional alignment by enhancing mission 

support functions and reducing unnecessary 

layering, allowing a more effective 

utilization of resources. 

At the end of FY 1985, NIITSA's work 

force consisted of 600 full-time permanent 

employees, an increase of 11 employees 

from the end of FY 1984. 

As required by the Federal Managers' 

Financial IntegrityAct, NFITSA reviewed its 

internal controls for safeguarding resources, 

assuring accuracy and reliability of informatiorl 

and adherence to laws, regulations, and 

47 

policies. During 1985, management completed 

22 in-depth internal control reviews. 

An agency-wide office automation $ystem 

was developed and installed to provide 

all offices with compatible word processing 

message sending and file transfer 

capabilities.The systemhas improved the efficiency 

of secretarial and clerical functions, 

and reduced the amount of paperwork. 

The agency has developed a Local 

AreaNenvork (I-AN) to linkalarge installed 

base of microcomputers with a host computer. 

The I-AN will allow communication 

between the micros and the host to provide 

data transmission supPorting motor vehicle 

related information. In addition, the I-Al-l 

can interface electronically with the office 

automation systern, providing electronic access 

by any installed machine around the 

agenry. 

NHTSA has initiated several improvements 

in its automated administrative systems 

during the past year. These include: 

r Converting government nonexpendable 

and vehicle property inventories 

to operate on agency-owned 

equipment. This reduced conrmercial 

timeshare expenditures by over 

$12 thousand. 

r Developing a microcomputer-based 

data entry system for the agency's 

financial accounting system. The use 

of micros to update the system has 

already reduced timesharing expenditures 

by approximately $1.5 

, thousand per month. Once fully implemented, 

an additional $l to $2 

thousand monthly savings is expected.

Clvll Rlghte 

In support of the President's mandate 

to upgrade the status of women in the 

Federal worldorce, NIITSA increased the 

employment of women by 2 percent, raising 

female representation from 37.6 percent to 

48 

39.5 percent of total employees. The representation 

of minorities in the workforce incteased 

from 26 percent to 27 percent.

Llst of Tables 

I|bb 

A-1 

A-2 

A-3 

A-4 

A-5 

A-6 

A-7 

A-8 

A-9 

A-10 

A-11 

A-1e 

A-13 

4,14 

A-15 

A-16 

A-17 

PrgC 

A-s 

A-8 

A-8 

A-13 

A-13 

A-14 

A-14 

A-1s 

A-16 

A-16 

A-21 

A-21 

A-22 

A-22 

A-2S 

A-23 

A-25 

Basic Data Penaining to Motor Vehicle Traffic Accidents, United States, 1965-1985 

Fatality Rates for the United States and Selected Foreign Countries, 1983 

Basic Statistics About Motor Vehicle Tratfic Deaths in the United States, 1965, 

1975-1985 

Growth in Population and Motor Vehicle Registration, 1974, 1984-1985 

Types of Motor Vehicles Invofved in Fatal Accidents, 1984-1985 

Comparison of Number of Miles Traveled Annually by Type of Vehicle, 1984-1985 

Passenger Car Occupant Fatalities by Size of Car, 1975-1985, in Single Vehicle 

Fatal Accidents (Unknowns Have Been Distributed in Table*) 

Passenger Gar Occupent Fatalltles by Size of Gar, 1975-1985, in Multiple \bhicle 

Fatal Accidents (Unknowns Have Been Distributed in Table-) 

Comparison of Driver Fatalities in Two-Vehicle Accidents Among Vehicles of 

Different Sizes, 1985 (Combined) 

Fatality Rates and Vehicle lnvolvement Rates by Vehicle Type (ln Fatal Accid6nts), 


Percent Distribution, by Age, of Drivers Involved in Fatal Accidents, 1985 

Percent Distribution, by Age, of Male Drivers Involved in Fatal Accidents, 1985 

Percent Distribution, by Age, of Female Drivers Involved in Fatal Accidents, 1985 

Traffic Fatalities by Age Group-1975, 1984, 1985 

Number and Distribution of Motor \rbhicle Traffic Fatalities by Type, 1965-1985 

Number and Population Death Hate of Motor Vehicle Traffic Fatalities by Type in 

the Accident, 1965-1985 

Leading Causes of Death by Age and $ex, United States, 1982 

{

Llst of Flgurcs 

FIguru Page 

A-1 A-6 Motor Vehicle Traffic Fatalities by $tate, 1985, and Percent Change from 1984 

A-Z A-T Motor Vehicle Tratfic Death Rate, 1985, and Percent Change from 1984 

A-3 A-g Trends in Vehicle Mileage and Mileage Death Rate, 1965-1985 

A-4 A-g Trends in Motor Vehicle Ftegistrations, Licensed Drivers and Vehicle Miles of 

Travel, 1965-1985 

A-5 A-10 Trend in Motor Vehicle Death Flates, 1965,1985 

A-6 A-10 Trend in Ratios of Flegistered Vehicles to Drivers and Population, 1965-1985 

A'7 A-11 Gomparison of Traffic Deaths and Industrial Production Index, U.S., 1965-1985 

A-8 A-11 Monthly Death Rates lor 1972, 1973, 1985 

A-g A-12 Weekend-Weekday Contrast in Fatality Rates, 1985 

A-10 A-12 Total Motor Vehicle Travel, 1965-1985 

A-11 A-17 Motor Vehicle Travel on the Interstate Highway System, 1976-1985 

A-12 A-17 Motor Vehicle Travel on Non-lnterstate Highway Systems, 1976-1985 

A-13 A-18 Licensed Drivers and Population by Age Group, lg8s 

A-14 A-18 Percent Increase in Licensed Drivers and Population by Age Group, 1975-1985 

A-15 A-19 Distribution of Male Licensed Drivers and Population by Age Group, 1985 

A-16 A-19 Percent Increase in Male Licensed Drivers and Population by Age Group, 


A'17 A-20 Distribution of Female Licensed Drivers and Population by Age Group, 1985 

A-18 A-20 Percent Increase in Female Licensed Drivers and Population by Age Group, 


A-19 A-24 Pedestrian and Motor Vehicle Occupant Fatalities, 1965-1985 

A-20 A-24 Motorcycle and Bicycle Fatalities, 1965-1985 

A-4

Table A-1. Baslc Data Pertalning to Motor Vehicle Trafflc Accidents, Unlted States,1965-1985 

Feglrbrud Vehlcle 

Fesldent Llceneed Motor MIlss 

Populatlon Drlvsrs Vehlclee Tiaveled Itafllc 

br? (Thoueandr) (Thousande) (Thoueandt) (Bllllons) Deathr 

1965 

1966 

1967 

1968 

1969 

1970 

1971 

1972 

1973 

1974 

1975 

1 976 

1977 

1 978 

1 979 

1 980 

1981 

1982 

1 983 

1 984 

1985' 

193,526 

195,576 

197,457 

199,399 

201,385 

203,984 

206,827 

209,284 

211,357 

213,342 

215,465 

217,563 

219,760 

222,095 

224,567 

227,236 

225,542 

231,822 

234,023 

236,4S5 

238,740 

98,502 

100,998 

103,172 

105,410 

108,306 

111,5#| 

r 114,426 

118,414 

121,546 

125,427 

129,791 

134,036 

138,121 

140,844 

143,284 

145,299 

147,O75 

150,310 

154,221 

155,424 

156,868 

91,740 

95,703 

98,859 

I 102,987 

107,412 

111,242 

1 16,330 

1?2,557 

130,025 

134,900 

137,913 

143,476 

147,262 

153,637 

15S,621 

161 

,614 

164,118 

165,203 

16S,446 

171,729 

't77,135 

888 

926 

964 

1,016 

1,062 

1,110 

1 ,179 

1,260 

1,313 

1,281 

1,328 

1,402 

1,467 

1,545 

1,529 

1,528 

1,556 

1,592 

1,658 

1,718 

'1,775 

47,089 

50,894 

50,724 

52,725 

59,543 

52,627 

52,542 

54,589 

54,052 

45,196 

44,525 

45,5?3 

47,878 

50,331 

51,093 

51,091 

49,301 

43,945 

42,589 

44,257 

43,795 

MlleagE 

Ileath Rste 

(Deathr per 

Hundrud-Mllllon 

Vehlcle Mllea) 

5.30 

5.50 

5.26 

5.19 

5.04 

4.74 

4.46 

4.33 

4.12 

3.53 

3.35 

3.25 

3.26 

3.26 

3.34 

3.34 

3.17 

2.78 

SOUBCES: Whlc.le llar/€|, Registered \bhicl€B and Licsnsod Driv€rs from F6d6rel Highway Administretion, Highway Stalislics Division. 

Populatlon: U.S. Bureeu of lh€ Consus (July 1 6stimetB). 

Tralfic Deaths: 1964-74, from Netionel C€nt6r for Hoslth StatiBtica, H.H.S. snd State Accid6nt Summarios (Adiusted to 30-day tratlic deathe). 

1975-85 lrom Fetel Accident RBporling Syslem (FARS), NHTSA, (30-day tratlic doEths). 

'Provklonil 

A-5 

2.57 

2,58 

2.47

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Table A-2. Fatality Rates for the United States and $elected Foreign Countries, 1983 

Fetalltles per 

100 Mllllon 

Gountry 

Kllometere 

Austria 

Finland 

Federal Repuhlic of Germany 

France 

Great Britain 

Italy 

Netherlands 

Norway 

$pain 

Switzerland 

United States 

SOUFTCE: Stetistics of Fload Traffic Accidente in Europ€. 

5.O? 

2.03 

3.38 

4.51 

2.01 

2.87 

2.27 

2.25 

6.23 

2.73 

1.60 

Table A-3. Basic Statlstlcs About Motor Vehicle Tfafflc DeatheIn 

the Unlted States, 

1965, 1975-1985 

ftem 1965 1S75 1976 1STT 1978 197S 1980 

Deaths 

Motor Vehicle Travel 

(billion of vehicle 

miles) 

Registered Motor 

Vehicles (100,000) 

Resident Population 

(1 00,000) 

Licensed Drivers 

(100,000) 

Death Rat6B 

Per Hundred Million 

Vehicle Mile$ 

Per 100,000 

Registered Vehicle$ 

Per 100,000 Re$ident 

Population 

Per 100,000 Licensed 

Driver$ 

V€hlclo and Drlver 

Rclatlonahlp 

Ratio, Registered 

Motor Vehicles to 


Ratio, Registered 

Motor Vehicles to 

Resident Population 

Ratio, Licensed Drivers 

to Besident 

Population 

.Provisional 

1,329 1,N2 1,467 

1,379 1,435 1,473 

2,155 2,176 2,198 

1,e98 1,340 1,381 

1981 1982 1983 1S84 1985' 

47,089 44,525 45,523 47,878 50,331 51,093 51,091 49,301 43,945 42,589 4,257 43,7S5 

888 

917 

1,935 

985 

5.30 

51 .33 

24.33 

47.81 

0.51 

3.35 

32.38 

20,66 

34,31 

1,06 

3.25 

31.73 

20.92 

33.96 

1.07 

0,e+ 0.66 

0.71 0,71 0.72 0,71 

0.62 

3.26 

32.51 

21.79 

34.66 

1.07 

1,545 1,52S 1,528 1,556 1,592 1,658 1,718 1,775 

1,536 1,596 1,616 1,641 1,65e 1,694 1,717 1,771 

2,221 2,248 2,27? 2,296 2,318 ?,340 2,365 2,ffi7 

1,408 1,433 1,453 1,471 1,503 1,542 1,554 1,569 

3,26 

32.76 

22.66 

35.74 

1,09 

3.34 

32.01 

22.75 

35,66 

1,11 

3.34 

31.62 

22.49 

35.1 6 

1.11 

3.27 

30.04 

?1,50 

s3,s2 

0.64 

2.76 

26,60 

18,96 

29.24 

1.10 

2.57 

e5.14 

18.20 

27,62 

1.10 

4.72 

0.66 

2,58 

25,78 

1S,71 

28.48 

1.10 

0.73 

0.66 

2.47 

24.73 

ts,s4 

27.51 

1.13 

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Table A'4. Groyvth In Populatlon and Motor VehlcleRegistration, 

1974, 1984-1985 

Psrcent 

lncrease 

197+1984 1985 

Total Registered Motor Vehicles 

Automobiles 

Trucks 

Buses 

Motorcycles 

U.S. Resident Population, July 1 

Hegistered Motor Vehicles 

per Capita 

1974 1984 

137,925,584 

106,718,739 1?.8,270,734 

25,780,619 

462,156 

4,964,070 

213,342,000 

0.65 

SOURCES: Ftegistretion-Faderal Highway Administralion. 

Pooulation-U.S. Bureau of th€ Census. 

171 

,728,638 

37,394,411 

583,671 

5,475,822 

236,495,000 

0,73 

+24.5 

+20.? 

+45.0 

+ 26.3 

+ 10.4 

+ 10.9 

+ 12.3 

177,135,137 

132,108,164 

38,989,042 

593,527 

5,444,404 

238,740,000 

Table A-5. I}pee of Motor Vehicles Involved in Fatal Accldents, 1984-1985 

Percent of All Vehicle* Percent of All Vehiclee 

Regletered in Fetel Accldents 

lVpe of Vehlcle 1984 1985 1984 1 985 

Passenger 

Car 

MotorcyclB 

Buses 

Sing16-Unit Truck 

Pickup and Van 

Other S,U. Truck 

Multiunit Truck 

Other 

74.7 

3,2 

0.3 

21.1 

16.6 

4.5 

o.7 

74.6 

3.1 

0.3 

21.3 

16.8 

4.5 

o.7 

$OURCES: Accident data: NHTSA Fatal Accident H6porting Sy$tem (FAnS), NHTSA. 

Registration data: Fsdoral Highway Admidistration. 

A-13 

5S.8 

8.0 

0.5 

20.1 

(18.4) 

(1.7) 

7.1 

4.5 

o.74 

Fercsnt 

Change 


58.9 

7.9 

+3.1 

+3.0 

+4,3 

+ 1.0 

-0.6 

+ 0.9 

+ 1.4 

0.5 

20.5 

(18.7) 

(1,8) 

7.1 

5.1 

-j't 

:: 

.lt 

i4 

';i 

'ir 

.'+ 

:;,1

Table A-6. Comparlson of Number of Miles Traveled Annuallyby 

TVpe of Vehlcle, 1984-1985 

Total Thavel* 

Average Annual Thavel Per Vehicle 

lVpe ol Vehlcle 1984 1985 % Change 1984 1985 % Change 

Passenger Cars 

Motorcycles 

Buses 

Single-Unit Trucks 

Multiunit Trucks 

All Motor Vehicies 

-Million of vehicle rnile6, 

SOUFCE: Federal Highway Admlnlstratlon. 

1,255,342 

12,000 

6,732 

367,088 

76,986 

1,718,148 

1 

,298,199 

12,000 

6,931 

378,230 

79,402 

1,774,762 

+3.4 

0.0 

+3.0 

+3,0 

+ 3,1 

+3.3 

9,787 

2,1 90 

11,534 

10,157 

61,398 

10,005 

9,827 

2,2O4 

11,678 

10,039 

60,418 

10,019 

0.4 

0,6 

1.2 

-'t.2 

Table A-7. Passenger Car Occupant Fatalltles by Size of Car, 1975-1985 in $lngle Vehicle Fatal 

Accidents (Unknowns Have Been Di$tributed In Table*) 

$lze r97$ 1976 lSTl 1078 1979 1980 1981 1S82 1983 

Total 12.431 12,676 12,474 12,8tr 12,929 13,480 12,539 

PBrcent (100) (100) (100) (100) (100) (100) (100) 

Mini 701 835 986 1,136 1,366 1 

,494 1 ,585 

(6) (7\ (8) (s) (1 1) (1 1) (13) 

Subcompact 1,705 1,710 1,840 1,799 1,960 2,218 2,220 

(14) (13) (15) (14) (15) (17) (18) 

Compaa fio 444 403 461 461 535 5S7 

(3) (4) (2) (4) (4) (4) (5) 

lntermediate 1 ,582 1 ,685 1 ,509 1,745 2,001 2,278 2,163 

(13) (13) (12) (13) (1s) (17) (17) 

FullSize 2,800 2,830 2,916 2,943 2,839 2,858 2,514 

(22\ (2?) (24) (23) (221 (21) (20) 

Largest Size 5,213 5,172 4,820 4,780 4,302 4,097 3,460 

(42) (41) (3s) (37) (33) (30) (27) 

SOURCE: Fatal Accident Reporting $ystem (FAHS), NHTSA. 

1,974 1,978 2,066 

(18) (1e) (1e) 

653 800 1,096 

(6) (71 (10) 

1,937 1,911 2,014 

(18) (18) (1e) 

2,085 1,574 1,819 

(1s) (1e) (17) 

2,721 2,452 2,162 

(25) (23) (20) 

NOTE: The classification of passenger cars reflects the following groupings by "wheelbase" 

dimensions: 

- Mini - Less than 95 inches 

- Subcompact - 95-99 inches 

* Compact - 100-104 inches 

- Intermediate - 105-109 inches 

- Full Size - 110-114 inches 

- Largest Sizo - Greater than 114 inches 

* 1.6 

+0,1 

P6rc6nt Percent 

Change Change 

1984 1985 197545 198+85 

10,87S 10,604 10,74810,134 

- 18.5 -5.7 

(1oo) (100) (100) (100) 

1,509 1,489 1,591 1,578 + 125.1 

(14) (14) (1s) 

-0.8 

(15) 

?,098 +23.0 +1.5 

(21) 

1,214 +182.3 +10.8 

(12) 

1,872 + 18.3 -7.1 

(18) 

1,524 *45.6 -16.2 

(15) 

1,848 -64.6 -14.5 

(18) 

"The following passenger car occupant fatalities, where the wheelbase was unknown, have been included ln the table and distribuled in 

proportion 

to the fatalitie$ where the size ot the car was known. 

Unknown Size 4,338 3.990 3.594 3,240 2,488 1,942 1,642 1 ,280 1 ,1 36 951 1,034 

A-14

Table A-8, Passenger Car Occupant Fatalltles by Size of Car, 1975-1985 In Multiple Vehicle Fatal 

Accidents (Unknowns Have Been Dlstributed in Table.) 

Slze ts75 1978 19Tl 1978 1979 19E0 1981 1982 1983 1984 

Total 13,498 13,490 14,308 15,289 14,879 13,S69 14,106 12,451 

Percent (100) (100) (100) (100) (100) (100) (100) {100) 

Mini 915 1,033 1,?87 1,555 1,931 1,990 2,234 2'102 

(7\ (8) (e) (10) (13) (14) (16) (17) 

Subcompact 2,296 2,490 2,693 2,821 2,688 2,623 2,883 2,414 

(17) (1e) (1e) (18) (18) (1e) (20) (1e) 

Compact 509 558 562 582 57O 576 636 715 

(4) (4) (4) (4) (4) (4) (5) (6) 

f ntermediate 1,277 1,259 1,339 1,677 1,942 2,240 2,577 2,494 

(s) (e) (e) (11) (13) (16) (18) (20) 

Full Size 2,794 2,857 3,154 3,329 3,144 2,77? 2,380 2,043 

(21) (21) (22) (22) (21) (20) (17) (16) 

Largest Size 5,7A7 5,293 5,273 5,325 4,604 3,768 3,396 2,683 

(42) (3e) (37) (35) (31) (?7) (24) (22) 

SOUHCE: Fatal Accident Reporting System (FARS), NHTSA. 

NOTE: The classification ol passenger cars reflects the following groupinge by \fieelbase'dimenelons; 

* Mini - Less than 95 inches 

- Subcompact - 95-99 inches 

- Compact * 100-104 inches 

* lntermediate - 105-109 inches 

- Full Size - 110-114 inches 

- Largest Size - Greater than 114 inches 

12,375 1?,861 13,061 

(100) (100) (100) 

Percent Parcfirt 

Change Change 

1985 197ffi5 1984-85 

2,14? 2,196 2,234+14/'.2 

+1.7 

(17) (17) (17) 

2,457 2,673 2,649 

(20) (21) (20) 

-3.2 +1,6 

+ 15.4 - 0,9 

863 1,180 1,58? +210.8 +34,1 

(7) (s) (12) 

2,506 2,671 2,845 + 122.8 +6.5 

(20) (21) (22) 

1,8S8 1,754 1,700 - 39.2 

(16) (14) (13) 

2,509 2,387 2,051 

(20) (18) (16) 

- 3.1 

-64.1 - 14,1 

-The 

following passenger car occupant fatalities, where the wheelbase was unknown, have heen included in the table and di$tributed in 

proportion to the fatalities where the size of the car was known. 

_ 

unknown size 4,633 4,052 3,891 3,540 2,683 1,846 1,728 1,416 

'1,122 

1,071 1,142 

A-15 

rTj 

rtl 

:' 

.. 

ir 

3i 

': 

il 

:I

Table A-9. Comparison ot Driver Fatalities in ltvo-Vehicle Accidents Among Vehicles of 

Different Sizes, 1985 

Slze ol Smaller 

Vehlcle in 

tho Cresh 

Sub- 

compact Compact 

Mini 

Subcompact 

Compact 

Intermediate 

Full-Size 

Largest Size 

Light Truck 

1.7 3.0 

1.5 

SOURCE: Fatal Accident Beporting System (FARS), NHTSA. 

$lze of the Larger vehlcle In the craeh 

lntermediate 

Full-Slze 

4.6 

2,3 

1.2 

6.3 

3.2 

3.4 

2.3 

Largest 

Size 

9.7 

5.1 

4.7 

2.8 

1.7 

Llght 

Iluck 

16.4 

8,5 

4.3 

3.2 

2.1 

1.5 

Medlum 

Heavy 

Truck 

NOTE: This chart illustrat€s the relative probabilities of fatal injuries to drivers when vehicles of different sizes are involved in accidents. 

For example, in a collision of a minicompact and full-size car, the driver of the smaller car is 6.3 times more likely to be killed than 

the driver of the full-size auto. 

Table A-10, Fatality Rates and Vehicle Involvement Rates by Vehicle Type (ln Fatal Accldents), 


Vehicle Type 

Passenger Car 

Motorcycle 

Bus 

Truck 

Single Unit Truck 

Combination Truck 

All Vehicle Types 

(Less Motorcycles) 

Occupant 

Fatality Rats 

per 100 Mllllon 

Vehicle Miles 

1.79 

38.08 

0,78 

1.47 

1.58 

0.97 

1.78 

Occupant 

Fatality Rate 

per 10,000 

Registered Vehiclee 

1.76 

8.3S 

0"91 

1.73 

1.59 

5.88 

1.83 

SOURCES; Fatalities: Fatal Accident Reporting $ystem (FARS), NHTSA (30-day death$). 

Vehicle Travel and Registered Vehicles: Federal Highway Administration, 

Vehlcle 

Involvement Rate 

(ln Fetal Accldents) 

per 100 Mllllon 

Vehicle Mllee 

2.64 

38.43 

4.39 

3.50 

3.15 

5,1S 

3.04 

47.4 

57.4 

41.3 

34.9 

75.6 

17.9 

17.4 

Vehlcle 

InvolvBm€nt Rate 

(ln Fatal Accldents) 

per 10,000 

Reglstered Vehiclee 

2.60 

8.47 

5.12 

4.11 

3.16 

31.33 

3.12

FigureA-11. 

Motor Vehicle Travel on the Interstate Highway System, 1976'1985 

VehicleMiles 

(Billions) 

400 - 

@roiat ffiRural lurban 

350 

300 

250 

200 

150 

100 

50 

0 

1976 1977 1978 1S7S 1980 1981 1982 1983 1984 1 985 

$ource: Federal Highway Administration. 

NotB: InlBrstate Highway System is synonymous with th€ F€d€ral Highway Aclmlnlstratlon cel6gori68 int€r8tet6 (Art€rial) and Interstate (Flnal), 

Figure A-12. Motor Vehicle Travel on Non-lnterstate Highway Systems, 1976-1985 

Vehicte Miles (Bitlions) 

1,600 

ffitotat 

1,400 

lnural lurban 

1,200 

1,000 

800 

600 

400 

200 

0- 

1976 1977 1978 

SourEe: Fed€rel Highwey Administration. 

1 979 

1 980 

A-17 

1 981 

1 982 1 983 1 984 1 985 

,r i? 

,t 

,, 

'r 

l,i 

{

Figure A-13. Licensed Drivers and Population by Age Group, 1985 

Percent 

15 

15-19 ?0-24 25-29 30-34 35-39 

Licensed Drivers - Federal Highway Administration. 

Pooulation; Bureau of the Census, 

1 58,224,000 Total Licensed Drivers 

186,779,000 Total Resident Population (Ages 15 and Over) 

IPercent Distribution of Licensed Drivers 

M Percent Distribution of Population 

40-44 4s-49 50-54 55-59 60-64 65-69 Over 69 

Age Group 

Figure A-14. Percent Change in Licensed Drivers and Population by Age Group, 1975-1985 

Percent 

80 

15-19 20-24 25-29 30-34 35-39 

Licensed DrivBrs - Fsderal Highway Administration. 

Pooulalion: Bureau of the Census. 

IPercent 

W 

Increase of Licensed Drivers 

Percent Increase of Population 

4A-44 45-49 50-54 55-59 60-64 65-69 Over69 

Age Group 

A-18

Figure A-15. Dlstrlbutlon of Male Llcensed Drivers and Population by Age Group, 1985 

Psrcent 

15-19 20-24 25,29 30-34 35-39 

Source: Licensed DrivErs - Federel Highway Adfirinislration. 

Population: Bureau of the Census. 

82.489.000 Male Licensed Drivers 

89,560,000 Male Resident Population (Ages 15 and Over) 

IPercent 

Distribution of Licensed Drivers 

EPercent Distribution of Population 

40-44 45-49 50-54 

Age Group 

55-59 60-64 65-69 Over 69 

Figure A-16. Percent Change in Male Licensed Drivers and Population by Age Group, 


Percent 

60 

15-19 20-24 e5-?9 30-34 35-39 

Sourcg: Licensod Drivers - Federal Highway Adminislration. 

Population: Bureau of the Census. 

f 

I 

Percent Increase of Male Licensed Drivers 

Percent Increase of Population 

40-M 45-49 50-54 55-59 60-64 65-69 Over 69 

Age Group 

A-19 

.i 

i 

-t 

.i8 

l-r 

fl E 

; 

{ 

: .l 

,,t

Figure A-17. Distribution of Female Licensed Drivers and Population by Age Group, 1985 

Percent 

tc 

15-19 20-24 25-29 30-34 35"39 

Source: Licensed Drivers - Federal Highway Adminisralion. 

Pooulation; Bureau of lhe Census. 

75.735.000 Female Licensed Drivers 

97,220,000 Female Resident Population (Ages 15 and Over) 

IPercent Distribution of Licensed Drivers 

@Percent Distribution of Population 

40-44 45-49 50-54 55-59 60-64 65-69 Over 69 

Age Group 

FigureA-18. 

Percent Change in Female Licensed Drivers and Population by Age Group, 

197s-1985 

Percent 

120 

100 

60 

40 

20 

0 

-20 

15-1S 20-24 25-25 30-34 35-39 

Source: Licensod Drivers - Federal Highway Administration. 

Pooulation: Bureau of the Census. 

IPercent Increase of Female Licensed Drivers 

WPercent Increase of Population 

40-44 45-49 50-54 55-59 60-64 65-69 Over 69 

Age Group 

A-20

Table A-11. Percent Distribution, by Age, of Orivers Involved in Fatal Accidents, 1985 

IVpe of Accldent 


All Fatal Accidents 

Single Vehicle: 

Ovenurn in Road 

Other Noncollision 

Collision w/Fixed Objecl 

Multi-Vehicle: 

Rear End i 

Head On 

Angle 

Sideswipe 

Pedestrian 

Pedalcyclist 

Under 

20 20-24 

6.4 

13.2 

18.2 

12.7 

17.9 

8.1 

12.2 

12.0 

11.2 

10.4 

14.4 

11.9 

19.5 

24.7 

21.3 

24.4 

17.7 

18.7 

16.3 

17.1 

18.0 

18.8 

SOURCE: Fatal Accident Reponing System (FARS), NHTSA. 

Age of Driver 

25-34 3s-44 45-54 55-64 

Over 

64 

25,1 

26,4 

28.5 

27.? 

27.1 

26.8 

26.4 

25.0 

28.3 

?6.1 

25.7 

19.4 

15.4 

13.4 

16.1 

1?,5 

18.7 

17.1 

15.6 

17.2 

14.9 

14.5 

13.1 

8.9 

7.1 

7.9 

6.7 

11.3 

10.3 

9.2 

11.0 

8.5 

8.1 

12.2 

7.1 

4.0 

6,8 

5.4 

8.9 

8.0 

8.5 

8.5 

5.8 

6.5 

11.9 

7.7 

3's . 

4,3 

NOTE: Drivers under 25 are over-involved in all types of accidents, compared to the total number of licensed drivers in that age group. The 

over-involvement is grealest for single-vehicle accidents, Both mal€ and female drivers in this ag€ group show th€ same pattern ot 

over"representation. Drivers ages 35 and older are generally in fewer accidents than would be expected on the basi$ of their 

numbers. 

Table A-12. Percent Dlstrlbutlon, by Age, of Male Drivers Involved In Fatal Accldents, 1985 

Type of Accldent 




Ovefturn in Road 


Collision w/Fixed Object 

Multi-Vehicle: 

Rear End 

Head On 

Angle 

Sideswipe 

Pedestrian 

Pedalcyclist 

Under 

20 20-24 25-34 

6.6 

13.0 

16.8 

12.2 

17.6 

7.8 

11.9 

11.9 

9.8 

11.1 

14.8 

12.0 

20.3 

25.3 

21.7 

25.2 

18.0 

18.8 

17.0 

17.1 

20.2 

19,8 

SOURCE: Fatal Accident Reponlng System (FARS), NHTSA. 

?4.9 

?7,6 

29.1 

28.3 

28.2 

27.3 

26.6 

26.3 

30.1 

29.5 

29.3 

A-21 

5.7 

7.3 

7.1 

13.0 

5.3 

4.9 

5.3 

Age of Driver 

Over 

35-44 4s-s4 55-64 64 

19.0 

15.4 

13.5 

17.9 

12.5 

18.7 

17.0 

15.3 

17.5 

16.5 

15.6 

13.1 

9.1 

7.3 

8.2 

6,6 

11,8 

10.4 

9.2 

11.6 

s.7 

9.1 

12,1 

7.0 

3,9 

6.3 

5.0 

8,8 

8.0 

8.1 

4.7 

o.o 

6.1 

12.2 

7.2 

3,S 

4.4 

4.7 

7.2 

7.1 

12.0 

4.7 

5.2 

5.0 

I 4 

!i 

'{ 

.-l 

! 

.il ii 

'tf 

: 

,#

Table A-13. Percent Dlstributlon, by Age, of Female Drivers Involved in Fatal Accidents, 1985 

Ilpe ol Accldent 




Oveilurn in Road 


Collision WFixed Object 

Multi-Vehicle; 

Rear End 

Head On 

Angle 

Sideswipe 

Pedestrian 

Pedalcyclist 

Under 

20 

6.2 

14.7 

24.3 

16.5 

19.6 

10.0 

13.2 

12.6 

17.1 

13.3 

17.2 

20-?4 2s-34 

11.9 

17.9 

21.9 

22.6 

20.3 

17.2 

18.3 

14.5 

17.8 

19.8 

21.1 

SOURCE: Fatal Accident Reporting System (FAR$), NHTSA. 

25.4 

23,S 

25,9 

27.0 

21.7 

25.6 

25.7 

21.2 

22.5 

28.0 

22.0 

Age of Drlver 

Over 

35-44 45-54 55-64 64 

19.7 

16.2 

12,9 

11,3 

12.9 

19.4 

17.6 

16.8 

16.8 

17.2 

15,3 

Table A-14. Trafflc Fatalltles by Age Group, 1975, 1984, 1985 

All Ages 

0-4 

5-14 

15-24 

25-34 

35-44 

45-54 

55-64 

65 & Over 

Age Not Stated 

1975 1984 1985 

44,525 

1 

,313 

3,182 

15,465 

7,503 

4,1S1 

3,939 

3,398 

5,326 

208 

44,257 

894 

2,157 

14,394 

9,508 

5,030 

3,311 

3,212 

5,505 

246 

43,795 

934 

2,190 

13,845 

9,257 

5,224 

3,271 

3,243 

5,555 

?76 

SOURCF; Fatal Accid€nt Reporting System (FARS), NHTSA (30-day traffic deaths), 

13.2 

9,0 

6.0 

7.8 

7.6 

9.6 

10.1 

9.2 

s.2 

8,5 

7.2 

Percent 

Change 

1975-85 

- 1.6 

- 28.9 

- 31.2 

- 10.5 

+ 23.4 

+ 24.8 

- 17.O 

- 4.6 

+ 4.3 

+32.7 

1?,? 

8.1 

4.7 

9.6 

7.6 

9.6 

7.8 

9.6 

8,3 

6.3 

9.6 

11.5 

10.1 

4.2 

4.4 

10.2 

8.3 

7.3 

16.2 

7.9 

6.3 

7.7 

Psrcent 

Ghange 

1984-85 

- 1.0 

+4.5 

+ 1.5 

-3.8 

- 2.6 

+3.9 

-1.2 

+ 1.0 

+ 1.0 

+12.2

Table A-15. Number and Dlstrlbution of Motor Vehicle Tratfic Fatalltlee by flpe, 1965-1985 

Total Blcycllets* Motorcycllttt Pedegtrlane* Others*r 

Year Number Percent Number Fercent Number Percent Number Percent Number Percent 

1965 

1966 

1 967 

1968 

1 969 

1970 

1 971 

1972 

1 973 

1574 

1 975 

1S76 

1977 

1978 

1 979 

1980 

1 981 

1982 

1 983 

1984 

1 S85 

47,089 

50,894 

50,724 

5?,725 

53,543 

52,627 

52,542 

54,589 

54,052 

45,196 

44,5e5 

45,523 

47,878 

50,331 

51,093 

51,091 

49,301 

43,945 

42,589 

44,"57 

43,795 

100.00 

100.00 

100.00 

100.00 

100.00 

100,00 

100,00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

100.00 

690 

730 

750 

700 

710 

760 

860 

990 

1,070 

1,040 

1,003 

s14 

92? 

892 

932 

965 

s36 

883 

839 

849 

890 

1.47 

1.4 

1.48 

1.33 

1.33 

1,M 

1,64 

1.82 

1.98 

2,30 

2.25 

?.01 

1.93 

1.77 

1.82 

1.89 

1.S0 

2.01 

1.S7 

1.92 

2.03 

1,650 

2,230 

2,170 

r,940 

1,870 

2,280 

2,650 

3,030 

3,230 

3,370 

3,189 

3,312 

4,104 

4,577 

4,893 

5,144 

4,906 

4,453 

4,265 

4,608 

4,570 

3.50 

4.38 

4.28 

3.68 

3.49 

4.33 

5.04 

5.55 

5.98 

7.46 

7.18 

7.28 

8.57 

9.09 

9.58 

10.07 

9,95 

10.13 

10.01 

10.41 

10.43 

7,990 

8,530 

8,460 

8,800 

8,710 

8,950 

9,100 

9,200 

8,930 

7,540 

7,516 

7,427 

7,732 

7,795 

8,096 

8,070 

7,837 

7,331 

6,826 

7,025 

6,800 

16.S7 

16.76 

16.68 

16.69 

16.27 

17.01 

17.32 

16.85 

16.52 

16.68 

16.88 

16,31 

16.15 

15.49 

1s.85 

15.80 

15,90 

16.68 

16,02 

15.87 

15.53 

36.759 

39,404 

39.344 

41.285 

42,253 

40,637 

39,932 

41,369 

40,822 

33,246 

32,817 

33,870 

35,120 

37,067 

37.172 

36.912 

35,622 

31 .278 

30.65S 

31.775 

31.535 

78.05 

77.42 

77.56 

78.30 

78.91 

77.22 

76.00 

75.78 

75.52 

73.56 

73.71 

74.40 

73,35 

73,65 

72.75 

72.25 

7?.25 

71 .18 

71.99 

71 .80 

72.01 

SOURCES: Deaths: 1964.74, estimated by NHTSA from data supplied by the National Center for Health Statistics, H.H.S,, and Stats 

Accident Summaries (Adjusted to 30*day deaths). 

1975-85 from Fatal Accident Reporting $ystem (FARS), NHTSA. 

NOTES: 'Motor vehicle involvement only, 

'-"Others" 

includes, primarily, drivers and pas$engers in motor vehicles other than motorcycles and motorscooter$. There are a 

tew riders of animals, occupanls of animal-drawn vehicles, occupants of street cars, unauthorized riders, etc., also in lhe category. 

Table 4-16. Number and Population Death Rate of Motor Vehlcle Traffic Fatalities by Type In the 

Accident, 1965-1985 

lbar 

Resldent 

PoP. Tbtel Dseths Blcycllrter Motoruycllrtr 

(100,U10) Number Flat6*** Number Hatgt** Numbar Ratg't' 

Podeetrlane' Othcrg* 

Number Rate**' Numbgr Rate*** 

1965 

1966 

1967 

1968 

1969 

1970 

1971 

1972 

1973 

1974 

1975 

1976 

1977 

1978 

1935,26 47.089 

1955,76 50,894 

1974.57 50.724 

1993.99 52,725 

2013.85 53,543 

2039.84 52,627 

2068.27 5?,54? 

2092.84 54.589 

2113.57 54,05? 

2133,42 45,196 

2154.65 44.5?5 

2175.63 45.s23 

2197.60 47,878 

222Q.95 50,331 

24.33 

26.02 

25.69 

26.44 

26.59 

25,80 

25.40 

26.08 

25.57 

21,18 

20.66 

20.92 

?1.79 

22.66 

6S0 

730 

750 

700 

710 

760 

860 

990 

1,070 

1,040 

1,003 

914 

32? 

89? 

0.36 

0.37 

0.38 

0.35 

0.35 

0,37 

0.42 

0.47 

0.51 

0,49 

o.47 

0.42 

o.42 

0.40 

1,650 

2,230 

2,170 

1,940 

1,870 

2,280 

?,650 

3,030 

3,230 

3,370 

3,1 89 

3,312 

4,104 

4,577 

0.85 

1.14 

1.10 

0.97 

0.93 

1.12 

1,28 

1.45 

1,53 

1.58 

1.48 

1.52 

1.87 

2.06 

7,990 

8,s30 

8,460 

8,800 

8,710 

8,950 

9,100 

9,200 

8,930 

7,540 

7,516 

7,427 

7,73? 

7,795 

4,13 

4.36 

4.28 

4.41 

4.33 

4.39 

4,40 

4.40 

4.23 

3.53 

3.49 

3.41 

3.52 

3.51 

36,759 

3S,404 

39,344 

41,285 

42,253 

40,637 

39,932 

41,369 

40,822 

33,246 

32,817 

33,870 

35,120 

37,067 

18.99 

20.1 5 

19,33 

20.71 

20.98 

19.92 

19,31 

19.77 

19,31 

15.58 

15.23 

15.57 

15.98 

16.69 

1979 

1980 

1981 

1982 

1983 

1984 


2245.87 s1.093 

2272.36 51,091 

2255.42 49,301 

2318,22 43,S45 

2340.23 42.584 

2364.95 44.257 

2387,40 43.795 

22.75 

22.49 

21.50 

18.98 

18.20 

18.71 

18.34 

93? 

965 

936 

883 

839 

849 

890 

0.42 

0.42 

0.41 

0,38 

0.36 

0.36 

o,37 

4,893 

5,1 44 

4,906 

4,453 

4,265 

4,608 

4,570 

2.18 

2.26 

?.14 

1.92 

1.82 

1.95 

1.91 

8,098 

8,070 

7,837 

7,331 

6,826 

7,Q25 

6,800 

3.Bl 

3.55 

3.42 

3,17 

2.92 

?.97 

2,85 

37,172 

36,912 

35,622 

31,278 

30,659 

31,775 

31,535 

16.55 

16.25 

15.s3 

13,s1 

13.10 

13.44 

13,21 

SQURCES: Population: U.S. Bureau of the Consus (July 1 estimate). 

Deaths; 1964-74, €stimated by NHTSA from data supplied by the National Center tor Health Statistics, H,H,S., and Stats 

Accid€nt Summaries (Adjusted to 30-day deaths). 

1975-BS from Fatal Accident Reporting Sy$tem (FARS), NHTSA. 

NOTES: 

.Motor 

vehicle involvement only. 

-t"Others" 

includes, primarily, drivers and pss$engers in motor vehlcles olhcr thsn motorcycles and motor$c@ters. Thers are a 

lew riders of animals, occupants of animal-drawn vehicles, occupants of street cars, unauthorieed riders, etc., also in the category, 

*"Deaths per 100,000 resident population, 

A-23 

'i:I 

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zi-h.=.2 

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or : (/J.R 

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4 G = 

F6b 

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tr 

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o ) ( 6 

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+ 

LYt 

: 

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F* gEq 

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rJ) 

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o

Table A-17. Leading Causee of Death by Age and Sex, United States, 1982 

Aga Gsuse ol 

Gtoup Oeath 

All Diseases of tho Heart 

Malignant Neoplasms (Cancer) 

Cerebrovascular Diseases (Stroke) 

Chronic Obstructive Pulmonary 

' 

, Pneumonia 

Motor Vehicle Traffic Accidents 

Nontransport Accidents 

Diabetes Mellitu$ 

Under I Certain Conditions Orlginating in 

the Perinatal Period 

Congenital Anomalies 

Symptoms, Signs and lll-Defined 

Conditions 

Diseases ol the Hean 


Pneumonia 


1-4 

5-9 

r0-14 

15-19 

20-24 

25-29 





Other Diseases of Neruous 

System and Sense Organs 

Homicide and Legal lnteruention 

Motor Vehicle Tratfic Accidents 

Nontrsnsport Accidents 



Qther Diseases of Nervous 


Homicide and Legal Intervention 

Diseases of the Heaft 

Motor Vehicle Tratfic Accldentg 




Other Diseases of Neruous 

$ystem and $ense Organs 


Suicide 

Diseases of the Heart 

Motor Vehicle Tratfic Accidents 


Homicide and Legal Interuention 

Suicide 



Other Di$ea$es of Neruous 


Motor Vehicl€ Traffic Accidents 

Homicide and Legal Interuention 

Suicide 



Oi$ea$e$ of the Heart 

Molor Vehicle Traffic Accidents 

Homicide and Legal Interyention 

Suicide 



Diseases of the Head 

TotEl Male 

Female 

Rank ll,oaths % Rank Deaths ,/o Fank Deaths o/o 

1 756,781 

2 434,291 

3 157,878 

4 59,918 

5 48,200 

0 44,951 

7 44,758 

I 34,611 

1 20,709 

2 9,057 

3 6,010 

4 948 

5 864 

6 765 

14 231 

1 

2 

3 

4 

5 

6 

1 

2 

3 

4 

5 

6 

7 

1 

2 

3 

4 

5 

6 7 

I 

1 

2 

3 4 

5 

6 

7 

1 

2 

3 4 

5 

6 

1 

2 

3 

4 

5 

6 

1,949 

1,045 

872 

636 

419 

377 

9S6 

986 

749 

298 

240 

167 

166 

38.3 

22.O 

8.0 

3.0 

?.4 

2.3 

2,3 

1.7 

48.0 

21.0 

13.9 

2,2 

2.0 

1.S 

0,5 

24.5 

t 3.1 

11.0 

8.0 

5.3 

4.7 

21.9 

21 .7 

16.5 

6,5 

1,236 24,0 

1,036 20.1 

681 13.2 

273 5.3 

242 4.7 

23t 4.6 

198 3.8 

197 3.8 

6,S69 40.1 

2,16s 12.6 

1,941 11.3 

1,732 10,1 

1,055 6,3 

395 2,3 

378 2,2 

8,302 33.1 

3,776 15.1 

3,305 13.2 

3,1 25 1 2.5 

1,423 5.7 

724 2.9 

5,517 22.3 

3,796 15,4 

3,451 14.0 

2,9S1 12.1 

1,953 7.9 

1,207 4.9 

A-25 

1 399,408 

? 234,140 

3 63,946 

4 

7 

39,734 

25,060 

5 

6 

'12 

32,552 

29,520 

14,1S8 

1 11,825 

2 4,824 

3 

4 

3,590 

556 

5 

6 

't4 

531 

4?8 

131 

1 

2 

3 

4 

5 

6 

2 1 

3 

4 

5.3 5 

3.7 6 

3.6 7 

1 

2 

3 

6 

s 

7 

4 

I 

1 

? 

3 

4 

5 

7 

6 

1 

2 

3 

4 

5 

6 

1 

2 

3 

4 

5 

6 

1,214 

532 

488 

348 

219 

208 

609 

65S 

459 

167 

134 

88 

84 

37.7 

22.1 

6.0 

3.8 

2.4 

3.1 

2.8 

1.3 

48.2 

19.7 

14.6 

?.3 

2.2 

1.7 

0,5 

27,1 

11,9 

10.9 

7.8 

4.S 

4.6 

22.4 

24.3 

16.9 

6.2 

805 24,7 

796 24.4 

390 11.9 

139 4.3 

152 4.7 

126 3.S 

159 4.9 

95 2.9 

5,054 40.2 

1,860 14 8 

1,491 11.8 

1,423 11.3 

632 5.0 

2s8 ?.1 

272 2,2 

6,564 34.6 

2,395 15.8 

?,749 14.5 

2,642 13.9 

817 4.3 

433 2.3 

4,331 23,9 

3,057 16.8 

2,756 15.2 

2,492 18.7 

1,045 5,8 

803 4.4 

1 3s7,373 S8.9 

2 200,1 51 21 .8 

3 93,932 10.2 

6 4 

10 

I 

5 

20,184 2.? 

23,140 2.5 

12,399 1.3 

15,238 1.7 

20,423 2.2 

1 8,884 47.7 

2 4,233 22.7 

3 2,420 13.0 

4 39? 21 

6 333 1.8 

5 337 1.8 

14 100 0,5 

1 73s 21.r 

2 s13 147 

3 384 11.0 

4 288 8.3 

5 200 5.7 

6 169 4.5 

1 387 210 

2 327 17.8 

3 290 158 

4 131 7.1 

4.9 5 106 5.8 

3.2 7 79 4,3 

3,1 6 82 4.5 

1 

3 

2 

4 

7 

5 

I 

6 

1 

5 

2 

4 

3 

6 

s 

1 

2 

4 

5 

3 

6 

I 

3 

4 

5 

2 

6 

431 

240 

22.9 

'12.7 

2S1 15.4 

134 7 .'l 

90 4,8 

11 1 5.9 

39 2,1 

102 5.4 

1 

,815 39.9 

305 6.7 

450 S.9 

309 6.8 

423 9.3 

137 3.0 

106 2.3 

1,738 zg.s 

781 12.8 

556 9.1 

483 7.9 

606 9.S 

291 4.8 

1,186 18.1 

739 11.3 

695 10 6 

499 7.6 

908 13.8 

404 6.2

Table A-17. Leading Gauses of Death by Age and Sex, United Statee, 1982 (Continued) 

Totsl Male Fsmals 

Age Caura of 

Group llttth Rank Duthr ah Fank Dcaths % Rtnk llsathr 

30*34 Motor Vehicle Traffic Accidenls 


Homlclde and Legal lntervention 

Suicide 


Diseases of the Hean 

3s-39 Malignant Neoplasms (Cancer) 



Suicide 



Cerebrovascular Diseases ($troke) 

lm-44 

55*64 

65+ 




Suicide 

Chronic Llver Disease and Cirrhosis 


Homicide and Legal Interyention 

Cerebrovascular Diseases ($troke) 

Malignant Neoplasms (Canc€r) 


Chronic Liver Disease and Cirrhosie 

Cerehrovascular Diseases (Stroke) 

Suicide 


Motor Vehicle Traffic Accidente 

Diabetes Mellitus 



Cerebrovascular Diseases (Stroke) 


Diseases and Allied Conditions 

Chronic Liver Disease and Cirrhosis 

Diabetes Mellitus 

Nontran$port Accidents 


Disea$e$ of the Heart 


Cerebrovascular Disease$ ($troke) 


Disea$es and Allied Conditions 

Pneumonia 

Atherosclsrosis 

Diabetes Mellitu$ 

Motor Vehicle Trafllc Accldents 

1 

2 

3 

4 

5 

6 

1 

2 

3 

4 

5 

6 

I 

1 

2 

3 4 

5 

6 

7 

I 

I 

2 

3 

4 

5 

6 

7 

10 

3,901 15.7 

3,257 13.1 

3,041 12.2 

2,878 11.6 

2,543 10,2 

2,029 8.2 

5,085 19.2 

4,00? 15.1 

2,870 10.9 

2,376 9,0 

2,159 8.2 

1,899 7.2 

868 3.3 

7,959 24.8 

7,482 23.3 

2,038 6.4 

1,947 6,1 

1,722 5.4 

1,639 5.1 

1,sBs 4.S 

1,294 4.0 

39,490 32.0 

38,061 30.8 

5,700 4,6 

5,328 4.9 

3,712 3,0 

3,640 2.9 

3,462 2.8 

2,063 1.7 

1 103,915 

2 97,347 

3 13,056 

4 S,233 

5 8,174 

6 5,652 

7 4,573 

11 3,288 

1 

2 

3 

4 5 

6 

7 

20 

597,341 

274,457 

135,771 

47,463 

40,423 

25,$44 

?5,236 

5,369 

36.1 

33.8 

4.5 

A-26 

3,2 

2.8 

2.O 

1,6 

1.1 

44.1 

20.2 

10.0 

3,5 

3.0 

1,9 

1.9 

0.4 

1 

5 

2 

3 

4 

6 

2 

I 

3 5 

4 

6 

I 

2 1 

3 

4 

7 

5 

6 

I 

2 '| 

3 

4 

6 

5 

7 

11 

3,0e8 17,4 

1,505 8.7 

2,499 14.4 

2,194 12.6 

2,125 12.2 

1,440 LS 

2,234 12.8 

2,995 17.2 

2,159 12.4 

1,719 9.9 

1,728 9.9 

1,517 8.7 

440 2,5 

3,573 17,5 

5,670 27.9 

1,503 7.4 

1,396 

1 ,1 75 

1,248 

1,246 

638 

6,S 

S,8 

6.1 

6.1 

3.1 

20,041 2s.6 

28,825 36.8 

3,918 5,0 

2,770 3.5 

2,614 3.3 

2,707 3.5 

2,491 3.2 

1,089 1.4 

1 73,106 

2 54,020 

s 6,9S6 

4 5,851 

5 5,384 

I 2,686 

6 3,?44 

11 2,212 

40.7 

30.1 

3.9 

3.3 

3.0 

1.5 

1.8 

1.2 

1 284,966 43,1 

2 14S,S72 22.5 

3 52,307 7.5 

4 32,08S 

5 20,147 

6 9,767 

7 9,489 

19 3,177 

4,9 

3.0 

r,5 

1.4 

0.5 

2 

1 

5 

3 

6 

4 

1 

2 

3 

4 

5 

7 

6 

1 

2 

6 

4 

5 

7 

I 

3 

1 

2 

4 

3 

5 

I 

7 

6 

873 11.7 

1,752 23.5 

542 7.3 

684 9.2 

418 5,6 

589 7.9 

2,851 31.7 

1,007 11.2 

71'l 7.5 

657 7.3 

431 4.8 

382 4.2 

428 4.S 

4,386 37.4 

1,812 15.5 

s3s 4.6 

551 4-7 

547 4.7 

391 S,3 

339 e,9 

656 5.6 

19,449 43.0 

9,236 20.4 

1,782 3.9 

2,558 5.7 

1,098 2.4 

93S 2.1 

971 2.1 

s74 2.2 

2 30,809 28.6 

1 43,327 40.2 

3 6,090 5.6 

4 3,382 3.1 

6 2,790 2.6 

s 2,966 2.7 

7 1,329 1.2 

10 1,076 1.0 

1 312,375 44.9 

2 125,485 18.1 

3 83,464 12.0 

7 

4 

5 

6 

25 

15,374 2.2 

20,278 2.9 

15,777 2.3 

15,747 2.3 

2,192 0.3

SUMMARY OF AUTHORIZATIONS AND 

APPROPRIATIONS 

Fiscal Years 1976-1986 (Millions of Dollars) 

FY 76 FY 77 FY 78 FY 79 FY 80 FY 81 

OPERATIONS AND RESEARCH APPROPRIATION: 

Traffic and Motor Vehicle 

Satety Programs 

Authorization 

60.0 60.0 60.0 

Appropriation 

38.0 41.8 42.4 

Automotive Fuel Economy and 

Consumer Information 

Authorization 

Appropriation 

Hlghway Safety Be$sarch and 

Development Programs 

Authorization 

Appropriation 

7.5 

1.0 

13.9 16.7 

7.4 10.2 

Total Operations and ReBearch 

Appropriation 

Authorizatlon 132.5 113.9 'l?8.7 

Approprlation 68.0 76.3 79.4 

HIGHWAY TRAFFIC SAFETY GRANT PROGRAM:' 

$afety Formuta Grants/School 

Bus Driver Training 

Authorization 

150.0 142.0 137.0 

Obli gation Limitation/ 

Appropriation 

87.7 1 14.0 157.0. 

Safety Belt and Accldent 

Feduction Incentives 

Authorizatlon 

Obligation Limitation ..... 

National 55 MPH Speed Limit 

(lncluding incentives) 

Authorization 

Appropriation 

Innovative Grants 

Authorization 

Appropriation 

/t3.6r /t5.2r 49.4r 

43.6 45.2 49.4 

12.4' 12.42 9.5r 

12.4 12.4 S.5 

50,0 50.0 50.0 

26.1 26.1 27.0 

106.0 107.6 108.9 

82.1 83.7 85.9 

177.5 177,5 202.5 

172.0 177.5 163,03 

FY 82 FY 83 FY B4 FY 85 FY 86' 

43.4, 51.rt 

43.4 48.1 

7.72 4.2 

7.7 4.2 

31.0 31 .0 

23.8 21.7 

32.1 86.6 

74.9 74.0 

102.5 101.5 

97,5 96.5 

55.0 58.7 48.2r 

52.0 54.3 48.2 

4.2 4.3 3.42 

4.1 4.3 3.4 

31 .0 31.0 31 .0 

21.5 23.8 28.6 

90.2 94.0 32.6' 

78.0 82.4 80.2 

100.0 126.5 126.3 

100.0 126.6 121.1 

Alcohol Incentive Grants 

Authorization 

25.0 50.0 50.0 

Appropriation 5.03 37.9 24.8 27.61 

Highway Safety Education and 

Information 

Authorization , 

Obligatlon Limitation . .... 

TOtaI NHTSA 

Authorization 

Authorization/Obli gation 

Limitation 

FHWA (Safety Formula Grants; 

Authorization 

Obligation Limitation ..... 

Total Highway Traffic Safety 

Grant Program 

Authorizatlon 

Approprlation/Obllgallon 

Llmltation 

65.0 40.0 50,0 

29.0 27.1 26.8 

56.5 15.0 15.0 

13.2 15.0 15.0 

241.5 162.0 177.0 

120.0 150.0 200.0 

50.0 67.5 67.5 

20,0 e5.0 

206.5 137.0 152.0 227.5 250.0 

100.9 129.0 172.0 172.5 197.5 

35.0 25.0 25.0 25.0 

19.1 21.0 28.0. 28.0. 

252.5 275.0 

200.0 225.5 

5.0 10.0 

1.0 

' 

280.0 102.5 

16.0 

.1 1.0 3.9 

142.5 150,0 176.5 126.3 

189.0 97.5 101.8 138.9 155.3 148.7 

25.0 25.0 10.0 

28.01 28.01 10.0 

305.0 112.5 142.8 

217.0 107.5 111.6 

.3 10.0 10.0 

10.01 10.0 10.0 

9.6 

9.6 

190.0 188.5 135.9 

148.9 165.3 158.3 

i Rellects Gremm-Rudmsn-Holllngs Am6ndm6nts. 

I Authorlzatlon obtained trom th€ Appropriation Act durlng th€le yagE. 

I An addltlonal $5.5 mllllon is proposed for lransfer lo NHTSA from other DOT Adminislralions abov€ the Appropriation levBl in FY 1986. 

a Parl of this obligation level linanced trom prlor y€er carryover euthorlzetlons. 

! lncludes $10 million appropriated for the Trensportation Systems Menagoment progrem. 

' Tw€nty percent of th6 euthorization for Sectlon 402 grants rnust be obligated for entorcefient ol the Natlonal Speed Lifflt. 

t Funded {rom prior year's aulhorizalion. 

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This is a list of National Highway Traffic Safety Administration publications issued during 

1985. They are arranged alphabetically and may be obtained from the General Services 

Division, room 6117 (NAD-51),400 7th Street S.W., Washington, DC 20590. 

1. Acts administered by NHTSA 

A. Motor Vehicle Information and Cost Savings Act, revised 1985. HS-806 758. 

B. National Traffic and Motor Vehicle Safety Act, revised 1985. HS-806 759. 

2. Automotive Fuel Economy, eighth (8th) Annual Report to Congress, January 1984. HS- 

806 720. 

3. Automotive Fuel Economy, ninth (9th) Aanual Report to Congress, January 1985. HS- 

80612t. 

4. Automotive Fuel Economy, tenth (10th) Annual Report to Congress, Jan. 1986. HS-806 

926. 

5. Child Safety in Your Automobile. Pamphlet. (Number not assigned). 

6. Child Safety Seats, Identification Guide. HS-806 700U. 

7. Commercial Vehicle Safety: A Report to the Secretary of Transportation by the National 

Highway Safety Advisory Committee. May 1985. HS-806141. 

8. Community Service Restitution Programs for Alcohol Related Offenders. December 


The Five A's of Community Service, volume 1. HS-806 766. 

Case Studies and Resource Materials, volume 2. HS-806 767. 

Bibliographies, volume 3. HS-806 768. 

9. A Digest of State Alcohol Related l*gislation, 3rd Edition. May 1985. HS-8 06145. 

10. Drinking Age 21: Facts, Myths, and Fiction. January 1985. HS-806 704. 

11. Driver License Compact Operators'Manual. February 1985. HS-806 692. 

12. Driver License Examiners' Certification and Core Curriculum: Instructors I*sson Plan. 

August 1985. HS-806 812. 

c-3 

'

13. The Drunk Driver and Jail. January 1986. 

The Drunk Driver and the Jail Problem, volume 1. HS-806 761. 

Alternatives to Jail, volume 2. HS-806762. 

Options for Expanding Residential Facilities, volume 3. HS-80678i. 

Step-By-Step to a Comprehensive DWI Corrections Program, volume 4. HS-806 764. 

Resource Materials, volume 5. HS-806 765. 

14. An Evaluation of Windshield Glazing and Installation Methods for Passenger Cars. 

February 1985. HS-806 693. 

15. Facts You should Know About Air Bags. Pamphlet. January 1986. HS-806 901. 

16. Fatality Trends. 1984. (Number not assigned). 

17. Guidelines for the Prevention of Sexual Harassment in the Workplace. January 1985. 

HS-806 687. 

18. Idea Sampler: AIl American Buckle Up, Start a Habit for Life. November 24-30, i985. 

HS-806 840. 

19.Idea Sampler: We Support National Drunk and Drugged Driving Awareness Week, 

December 15-2L.1985. HS-806 830. 

20. Instruction Handbook for Complying with Inrported Motor Vehicles. February 1985. 

HS-806 701. 

21. Model Enforcement Program Against Suspended and Revoked Drivers. January 1986. 

HS-806 840. 

22. National Accident Sampling System, 1984. November 1985. HS-806 867. 

23. National Commission on Drunk Driving, Progress Report. December 1985. HS-806 885. 

24. National Drunk and Drugged Driving Awareness Week, Final Report. 1984. August 


HS-806 756. 

25. 1981 Traffic Fatality Decrease: Isolation of the Affected Population. December 1982. 

HS-806 673. 

26. NFilSA Emergency Medical Service Program and Its Relationship to Highway Safery. 

August 1985. HS-806 832. 

c-4

27. Notable Paper on Alcohol and Highway Safety. 1984. February 1985. HS-806 684. 

28. 101 Drunk Driving Public Information Ideas: We're Getting the Word Out and You Can 

Help. July 1985. HS-806 797. 

29. Pilot Test of Selected DWI Detection Procedures for Use at Sobriety Checkpoints. April 

1985. HS-806l?4. 

30. Preliminary Evaluation of the Voluntary Tire Registration System. August 1985. HS- 

806 831. 

31. A Professional Truck Drivers' Guide on the Use of Retarders. Januarv 1985. Pamnhlet. 

HS-806 675. 

32. The Profit in Safety Belts, Guidelines for Conducting Employers' Safety Belt Workshop. 

April 1985. HS-806 713. 

33. Protecting Our Oum. Community Child Passenger Safety Programs. Pamphlet. March 

1985. HS-806 707. 

34. Protecting Yourself Automatically. Pamphlet. January 1986. HS-806 866. 

35. Report on Activities Under the Highway Safety Act of 1966 as Amended, January 1, 

1983 - December 31, 1983: HIGHWAY SAFETY. May 1985. HS-806732. 

36. Report 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, 1983 - 

December 31, 1983; MOTOR VEHICLE SAFETY. May 1985. HS-806 731. 

37. The Safety Belt Proponent's Guide. January 1985. HS-806 683. 

38. Safety Belts in School Buses. 

June 1985. HS-806 799 

39. Safety Related Recall Campaigns for Motor Vehicles and Motor Vehicles Equipment, 

including Tires, January 1, 1985 - December 31, 1985. HS-806 927. 

40.ShiftingintoAction:YouthandHighwaySafety,July1985'HS-806798. 

41. State and Community Program Area Report. September 1985. Alcohol Countermeasures 

1985-1986. HS-806 822. Occupant Protection 1985-1986. HS-806 823. Motorcycles 

Safety 1985-1986. HS-806 824. Pedestrian Safety 1985-1986. HS-806 825. Traffic 

Records 1985-1986. HS-806 826. Police Traffic Services 1985-1986. HS-806 827.Energency 

Medical Services 1985-1986. HS-806 828. 

42. Uniform Tire Quality Grading. August 1985. HS-805. 

c-5

,,ffiFd -rrillF,,' 'ffiFh 

National Highway Traflic Safety Administration Historical 

And l*gislative Background 

Year Traffrc Fatalities 

1924 to 1966 19,400-50,894 

7924 18,400 

L937 37,819 

1946 

1954 

3t,874 

33,890 

1956 37,965 

1958 

35,331 

Federal Govcrnnent otganizations 

with highway safety: 

Department of Health, Education and 

Welfare 

Department of Commerce' 

Post Ofhce Department 

Department of Defense 

General Services Administration 

Interstate Commerce Commission 

Interdepartmental Highway Safety 

Board 

President's Committee for Highway 

Safety 

National Conference on Street and 

Highway Safety (convened by Secretary 

of Commerce, Herbert Hoover) 

Second National Conference on Street 

and Highway Safety Report, Guides to 

Trafftc Safety 

Third National Conference produced 

an Action Program for Highway Safety. 

The President's Cornmittee for Traffic 

Safety established and adopted the Action 

Program. 

First Congre.ssional Interest: Subcom: 

mittee Health and Safety of the House 

Committee on Interstate Commerce. 

Secretary of Commerce authorized to 

assist in carrying out the President's Action 

Program and to co()perate with the 

$tates in furthering highway safery. 

Interstate Compacts for Traffrc Safety 

(Beamer Resolution) 

D-3

Year Trelllc Fatalities Public Law 

1959 K,223 

1960 36,399 

1961 %,?35 

1962 38,980 

1965 47,099 

Report by the Secretary of Commerce 

to Congress on magrritude of traffic 

safety problems and the role the 

Federal Government should play in attacking 

them. 

Requirements for Passenger-Carrying 

Motor Vehicles Purchased For Use by 

the Federal Government to Meet Certain 

Safety 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. 

Registration of Automobile License 

Revocations (National Driver Register) 

Amendments 

Amendments 

Requirements for Passenger-Carrying 

Motor Vehicles for Use by the Federal 

Government to Meet Certain Safetv 

Standards 

Hydraulic Brake Fluid Specifications 

Standards for Automobile Seat Belts 

Sold or Shipped in Interstate Commerce 

Amendment to the Federal-Aid Highway 

Act providing for Voluntary State 

Highway Safety Standards (Baldwin 

Amendment) 

D-4 

P.L.85-515 

P.L.86-493 

P.L.86-660 

P.L.87-35e 

P.L.89-563 

P.L.88-515 

P.L.87-637 

P.L.88-201 

P.L.89-139

Year Traffic Fatalities Public Law 

L970 

Lg'/2 

50,894 

52,627 

54,589 

45,196 

National Traffic and Motor Vehicle 

Safety Act of 1966 established the National 

Traffic Safety Agency in the 

Department of Commerce. 

Highway Safety Act of 1966 established 

the National Highway Safety Agency in 

the Department of Commerce. 

Department of Transportation Act of 

1966. 

National Tra-ffic and Motor Vehicle 

Safety Act of 1966, amendments. 

Federal-Aid Highway Act of 1970, 

created National Highway Traffic 

S afety Administration. 

Report of the President's Task Force 

on Highway Safety: Mobility Without 

Mayhem. 


Savings Act 

National Traffrc and Motor Vehicle 

Safety Act Amendments of 1972 

Federal-Aid Highway Act of 19R 

Motor Vehicle and Schoolbus Safety 

Amendments of t974 

Federal-Aid Highway Amendments of 

L974 

Energy Policy and Consen ation Act astablished 

the Automotive Fuel 

Economy Programby adding a new 

Title V to the Motor Vehicle Information 

and Cost Savinp Act. 

P.L.89-563 

P.L.89-564 

P.L.89-670 

P.L.91-265 

P.L.91-605 

P.L.92-513 

P.L.9?-548 

P.L.93-87 

P.L.v3-492 

P.L.93-643 

P.L.94-763 

I 

!

Year Traffic Fatalities Publlc Law 

1976 45,523 

tgn 47,w9 

rylS 50.331 

1980 51,091 

1981 49,301 

1982 43,945 

19E3 AAs8/- 

Federal-Aid Highway Act of 1976 

National Traffic and Motor Vehicle 

Safety Act Amendment and Authorization 


Savings Act Amendments of 1976 

Auto Fuel EconomyProgram amendment, 

contained in the Department of 

Energ5r Organization Act 

Highway Safety Act of 1978 (included 

as Title II of the Surface Transportation 

Assistance Act of 1978); also includes 

an amendment to Section 158(b) 

of the National Traffic and Motor 

Vehicle Safety Act of 1966. 

Auto Fuel Economy Program amendments, 

contained in the National Energy 

Conservation Policy Act 

Automobile Fuel Efficiency Act of 1980 

amendingTitle V of the Motor Vehicle 

Information and Cost Savings Act 

Omnibus Budget Reconciliation Act of 

198L, Title XI, Sections 1107-1109 

amending the Highway Safety Act 

Motor Vehicle Safety and Cost Savings 

Authorization Act of 1982 

P.L.94-280 

P.L.94-346 

P.L.94-364 

P.L.95-91 

P.L.95-599 

P.L.95-619 

P.L.96-425 

P.L.97-35 

P,L.97-331 

Alcohol Inccutivo Grant Program and 

National Driver Register Improvemente P.L,97-364 

Highway Safety Act of 1982 (included 

as Title II of the Surface Transportation 

Assistance Act of 1982) 

D-6 

P.L.g't-424

#". ffi] !GF:-.,'lmFFN" 

Year Traflic F'atalities Public Law 

1984 


#,ML 

43,?95 

National Minimum Drinking Age and 

Miscellaneous Highway Safety 

Provisions (amendments to the Surface 

Transportation Assistance Act of 1982) 

Motor Vehicle Theft Law Enforcement 

Act of 1984 

P.L.98-363 

P.L.98-547 

Source: Fatalities lg}4-74,National Center for Health Statistics HEW and State annual summaries (a-djusted to 

30-day deaths). 19?5-1985, Fatal Accident Reporting System (FARS), NHTSA. 

+ Traffic fatalities are deaths from motor vehicle crashes occurring on trafFlc|ila)rs. Statistics represEnt deaths oc' 

curring within 30 days after the date of the crash, which constitute approximately 98 percent of all traffrc deaths. 

9t 

il 

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nil|llFFP 1 

Appendix E 

List of Federal MotorVehicle Safety and Fuel Economy Standards and Regulations in Effect 

in Celendar Year 1985

,'EIF 

List of Federal Motor Vehicle Safety and Fuel Economy Standards and Regulations 

in Etfect in Calendar Year 1985 

Federal motor vehicle safety standards (FMVSS) establish minimum levels of vehicle per' 

formance relating to safety, fuel economy, or other areas. Other regulations are generally procedural 

documents requiring, for example, the provision of information to the agency or to 

consumers, establishing rules for agency action, or providing additional information as to the 

applicability of standards. 

Standard DescriPtion 

49 CFR 571 

FMVSS 

101 

102 

103 

104 

105 

106 

r07 

108 

r09 

110 

lll 

ltz 

113 

114 

115 

116 

Controls and Displays 

Transmission Shift l-ever Sequence, Starter Interlock, 

and Transmission Braking Effect 

Windshield Defrosting and Defogging Systems 

Windshield Wiping and Washing Systems 

Hydraulic Brake Systems 

Brake Hoses 

Reflecting Surfaces 

: 

Lamps, Reflective Devices and Associated Equipment 

New Pneumatic Tires (Passenger Cars) 

Tire Selection and Rims (Passenger Cars) 

Rearview Mirrors 

Headlamp Concealment Devices 

Hood latch Systems 

Theft Protection 

Vehicle Identification Number 

Motor Vehicle Brake Fluids 

E-3

Llst of F'ederal Motor Vehicle Safety and FueI Economy Standards and Regulations 

Standard Description 

49 CFR 571 

FMVSS 

1,L7 

119 

119 

720 

L?l 

122 

tz1 

124 

r25 

126 

201, 

202 

203 

2M 

205 

206 

207 

208 

209 

in Effect in Calendar Year 1985 (cont'd) 

Retreaded Pneumatic Tires (Passenger Cars) 

Power-Operated Window Systems 

New Pneumatic Tires (Other than Passenger Cars) 

Tire Selection and Rims (Other than Passenger Cars) 

Air Brake Systems 

Motorcycle Brake Systems 

Motorcycle Controls and Displays 

Accelerator Control Systems 

Warning Devices 

Truck-Camper Loading 

Occupant Protection in Interior Impact 

Head Restraints 

ImpactP*rotection 

for the Driver from the Steering 

Control System 

Steering Control Rearward Displacement 

Glazing Materials 

Door Locks and Door Retention Components 

Seating Systems 

Occupant Crash Protection 

Seat Belt Assemblies 

E-4 

l

List of Federal Motor Vehicle Safety end Fuel Economy Standards and Regulations 

49 CFR 571 

FMVSS 

210 

zll 

2r2 

2r3 

2I4 

275 

276 

2t7 

218 

219 

220 

2?l 

222 

301 

302 

49 CFR 531 

49 CFR 533 

49 CFR 581 


Seat Belt Assembly Anchorages ,, . 

Wheel Nuts, Wheel Discs, and Hub Caps 

Windshield Mounting 

Child Seating Systems 

Side Door Strength 

(RESERVED) 

Roof Crush Resistance 

Bus Window Retention and Release 

Motorcycle Helmets 

Windshield Zone Intrusion 

$chool Bus Rollover Protection 

School Bus Body Joint Strength 

School Bus Passenger Seating and Crash Protection 

Fuel System Integrity 

Flammability of Interior Materials 

Passenger Automobile Average Fuel Economy Standards 

Ught Truck Fuel Economy Starrdards 

Bumper Standard 

rt 

"; l 

:,i.

Llst of F'ederal Motor Vehicle Safety and Fuel Economy Standards and Regulations 


In addition to the above motorvehicle safety, fuel economy and bumper standards, the follorMi_ng 

regulations of a procedural or informational nature were appliiable in calendar year 

1985. These regulations govern the actions of the agency, and the informational and p.b**dural 

requirements that must be met by manufacturers of motor vehicles for sale in the United 

States. 

Other NHTSA Regulations 

19 CFR 12.80 

49 CFR 501 

49 CFR 509 

49 CFR 510 

49 CFR 511 

49 CFR 512 

49 CFR 520 

49 CFR 523 

49 CFR 525 

t*ppft Regulatioru - specifies that all imported motor 

vehicles, new or used, manufactured on br after 

January 1, 1968, must conform to applicable Federal 

Motor Vehicle Safety Standards in-eTfect on their 

date of manufacture. 

Organization and Delegation of Power and Duties - 

describes the organiza*rion of lhe National Hishwav l 

Traffic Safety Atiministration (NHTSA). 

OMB Control Numbers for Information Collection Requirements 

- Collects anO Oisblays the control numbers 

assigned to the information collection 

requirements of NHTSA assigned by OMB. 

Information Gathertng Powers - governs the use of the 

information gatherinf powers of t IHTSR. 

Adjudicatiue Pracedures - establishes rules of practice 

and procedure for adjudicative proceedings. 

Confidential Business Information - establishes the 

procedrrlg by which the NHTSA will consider claims 

that information submitted to the NHTSA is confidential 

business information, 

Procedures for Cowidering Environmental Impacts - 

governs thi agenry's cons-ideration of all environmental 

aspects of proposed actions. 

Vehicle Classificatiorr - establishes catesories of 

vehicles subjdct to fuel economy standircls. 

Eremprtons from Average Fuel Economy Standards - 

provide content and format requirements for low 

volume manufacturers of passenger automobiles seeking 

exemptions. 

E-6

List of Federal Motor Vehicle Safety and Fuel Economy Standards and Reguletions 

49 CFR 526 

49 eFR 527 

49 CFR 529 

49 CFR 531 

49 CFR 536 

49 CFR 542 

49 CFR 537 

49 CFR 551 


Petitioru and Plans for Rqlief Under the Automotive 

FueI Efficiencv Act of 1980: sets provisions for applicatirins 

for"alternltive fuel economy standards. 

Reducrton of Passenser Automobile Average Fuel 

Economv Siandardi- establishes procedules for submission'and 

disposition of petitiohs filed by manufacturers 

of passen^ger automobiles to obtain reduction 

of the applicablE average fuel economy standard for 

modelyear 1978, 1979, or 1980' 

Manufacturers of Multistage Automobiles - determinei 

in cases ivhere moie than one comPany is.the 

manufacturer of an automobile, which company is to 

be treated as the manufacturer for purposes of compliance 

with fuel economy standards. 

Passenser Automobile Average FueI Economy Standffids 

-"establishes average fuel economy standards 

for passenger automobiles. 

Three (3) Year Carryforward and Catryback of Cr.editl 

for Lishi Trucls - ei[ablishes regulations governing 3w. 

cairyforward and carryback of credits manufaciurers 

6f Ugnt trucks subj-ect to fuel economy 

standards. 

Procedures for Selecting Lines to be Covered by the 

Theft Previntion Stan[ard - sets forth the procedures 

to be followed by NIITSA and the vehicle manufacturers 

to select those passenger carlines that will be 

subiect to the federal motor vehicle theft preventive 

staridard. 

Automotive hrcl Economy Repofts 'establishes rG' 

ouiremCnts for automobiie manufacturers to submit 

rêports regarding their efforts to improve fuel 

economy. 

hoced.ural Rules - contains rules of procedure 

generilly applicable to the transacti-on of official business. 

E'-7 

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4.i 

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Part Description 

49 CFR 552 

49 CFR ss3 

49 CFR 554 

49 CFR 555 

49 CFR 556 

49 CFR 557 

49 CFR 565 

in Effect in Calendar Year lgSS (cont'd) 

Petitioru for Rulemaking, Defect and Noncompliance 

Orders - to identifu andlespbnd to petitions for 

rulemaking or defect or noncompfilance determination 

and to inform the public of the procedures following 

response to petitions. 

Rulemaking Pro c e dures, - prescribes rulemaki n g procedures 

that apply,to the issuance, amendment ailrl 

revocatron ot rules. 

Standards Enforcement and Defect Investigation - establishes 

procFdures for enforiine Federll motor 

vehicle sahty standards and assoc-iated regulations, investigating 

possible safety-related defectsland 

making noncompliance and defect determinations. 

Temporary Exemption from Motor Vehicle Safety Standards 

- establishes requirements for the tempoiary exemption 

of certaiq m6tor vehicles from complianie 

with one or more Federal motor vehicle safeW standards. 

F*emption for Incons e quential D efect or N oncompliance 

-_sets procedqres for exempting manufacturers 

of motor vehicles and replaiemEnt equipment 

from the Act's notice and remedy requiremdnfs when 

a defect or noncompliance is det-ermined to be inconsequential 

as it relates to motor vehicle safety. 

P_etitioru for Heartngs on Notification and Remedy o.f 

Defects -'establishei procedures for holdine heaiinLs 

on petitions filed concerning whether a ma--nufactuier 

has met his colligation of a frfetv-related defect or 

failure to complywith a Federaimotor vehicle safety 

standard or to remedy such failure. 

Vehicle ldentification Number - specifies format and 

content for the vehicle identification number svstem 

to simplifu vehicle identification information 

retrieval and increase the accuracy and efficiencv of 

vehicle defect recall campaigns. 

E-8


Part 

49 CFR 566 

49 cFR 567 

49 CFR 568 

49 CFR 569 

49 CFR 570 

49 CFR 572 

49 CFR 573 

49 CFR 574 

49 CFR 575 


Description 

Manufanurer ldcntification - requires manufacturers 

of moior vehicles and of motor vehicle equipment for 

a motor vehicle to which safety standard applies to , 

submit identification information and description of 

the items produced. 

Certifrcation - specifies content,location and requiremenis 

for labelôr tag to be affixed to motor vehicles 

indicatingwhich stan?ards are applicable to the 

vehicle. 

Vehicles Manufacturedin Two or More Stages' 

prescribes method by which manufacturers of 

iehicles manufactured in two or more stages shall ensure 

conformity of vehicles with the Federal standards 

and regulations. 

Resrooved Tires -conditions under which regrooved 

an[ reetoouable tires may be sold, offered for sale, introduc"ed 

for sale, or delivered for introduction into 

interstate commerce. 

Vehicle in Use lrcpection Standards - establishes 

criteria for the in'spection of motor vehicles by State 

inspection systems. 

Anthropomorphic Test Dummies - describes dummies 

that ari to be used for compliance testing. 

Defect and Noncompliance Rep?ffi .- sPecifies require' 

ments for manufacturers to marntaln lmts ot purchasers 

and owners notified of defective and 

noncomplying motor vehicles and equipment. 

The ldentification and Recordl+ceping - establishes 

identificaiion and recordkeeping requirements for 

;;;t"*;tnufacturers and Braild nime owners, and 

method by which retreaders shall identify tire. 

Coruumer Information Rewlaions - establishes required 

information to be provided to first purchasers' 

E-9 

::: 

'j 

,,n 

1 

I 

:. j 

.i 

t 

lit 

,' 

rl 

,J 

:i!;j 

,i

Ltst of Federal MotorVehlcle Safety and F'uel Economy Standards and Regulations 

49 CFR 576 

49 CFR s77 

49 CFR 579 

49 CFR 580 

49 CFR 581 

49 CFR 582 

49 CFR 590 

in Effect in CalendarYear 1985 (cont'd) 

Record Retention - establishes requirement for retention 

by motor vehicle manufactur-ers of complaints, 

reports and other records concerning malfunctions 

that may be related to safety. 

Defect and Noncompliance Notification - sets forth requirements 

for notification to owners of motor 

vehicles and/or equipment about possible defect 

which relates to safety or noncomirliance with stanclards. 

Defect and Noncompliance Responsibility - sets forth 

responsibili ties of manufacturers for safety-relat e tl 

defects and noncompliances with safety st'andards. 

Odnmeter Disclosure Requiremenfs - prescribe rules 

requiring the transferor-of a motor vêhicle to make 

written disclosure to the transferee concerning the 

odometer mileage and its accuracy. 

Bumper Standard - establishes requirements for the 

impact_resistance of vehicles in low speed front and 

rear collisions. 

Iruurance Cost Information Regulaion - requires 

automobile dealirs to furnish information ieflectins 

difference in insurance costs for different makes anf 

models of passenger motor vehicles. 

MotorVehicle Emissio_n Inspectiorts - specifies standards 

and procedures for m6tor vehicki emission inspections 

by State or State-supervised diagnostic 

mspecuon oemonstratlon proJects. 

E-10

Appendix F 

Major Research Projects Performed For NHTSA Under Contracls Which Utilized 

FY 1985 Funds 

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MOTOR VEHICLE SAFETY 1985

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