Eleventh International Technical Conference on Experimental Safety

il EleventhInternational "J TechnicalConference q -i on Experimental j SafetyVehicles

.l Sponsoredby: rij U.S.Departrnent of Transportation i N ationalH ighway'lrafficSafety Adnrinistration

l Held at: I Washington,D.C. Mayl2-15,1987

?} U.5DeDortmenl of Tronsportotion NotionolHlghwoy TrofficSofety Administrotion - 1

Foreword

This report of the proceedingsof the Eleventh International Technical Conferenceon Experimental SafetyVchicles was preparedby the National High- way Traffic SafetyAdministration, U.S. Department of Transportation. We wish to thank the authorsand all thoserespon- sible for the excellenceol' the material submitted, which aided materially in the preparation of this report. For clarity and becauseof sometranslation difficulties, a certain amount of editing was nece$sary. Apologiesare, thercfore,offered where the tratrscrip- tion is not exact.

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lll Attendees Grandel,Jurgen Sievert, Wolfgang BELGIUM DEKRA Bundesanstaltfur StraBenwesen Groesch, Lothar Sorsche,Joachim H. Henssler,Herbert Daimler-Benz AG Daimler-BenzAG Commissionof the European Haberl, Josef Sporner,Alexandria Communities BMW AC HUK-Verband Marks, Horst Hoefs. Rainer Stamm. Rolf Comite desConst. D'Automobiles PorscheAG FederalMinistry of Transport du MarcheCommun Kallieris,Dimitrios Stednitz,Werner Universityof Heidelberg TechnischeUniversitat Bedin CANADA Kallina, Ingo Ulrich, Seiffert, Daimler-BenzAG Prof. VolkswagenAG Baird, Robert C. Klanner. Wilfried Zech, Gunter Technical University of Nova Scotia ADAC Adam Opel AG Campbell, Cordon D. Koch, Hubert Zobel, Robert Transport Canada Institut fur Zweiradsicherheit VolkswagenAG Dalmotas, Dainius J. Kraft, Hans-Joachim Transport Canada BMW AG Miller, Charles FRANCE Technical University of Nova Scotia Kramer. Florian TechnischeUniversitat Berlin Newman. James A. Bohers,Serge Biokinetics and Associates, Ltd. Kunert. Heinz PeugeotRD Sekurit-GlasUnion GmbH Brutel. Cilles Langwieder,Klaus PeugeotRD FEDERAL REPUBLIC OF HUK-Verband Cesari,Dominique GERMANY Lewandowski,Jurgen INRETS SuddevtscheZeitung Cheynet,Jean-Pierre Albrecht, Horst U.T.A.C. VolkswagenAG Menzel,Cuenther Anrecht.H. Volkswagen Chillon. Claude PeugeotRD VolkswagenwerkAG Merlino, Charles Bauer.Robert MERCO, Inc. Cord, Paul-Philippe SNPE of France Bayern-Chemie Mitzkus, Jurgen Brasche.Reiner TRW RepaCMbH de Beaumont.Marc RegieNationale des Usines Renault Ford Werke AG Nilsson.Karl Burchard.Klaus-Dieter Bayern Chemie Dobias,Georges Federal Ministry for the Economy INRETS Otte, Dietmar Doin, Bernard Carli, Helmut AccidentResearch Unit Hannover France Volkswagen SNPEof : Pfanzeder.Rolf Dieter Czernakowski,Wally Duchesne,Alain :r BayerischeMotoren WerkeAG Romer-Britax Davy-Bickford Richter,Bernd Danner, Maximilian Edouard,Jacques G. VolkswagenAG HUK-Verband PSA Eggelmann,Hans-Harold Roehr, Ernst-Ruediger Cauvin. Bernard Daimler-BenzAG Daimler-BenzAG Ministry of France Gommendy,Jean Pierre Ensslen,Arnold Rompe,Klaus GeneralMotors France Volkswagen TUV Rheinland Guasco,Raymond Fellerer,Jorg Schmidt,Rudiger C.L.E.P.A. BMW AG VolkswagenAG Koeyreff, Michel Friedel,Bernd Schmidt-Clausen,Hans-Joachin Autoliv Klippan SA fur StraBenwesen FC Lichttechnik.T.H. Darmstadt Bundesanstalt Phelps,John Frielingsdorf,Wolf R. Seiffert.Ulrich InternationalOrganization of Daimler-BenzAG VolkswagenAG : Motor VehicleMfrs. EXPERIMENTAL SAFETY VEHICLES

Rogers,Nicholas Kodama.Yukio BPICM SubaruResearch & Design Stcherbatcheff,Georges Kondoh, Yutaka SWEDEN Renault Toyota Motor Corp. Abrahamsson,Anders Tarriere.Claude Kysaka,Keiji SaabScania Car Division PeugeotSA-Renault KawasakiHeavy Indus., Ltd. Masanori,Motoki Aldman. Bertil JapanAuto. Res.Inst. ChalmersUniversity of Technology ITALY Masanori.Uchida Bengtsson,Sven ColumbiaImport & Export Volvo Car Corp. Co., Ltd. Gero Ardoino, Pier Luigi Carlsson, Volvo Car Corp. Fiat Auto S.p.A. Matsushita,Kiyomi NissanR&D,Inc. Eklund, Olof Danese,Caetano Matasumoto,Shinichi SwedishRoad Safety Office Department of Transportation SuzukiMotor Co. Eriksson,A. Pastorino,Alessandro Motoki, Manasori Volvo Car Corp. Fiat Auto S.p.A. JapanAutomobile Res. Inst. Haland, Yngue Rossi,Franco Nagayuki,Marumo EleltroluxAutoliv Department of Transportation NissanMotor Co., Ltd. Hansson.Thomas Nakamura,Yoshio Volvo Car Corp Honda Motor Co., Ltd. Helmersson.Tore JAPAN AB Nakano, Mickey Saab-Scania YamahaMotor Co., Ltd. Kajzer, Janusz Fukuda, Yasutaka ChalmersUniversity of Technology Ministry of Transport Nishimoto. Y. Honda Motor Co. Mellander,Hugo Fukunaga,Yukio Volvo Car Corp. Ohmae.Haruo NissanMotor Company,Ltd. JapanAutomobile Res. Inst. Nilsson,Stefan Furukawa, Volvo Car Corp. Yoshimi Okuyama,Teiji Honda Nilsson,Ulf R&D Co., Ltd. Aisin Seiki Co., Ltd, Volvo Car Corp. Goto, Kenichi Onoda, Atsushi Nordgren,Curt JapanAutomobile Res.Inst. Toyota Motor Co. Assn. of SwedishAuto Mfrs. and Haruo, Ohmac Kobayashi,Saburo Wholesellers Japan Automobile Research Honda R&D, Ltd. Nordstrom,Olle Institute, Inc. Saitoh,Seiichi SwedishRoad and Traffic Research Horii, Mitsuo Isuzu Motors, Ltd. Institute JapanAutomobile Research Sakata,Masao Nygren,Ave Institute.Inc. NissanMotor Co., Ltd. FolksamR&D Hasegawa,Akira Sasaki,Shigeru Salomonsson,Ove YamahaMotor Co., Ltd. JapanAutomobile Mfrs. Assn. Volvo Car Corp. Hirakawa, Yoshio ShibuyaMukota Strandberg,Lennart Subaru Research& Design SubaruResearch & Design SwedishRoad and Traffic Research Institute Igarashi,Masaru Tadokoro, Hidetoshi Tingvall, Claes SuzukiMotor Co. JapanAutomobile Mfrs. Assn. FolksamR&D Iizuka, Haruhiko Taguchi,Mori NissanResearch Lab. YamahaMotor Co., Ltd. Iwata. Yoichi Tanaka, Yuji THE NETIIERLANDS Co., Ltd, KawasakiHeavy Indus., Ltd. YamahaMofor Yamamoto,Takenori Decoo,Peter Kamiya, Kouichi Honda R&D Co., Ltd. TNO Road-VehiclesRes. Inst. Mitibuchi Motors Corp. Janssen,Edgar Kenzo, Inagaki TNO-Roard-VehicleRes. Div. MITI, Automotive SPAIN Meekel, Gerard Kobayashi,Saburou Chicharro,Ricardo Ministry of Transportand Honda R&D Co., Ltd. I.N.T.A. Public Works . ATTENDEES

Oskam,Henk i . l Harms, PeterL. Alderson,Samuel W. Volvo Car BV Transportand Road ResearchLab. Humanoid Systems rii d Paar. Hans Hill. Kenneth Allan. Sean I Ministry of Transportand MiddlesexPolytechnic ServicesAdministration General ,i PublicWorks Holmes,Keith Allen. William Reys,Bernard U.K. Departmentof Transport Volvo Cars of North America TNO-Delft Hope, Fred Ancker-Johnson,Betsy Schlosser,Leo Hope TechnicalDevelopment, Ltd. GeneralMotors Corp Ministry of Transport Jelly, Rachel Appleby, Michael Sinnige,Theo Lotus Cars, Ltd. Automobile Club of So. Calif. TNO Netherlands Jones,David V. Asbury,Jim Van de Werve, Leon U.K. Dcpartmentof Transport Radar Control SystemsCorp. Volvo Car BV Lewis, RichardW. Aston, Benjamin Van Kampen,Boudewyn Ford of Europe EuropeanCommunities Institute for Road Safetv Lowe. William Thomas ResearchSWOV Barber. Maura LeylandTrucks, Ltd. NissanR&D. Inc. Wismans,Jac Lyness,David Bartol. Aileen M. TNO Road-VehiclesRes. Inst. Department Transport U.K, of SystemsResearch Labs., Inc, Mackay, Murray Bauer,Noel University UNITED KINGDOM of Birmingham BreedAutomotive Corp. Mills, Roger Baxter,W, L. Ogle DesignLtd. Baker, Bill AutomotiveEngineer Consultant Ford Moror Qg., Ltd. McCormick, Stephen Bennett,James JaguarCars i Bowker, Alan CeneralMotors Research U.K. Departmentof Transport Morris, Julian i',{ Bergman,Robert 4 Oxford Metrics td Cart, John HouseEnergy & CommerceComm, LucasGirling, Ltd. Neilson,Ian U.K. Departmentof Transport Bischoff, Donald Coles,Robert NHTSA ,$ Societyof Motor Manufacturers Sadeghi,Majid and Traders.Ltd. Cranfield Impact Center Black, Donald Fiat Auto S.p.A. Dale. Keith Riley, Brian Boehly,William Motor lndustry ResearchAssn. Transportand Road ResearchLab. NHTSA Dennis,A.H. Peter,Alexander Norton Motors, Ltd. The Middelsex Polytechnic Bowditch,Fred Motor VehicleMfrs. Assn. Doe, Cerald Searle.John A. Lotus Cars,Ltd. Motor Industry ResearchAssn. Bowie. Noble Suthurst,Cary NHTSA Edge, StanleyJ. Ford Motor Co., U.K, Bradford, Lynn Sheller-Clifford,Ltd. I Teece,Brian Institute for SafetyAnalysis Edwards.Brian JaguarCars LucasGirling, Ltd. Brewer.H. Keith j Tree, David NHTSA Foot, Douglas JaguarCars, Ltd. Brantman,Russel U.K. Departmentof Transport Watson,Peter BreedAutomotive Corp, U.K. Departmentof Transport Furness,John Breed,Allen of Mechanical "t# Institute Encineers Williams, Christopher BreedAutomotive Corp. Grew, Nicholas Ford Motor Co.. Ltd. Breed,David $:4 Austin Rover Breed Automotive Corp. Grime, Geoffrey Breed,Ria UNITEI} STATES :14 UniversityCollege London BreedAutomotive Corp. rvJ c Happian-Smith,Julian Abbe, Charles Brown.William E. ,l Transportand Road ResearchLab. Takata Corp. Ford Motor Co. Hardy, Roger Accambe. Debbie Brunner,Paul Cranfield Impact Centre Volvo Cars of North America A. B. KelleyCorp.

vll l, : ,4 :1 EXPERIMENTAL SAFETY VEHICLES

Burnett, James Donohue, Robert Haase, Oswald NTSB GeneralMotors Corp A.S.S.e.V. Burnley,James Donovan, JamesP. Hackney,James Dept. of Transportation Wilson, Elser, Moskowitz,et. al. NHTSA Busby, David Drexl, Klaus Haenchen.Dietmar Auto Importersof America Mercedes-Benzof North America,Inc. Volkswagenof America Hagie, Roger Bush, Ken Driggs, MichaelA. KawasakiMotors Corp., U.S.A. AmericanSuzuki Motor Corp. Office of Policy Development The White House Hale, Chet Butt, Alex American Honda SuzukiMotor Corp, U.S. Dugoff, Howard ICF, Inc. Halloran, Paul Calcagno,Roy GeneralMotors Corp. ChryslerCorp. Duncan.William JapanAuto. Mfrs. Assn. Hamilton, Michael Camp, Louis Transportation ResearchCenter i Ford Motor Co. Edwards,John A. of Ohio Carr Engineering Carlson,James A. Hansen,Larry AmericanMotors Corp, Evans,Leonard Morton Thiokol, Inc. General Motors ResearchLabs Carr, Thomas Harington, Toni Motor VehicleManufs. Assn. Ervin, Robert AmericanHonda, Inc, Univ. of MichiganTransportation Carroll, Diane Harris, Joe ResearchInst, InsuranceInstitute for HighwaY Radar Control SystemsCorp. Safety Fancher,Paul Harvey, Thomas Univ. of MichiganTransportation Chu, Siou-Ming D.O.T./TSC ResearchInst. NHTSA Hasegawa,Tetsuo Farber, Eugene David NissanMotor Co., Ltd. Chesterfield, Ford Motor Co. Dynatech Hayahsi,Tomoyo Felrice,Barry NissanR&D, Inc. Claybrook,Joan NHTSA Public CitizenGrouP Hedlund, James Finkelstein,Michael NHTSA Clarke, Robert NHTSA NHTSA Henson,Sherman Fitzpatrick,Michael J. Ford Motor Co. Dale. Lewis FitzpatrickEngineering GeneralMotors CorP. Hespeler,Oebhard Flaim, Thomas MercedesBenz of North America Dana, Gregory GeneralMotors CorP. Philip Automobile Importers of Hight, Fleming,David AccidentResearch Consultant America. Inc. AmericanHonda Motor Co,, Inc. Hofferberth, James Daniel, Roger Lyman Forbes, NHTSA Ford Motor Co. Ford Motor Co. Holthe, Bjorn Davis, John W. Frenchik,James Volvo Cars of North America Radar Control SystemsCorP. FisherCuide Division, GMC B. Davis, RobertW. Friedman,Donald Hoover, Jerrold Tire and RubberCo. GeneralMotors CorP. Liability Research Goodyear T. Davis, Stanley Fujii, Yoichiro Houren, William Corp. Radar Control SYstemCorP. Toyota GoseiCo., Ltd. ShellerGlobe Deng,Yih-Charng Fuller, PeterM. Howell, Larry Labs. GeneralMotors Corp. Universityof Louisville GeneralMotors Res. Denton, Robert A, Gambardella,Bruce C. Howland, Arthur Robert A. Denton, Inc. Automotive EngineerConsultant Ford Motor Co. Detloff. ClementA. Gardner.Craham Hultman. Robert CeneralMotors CorP. Land Rover, Ltd. Ford Motor Co. Digges,Kennerly Gloddeck, Alfred Humphrey,Richard NHTSA Subaruof America GeneralMotors Dlugos,James Goto. Susumu Hutchinson,Philip Volvo Cars of North America Isuzu Motors of America, Inc. Volkswagenof America Dole, ElizabethHanford Griffin, Charles Iida, Teij Dept, of Transportation Radar Control SystemsCorP. Toyota Motor Corp,

viii ATTENDEES

Itagaki, Tom Leasure,William Munson, Robert YamahaMotor Co. NHTSA Ford Motor Co. Jefferies,Robert Lisowski,John Muzzy, William 'I Radar Control SystemsCorporation Morgan, Melhuish,Monayhan, Etc. Naval BiodynamicsLab. "{ Jenson,Robert F. Louis, Francois Miyoshi,Akihiko AmericanMotors Corp. Renault,lnc. JapanAuto. Mfrds. Assn. Johannessen,George H. Luchter, Steve Nagahara,Hiroshi AmericanSeat Belt Council NHTSA NissanR&D, Inc. Johnson,Evan Lucki, Richard Nagamoto,Y. Centerfor Auto Safety Peugeot-Citroen Maeada of North America. Inc" Johnston,James D. Machey,John Nakahama,Ryoji GeneralMotors Corp. NHTSA MMC Services.Inc. Jones,Erika Maclaughlin, Thomas Nakajima, Giko NHTSA NHTSA Takata Corp. Joncs,Ian S. Macl-ean.Robert B. Nakayma,Yoshikazu InsuranceInstitute for Highway Safety Ford Motor Co. Takata Corp. Kadoya, Sadato Maeda.Toshio Nash,Carl Mazda North America NissanR&D.,Inc. NHTSA Kahane,Charles Mahan, David Negro, Alberto NHTSA DCA International,Inc. Fiat Auto S.p.A. Malone. Daniel P. Nicholson, Robert Kaminaga,Seiji i.: NissanR&D, Inc. GeneralMotors Corp. NHTSA f Marlene ' Karasudani.Takahisa Markison, Nield, George 'i JETRO, New York Automobile NHTSA Automobile lmportersof America I ii.* Division Maness.Alan O'Toole, StephenE. q SenateCommerce Comm. { Kataoka,Schio GeneralMotors Corp. "I NissanR&D, Inc. McCormick, Walter B. Owen. Ronald $enateComrnittee on Commerce, ': Kato, Hiroshi Parker, Johnson,Owen & McGuire Science,and Transportation rii MMC Services Palframan,Ken McPherson,Walter ,i Kelleher,Barbara Land Rover.Ltd. TransportationResearch Center of :i Hartley Associates,Inc. Ohio Perry, David J. Kelley,Benjamin Mertz.Harold Subaruof America A. B. KelleyCotp. GeneralMotors Corp. Petrauskas,Helen Kennebeck,Joseph Miller, Herb Ford Motor Co. Volkswagenof America, NHTSA Petrucelli,Elaine ; AmericanAssociation for Kennedy,Christopher Miller, Jeffrey It ChryslerMotors Corp. NHTSA Automotive Medicine Kerns, John Miller, Patrick M. Pike, Jeffrey AmericanHonda MGA ResearchCorp. Ford Motor Co. Keryseki,John Millet, Ralph Powell, SamuelF. NHTSA Automobile Importersof U.S. CoastGuard America, Inc. Kessler,John Prasad,Priya Transportation ResearchCenter of Milliken. William Ford Motor Co. Milliken ResearchAssociates, lnc. Ohio Preuss,Anthony C. King, Albert Miyoshi,Akihiko Volkswagenof America, Inc. Wayne StateUniversity JapanAuto Mfrs. Assn. Pulley, CharlesH. A. King, Williant K. Molinaro, Ralph AmericanSeat Belt Council Ford Motor Co. ChryslerCorp. Radlinski.Richard Peter Monk. Michael Kissenger,J. NHTSA NTSB NHTSA Koike,Jim Morgan, Richard Rangarajan,Nagarajan YamahaMotor Corp., U.S.A. NHTSA GESAC Lake, Leo Morris, John Rasmussen,Roy R. YamahaMotor Corp., USA NHTSA U.S. Air Force EXPERIMENTAL SAFETY VEHICLES

Reed, Donald Smith. Martin Viano, David C. AmericanSeat Belt Council Art CenterCollege of Design CeneralMotors Corp. Reed, Gaylene Smith. Paul C. Vick, Elizabeth American Seat Belt Council House Committeeon Energyand JapanAuto. Mfrs. Assn. Commerce Reidelbach.Heinrich Wagenaar,Alexadria C, Mercedes-Benzof North America, Inc. Smolkin, Howard University of Michigan Transportation NHTSA ResearchInst. Reinfurt, Donald Univ. of North Carolina Smreker.John Walker, Jerry AmericanMotors Corp, U.S. Dept. of Energy Repp, John Ford Motor Co. Snider,John N. Walsh, Michael Universityof Tennessee CRS Research.Inc, Riley, Warner W. Warner Riley Enterprises,Inc. Sonosky,Jerome Walsh. William Mercedes*Benz NHTSA Robbins,Ronald E. Consultant Souchock.Peter Wasko, Ronald Ford Motor Co. Motor VehicleMfrs. Assn. Rockow, Ralph Dynamic Science,Inc. Spilman,Charles Weir. David Traffic SafetyNow, Inc. DynamicResearch, Inc. Rogers,Robert Weiss,Marc S. GeneralMotors, Inc. stahl, Melvin R. Industry Council, Inc. Naval BiodynamicsLabs., Inc. David Motorcycle Romeo, Werner, John Romeo EngineeringInternational, Inc. Stalnaker,Richard L. StateFarm InsuranceCo, Ohio StateUniversity Sances,Anthony White, RichardJr. Diane K. MedicalCollege of Wisconsin Steed. SystemsResearch Labs, Inc. NHTSA Saul, Roger Wilbur. Van NHTSA Stocke,James Austin Rover GeneralMotors Corp. Sawada,Kuniyoshi Willen, William JapanAuto. Mfrs. Assn. Stumcke,E.J. AmericanHonda Motor Co.. Inc. JaguarCars, Ltd. Schneider,Larry Williams. JamesK. Universityof Michigan Sullivan.Lisa National ResearchCouncil NHTSA TransportationResearch Inst. Wilson, Bud Scollon.Teresa Sweedler,Barry M. SuzukiMotor Corp. Mazda of North America, Inc. NTSB Wilson. RichardA. Scully,William Seydlowski,Robert J. GeneralMotors CorP. BMW of North America GeneralMotors Corp. Wong, Jack Seif, Hank Taguchi,Mori InsuranceInstitute for Highway Safety Motor VehicleMfrs. Assn. YamahaMotor Co., Ltd. Yamada,Albert Mike MasaokaAs$ociates Shapiro,William Takada,Kaeuhiko i,{i Volvo Cars of America Takata Corp. Yano. Yushihiro Automobile Mfrs. Assn. sheets,Philip Takechi,Nobuyshi Japan KawasakiMolors Corp. of America MMC Services.Inc. Yasuda,Hidenori NissanR&D. Inc. Shulman,Michael Taormina, Ted Ford Motor Co. GeneralMotors Corp. Yokoyama, Hiroyuki Toyota Motor Corp. Siracuse,Phil Tubin, ThomasW. U.S. SuzukiMotor Corp. Wilson,Elser, Moskowitz, et. al. Yoshida. Kenichi Turpin, Francis NissanR&D. Inc. Slechter,Albert J. NHTSA Yoshie,Takashi ChryslerCorp. Utans, Paul Toyota Motor Corp, Smith Jeffrey Subaruof America Yoshikura,Takio GeneralMotors Corp. NissanR&D. Inc. van Deelen,Wim : Smith. JenniferL. Commissionof the European Yukevich,Sharon Mike MasaokaAssociates Communities Volvo Cars of America Smith, Larry Verma, Mukul Zellner,John W. ChryslerCorp. GeneralMotors Corp. Dynamic Research,Inc. Smith, Lynne Versace,John Ziwica, Karl-Heinz NTSB Ford Motor Co. BMW Contents

Foreword ul Attendees

SECTION r: OPENING CEREMONIES WelcomingAddres$ DianeK. Steed, Hcad of U.S. Delegationand Administrator. National HighwayTraffic SafetyAdrninistration

KeynoteAddress Thc HonorableElizabeth Hanford Dole. Secretaryof Transportation

Awardsfor EngineeringExcellence Chairwoman:Diane K. Steed.

SECTION 2: GOVERNMENT STATUS REPORTS Chairman:Howard M. Smolkin, United States

United Klngdom David Lyness Hcad of VehicleStanclards and EngineeringDivision, Dcpartmcntof Transport

FederalRepublic of Germany Rolf Stamm, SeniorAdvisor, Fcdcral Ministry of Transport ll

France (ieorgesDobias, Director General. Institut Nationalde Recherchesur les Transporiset leur S€curit€

Italy Dr. GaetanoDanese DirettoreGenerale della Motorizzazione, l Civile e dei Trasporti in Concessione, Ministerodei Trasporti z0

Swedert Professor Bertil Aldman, Head, Vehicles Departnlent, Swedish Road Safety Office. zz

xl EXPERIMENTAL SAFETY VEHICLES

The European Experimental Vehicles Comrnittee Prof. Dr. Bernd Fricclcl, Director, Bundesanstalt fiir Strassenwesen. , , 23

Japan Inagaki Kenzo Acting Deputy Director, Autornotive Division, Ministry of International Trade and Industry, 25

Cnnads Dr. Cordon D. Campbell, Director General, Road Safety and Motor Vehicle Regulation Directorate, Transport Canada 27

United States Michael M. Finkelstein, Conference Chairman and Associate Administrator for Researchand Devclopment, National Highway Tral'l'ic Safety Administration 28

SECTION 3: RESULTS OF THE INTERNATIONAL EXPERIMENTAL SAFETY VEHICLE PROCRAM Chairman: Michael M. F-inkelstein,United Statcs

Panel One: ESV,/RSY Original Goals and Objectives

Volkwagen's Participatlon flt ESV Conferences Prol. Dr. ljlrich W. Seifl'ert, Federal Republic of Germany 35

The Original Goals and History of the Nisssn ESV Program .,'Jr, "1.r:,.. +*icu l'\ji,LrttMD ffiffiffi 4U Japan . 39

Panel Two: ESV/RSV Accomplishments

What Was Accomplished in ESV/RSV? Kenichi Goto. Japan . 4l

Panel Three: Future Directions in Advancing the State of the Art in Motor Vehicle Safety

(Statement) Bertil Aldman Chalmers University of Technology, Sweden 43

(Statement) CieorgcsDobias, Director Cencral of Institut, National de Recherchesur les Transport et leur i S€curit€ (INRETS), France. 44

Toyotfl ESV and Safety Development Utaka Konclo, Toyota Motor Corp., Japan , 45

xii CONTENTS

SECTION 4: TECHNICAL SESSIONS Chairman: Ian D. Neilson, United Kingdom

Technical SessionOne: Occupant Protection for Side Irnpact

Injury Pattern and Prrameters to AssessSeverity for OccupantsInvolved In Car-to-CarLaleral Impacts C. Thomas,C. Henry,F. Harteman,et al., Alain Patet, and Claude Got, Laboratory of Physiologyand BiomechanicsAssociated With PeugeotSA/Renault; OrthopaedicResearch Institute, France. 49

AnalytlcalSimulation of the Effectsof Slructurrl Paramelerson Occupnnt Responsesin SideImpacts of PassengerCars T. Trella,Transportation Systems Center; Joseph N. Kanianthra, National Highway Traffic SafetyAdministration, UnitedStates. 62

TowardsOptimised Side Impact VehicleStructures R.N. Hardy, Consultantto CranfieldImpact Centre, UnitedKingdonr 86

Developmentof the European Side Imgact Test Procedurc and RelaledVehicle Improvements C. Hobbs,M. Langdom,R. Lowne,S. Penoyre, Transportand Road ResearchLaboratory, United Kingdorn .. . i i.r. 92

SideImpact Simulationand ThoracicInJury Assessment Yih-CharngDeng, CcneralMotors ResearchLaboratories, tlF UnitedStates. wF

SubsystemTesting for Head lo Upper Interior Safety MichaelW. Monk, Lisa K. Sullivan,Harnpton C. Ciabler, National Highway Traffic SafetyAdministration, United States. I03

An Investigation Into Vehicle liide-Iloor Opening Llnder Accident Conditions Keith J. Dale, Keith C. Clemo, Motor Industry ResearchAssociation, United Kingdom lt7

Motor Vehicle Mlnufacturers Association Subsystem and Full Vehicle Side lmpact Tesl Procedure Development Progrrm C. Anthony Preu$s, Volkswagen of Amcrica; Ronald J. Wasko, Motor Vehicle Manufacturer$ Association, United States. t24

Further Consideratlon of the European Side Imprct Test Proceduru Preparedby D. Cesari and l.D. Neilson for the European Experimental Vehicles Committee on Side Impacr, France. 133

A Study on Energy-AbsorbingUnits of MDB for SideImpact Test Haruo Ohmae,Minoru Sakurai,Japan Automobile Research, Inc.; Yukinori Nakamura,Kuniyuki Watanabe,Japan Automobile ManufacturersAssociation. Japan. 136

xlll

Ei: EXPERIMENTAL SAFETY VEHICLES

Movable Deformable EEVC Barrier for Side Impact W. Sievert.E. Pullwitt. Federal Highway Research Institute (BAST), Federal Republic of Germany 147

The Development and Certification of EUROSID (Written only paper) Prepared by R.W. Lowne and I.D. Nelson on behalf of the Ad-hoc ' Group of the European Experimental Vehicles Committee on Side Impact Dummies, : France

Evaluation of European rnd U.S.A. Draft Regulations for Side Impact Collisions P.J.A. DeCoo, A.C.M. Versmissen,E.G. Janssen,et al., TNO Road-Vehicles Research Institute, l TheNcthcrlands... ir,.... 160

Technical SessionTwo: Accident lnvestigation and Data Analysis tlt"t-"* Dr. Bernd Friedel. Federal Republic of Germany

EffectsofMandatorySeatbe|tLawsonTraffic.'.i Fatalities in the United States Alexander C. Wagenaar, Richard G. Maybee, Kathleen P. Sullivan, The University of Michigan Transportation Researchlnstitute Injury Analysis and ,', iffiil'ill.fillli

hrJuries to Restrsined Car Occupants: What are the Outstanding Problems? P.L. Harms, M. Renouf, P.D. Thomas, et al., Dcpartment of Transport, Unitcd Kingdom

Experience From the Analysis of Accidents With a High Bell Usage Rate and Aspccts of Continued Increase in PasscngerSafety M, f);rnncr, K. L,angwiecler,T. Hunrnrel, HUK-Verband, Federal Republic of Germany 201

Residual Injuries to Restrained Car Occupants in Front and Rear Seat Positions Dietmar Otte, Norbert Sudkamp, Hermann Appel, Accident ResearchUnit Hannover. Federal Republic of Germany

Occupant Protection Device Effectiveness in Preventing I atalities Leonard Evans- General Motors Research Laboratories, Inc., United States. 220

Fatal Injuries to Restrsined Children Ages 0-4 Years, in Great Britain 1972-E6 R.W. Lowne, Transport and Road Safety Research Laboratory; P.F. Gloyns, Vehicle Sat'ety Consultants, Ltd.; P. Roy, ir, Middlesex Polytechnic, United Kingdom 227

xrv CONTENTS

"j Accldent Data Antlysis and Arcident Preventlon Measures. - : r i .- Especially for Two-Wheeled Vehicles Ryoichi Mukai, Traffic Safety Policy Office of the Prime Minister, Japan .

Crash Protection flffered by Safety Belts (Writren only papcr) A,C. Malliaris, Data Link, Inc,; Kennerly Digges, National Highway Traffic Safety Administrsripn, United States

Technical SessionThree: Biomechanics and Dummy Development Chairman: Dr. Dominique Cesari, France '' On the llxamination of Biases in the Abbreviated Scale il Rolf Eppinger, .,j National Highway Traffic Safety Administration, UnitedStates. 253

Prioritiesof AutomotiveCrrsh SafetyBased on Impairmenl JeffreyMarcus, Robert Blodgert, National Highway Traffic SafetyAdministration, United States 'l <'1 L-t I

Relationship Between Mechanical Input end Injury Severityin Side lmpacl Tesls Bernd Richter, FAT Working Croup Biomechanics; :: l rl Dimitrios rh Kallieries,Univcrsity of Heidelbcrg, rji Federal Republic of Ccrrnany ZjO

On the Relationship Belween Kinemstic Variables and Structural Failure ;: in a Visco-elastic Medium Under lmpact 4t Cordon R. I)lank, ttertrert H. Could, Transportation

SystemsCenter; Rolf H. Eppinger, National Highway il Traffic Safety Administration, ti United States .. r.. i. Zg4 I

L Contribution and Evaluation of Critcria Proposed for Thorax-Abdomen Protection in Lateral Impact FrancoiseBr-un-Cassarr, Yvctte Pinccrnaille,Philippc Mack, ct al,, Laboratory of Physiology and BiomechanicsAssociated wirh Peugeot$A/Renault, France. 289 Resultsof Full ScaleTesis With EUROSID Under Different Test Conditions Klaus-PcterGlaeser, Bundesanstaltfur Strassenwesen FederalRepublic of Germany 301

CadaverResponse to Axial lmpact$of the Femur David P. Rolrerts,Bruce R. Donnclly,Calspan; RichardMorgan, National Highway Traffic Sattty Administration UnitedStates. ...:... 3lt

Chest{Jrrmpressirrn Response of Hybrid III : With CombinedRestrainl Systems Dr. LotharCirosch, Egon Karz, Lothar Kassing,' f)aimler-BenzAC, FederalRepublic of Gerrnany 3lg EXPERIMENTAL SAFETY VEHICLES

Ilevetopment of n Two-blmensionnl Sensor Determining Abdominnl I.oading on TN(l-I)ummies Waldernar Czernakowski, Rorner-Britax; Wilfried Klanner, ADAC, Federal Republic of Ciermany 323

Ilevelopmenl of an Advanccd Dynamic Anthropomorphic Manikin-ADAM- for Military Applications Roy R. Rasmussen,.Ir., Ints Kaleps, Biodynamicsand Bioengineering Division; Harry C. Armstrong, AerospaceMedical ResearchLaboratory, Wright-Patterson Air F'orce llase, United Srates. 332

The Developmentof a DynamicHuman Analog (Written only paper) RichardP. White,Jr., SystemsResearch Laboratories, Inc,, UnitedStares. 336 TheDeve|opmentofSegmentBasedAxisSystemsforthe AirForceAdvancedDynamicAnthropomorphicManikin (ADAM), (Wriuen only paper) AileenM. Bartol, SystemsResearch Laboratories, Inc.: Ints Kaleps,Armstrong Aerospace Medical Research Laboratory Wright-PattersonAir Force Base United States t46

An Overviewof ExistingSensors for the llybrirl III AnlhropomorphicDummy (Writtenonly paper) RobertA. Denton, Craig R. Morgan, RobcrtA. Dcnton,Inc. UnitedStates. 353

The Developmentand Certifiration of EUROSID (Written only paper) Prcparcdby R.W. Lowneon of the behalf Ad-hoc ' Croup of thc EuropeanExperimental Vehicles Committee on Side Impact Dummies, France. 363

Technitral Sessionl'our: Crash Avoidance Chairman: Robert Nicholson, LJniteclStates

Accident Avoidance: An Annlysis of Inherent Vehicle and System ResponseDifferences Between Cars and Commercial Vehicles: Are l)evelopments Widcning thc performance Gap? Marcus A. .Iacobson, Former Chief Enginccr, The AutonrobileAssociation. UnircdKingdom. - 377

An Investigation of Selected Vehicle Design Chnracteristics Using thc Crash Avoidance Research Datafile Mark L. Edwards. National Highway Traffic Safety Administration, LTnitcdStates. 389

Study in Avoidance of Road Accidents with the Aid of Compuler Simulation of Accident-Relevant Driving Maneuvers F. Kramer, N. Shakeri-Nejad,C. Schockenhoff,et al., TechnischeUniversitat; W. Hauschild, MAN TechnologieCmbH, Berlin, FederalRepublic of Germany 395 xvl CONTENTS

Operationaland DesignFeatures of the SteerAngle Dependent Four Whcrl fiteeringSystem ShoichiSano, Tateomi Miyoshi, Yoshimi Furukawa, , , ffi:x"T:::::i ::1::::'::T:1' lli 4WI) Vehicle Behavior fluring Braking in a Turn Yukio Kodama, Makoto Shibuya, Tohru Akiyama, : Fuji Heavy IndustriesLtd., Japan . 408

Improved Handling and Stability Using Four Wheel Steerinc Yukio Fukunaga, Naornio Irie, Junsuke Kuroki, Fukahi Sugasawa, Nissan Motor Engineering Staff, Japan . 415

Objective Testing for Brake Balsnce Performance T.A. Flaim, J.S. Smith, General Motors Curreut Froduct Engineering, unitecl states. 426

Anti-Lock System Performance Under Winter Condilions-What Should be Required? Ollc Nordstrom, Swedish Road and Traffic Research Institute, Sweden 431

Advantagesof an Anti-Wheel Lock System(ABS) for the Avefrge Driver in Difficult Driving Situations Klaus Rornpe,Andreas Schindler, Manfred Wallrich' Institutc for Traffic Safety, FederalRepublic of Gerrrtany ..i.,.. 442 Antilock Brakesfor PassengerCars and Llght Trucks RobertH. Munson. Dircctor, AutomotiveSafetv Office. i,ilLy;,:T:lTl1l1 448

Visual Performance Characteri$ticsin Vehicles Haruhiko lizuka, Keiichiro Yabuta, Hiroshi Tsuda, et al., Nissan Motor EngineeringStalt', Japan . 450

Recognition of Pedestrians During Nighttime Traffic Hans-.loachimSchmidt-Clausen, TechnicalUniversity Darmstadt, Fcdcral Republic of Cermany

Contrihution of Head.Up-Displays(HUDs) to Ssfe Driving Masao Sakata, Shigeru Okabayashi, Jun'ichi Fukano, Masakazu Ozono, Nissan Motor Co., Ltd., Japan . 459

Lotus Active Surpension System william F. Milliken, Milliken ResearchAssociates, Inc., United State$. 467

Adapting Radar to the Automobile Environment John W. Davis, Radar Control Systems Corp,, UnitectState$. 470

xvtl EXPERIMENTAL SAFETY VEHICLES

Objective Directional Response Testing (Written only paper) Dennis T. Kunkel, Ronald L. Leffert, Ccncral Motors Current Engineering and Manufacturing ServicesStaff, Uilited States. 475

The Ergonomics of Driver Information Systems for Maintained Safely (Written only paper) D. Southhall, M.K. Twiss, ' Institutc for Consumer Ergonomics, United Kingdom 487

Study on Easy Adjustability of Outside Mirrors for Crash Avoidanre (Written only paper) Kouichi Kamiya, Mitsubishi Motors Corporation, Japan . 490

The Effect of Vehicle-Speed-SensingFour-Wheel Sieerlng System on Ilundling Performance (Written only paper) Masayoshi Nakamoto, Takamasa Masatome, Naokaszu Kaneshina, Mazda Motor Corporation, Japan . 495

Operational and Design Features of the Steer Angle Dependent Four-Wheel Steering Syslem (Written only paper) Shoichi Sano, Tateomi Miyoshi, Yoshimi Furukawa, Honda Rcscarchand DevelopmentCo., Ltd., Japan . 502

Vision-Impairing Wesr of Windshields (written only paper) Maria Chmiclarz, Christian Groetzner, Oswald Haase, ForschungsgemeinschaflAuto-Sicht-Sichcrheit ASSeV in Cologne, Federal Repuhlic of Germany 506

Technical Session Five: Occupant Protection for Frontal Impact

Comparison Between the Three-Point Belt and the Air Cushion Eva|uationandl)iscussionofTheirCost-EfficiencyRa|'irr Claude Chillon, Cillcs Bnrtcl, Cierard Mauron, Peugeot SA; Francois Hartemann, Claude Henry, Christian Thomas, PSA-Renault AssocialedLaboratory, France. 5ll

Study on the Relationship Berween Seat Belt Anchorage Location and Occupant lnjury Ryoji Nakahama, Hiroshi Katoh, Mitsubishi Motors Corp., Japan . 524

Relationship Between Yehitrle Front-End Stiffness and Dummy Injury During Collisions K. Matsushita, S, Morita Japan . 529 xviii L l .! I Evaluation of the Ssfety Performanceof PassengerVehleles Robert Zobel. : I +,I XJ,lllIflll,ftf; or Germany rE

TheSafetyProb|emforPassengersin}.ronta|Impacts-Ana|ysis of Accident,Laboratory, and Model SimulrtionDala DanielS. Cohen,National Highway Traffic SafetyAdministration; LawrenceSirneone, Transportation Systems Ccnter, UnitedStates. 550 ,i ProgressTowards Improving Car OccupantProtection in .1 t Fronlallmpacls C.A. Hobbs,R.W. Lowne,S. Penoyre,S.P.F. Petty, ;( Transportand Road ResearchLaboratory, 'i United Kingdonr 582

SteeringColumn Intruslon-Restrainedand Unrestralded Ocr:upantEffects RobcrtA. Saul, : National HighwayTraffic SafetyAdministration, UnitedStates. i.r..i. 588

Reliability Considerations in the Design of an Air Bag System Saburo Kobayashi, Kiyoshi Honda, Kazuaki Shitanoki,

Honda Researchand DevelopmentCo., Ltd., ,l :]I Japan . 597

ii Designinga PassiveReslrainl Syslem N.D. Crew, G. Beecroft. Austin Rover Group Ltd., United Kingdom .. ; . .. . 602 ?l

Using Computer Analysis Techniques in Designing Safer 1 Steering Wheels f A.D. Hiley, A.R. Ciles, N.D. Grew, Austin Rover Group, UnitedKingdom.... 607

'fraffic Facial lnjury Occurrence in Accidents flnd lts Detection by a Load Sensing Face Stefcn Nilsson, Ingrid Planath, Volvo Car Corp., Sweden 613

The Chlld ln the Volvo Car Cerd Carlsson,Jan Holmgren, Hans Norin, Volvo Car Corp,, Sweden 620

Modern Testing Techniques in Motor Vehicle Safety Research With Regard to Rear F-nd Crash Properties L.R. Van dc Werve, J.H.J, Mengclers, VolvoCar 8.V., TheNetherlands.... TechnicalSession Six: HeavyDuty VehicleSafety Chsirman: Dr. Lennart Strandberg, Sweden

Large I'ruck Accident llxposurc in the U,S. Hank Scif, Motor Vehicle Manufacturers Association, united statcs ' 637

xlx EXPERIMENTAL SAFETY VEHICLES

Vehicle Factors in Accldentslnvolvlng Medium snd Heavy Trucks RobertM. Clarke.Williant A. Leasure, National Highway Tralfic SafetyAdministration, United lirates. 642

European Review of Heavy Goods Vehicle Safety l. Neilson for the Ad-hoc Group of the Eurollean Experimental Vehicles Committee on Side Impact Dummies. United Kingdom 655

'I'rucks Priorities in the Active and Passive tiafety of K. Langwieder, M. Danncr HUK-Verband, Automobilc Engineering Dept., Federal Republic of Gemrany 674

Typology of Traffic Accidents Concerning Cars Impacted by Trucks Gilles Vallet, Michelle Ramet, Dominique (lesari, Claude Dolivet, Institut Nationirl de Recherchesur les Transport et leur Sccurite{INRHTS), France. 688

Seat Belt Effectiveness for Heavy Truck Occupants During a Collision Mitsuo Horii, Kunio Yamazaki, Japan Automobile ResearchInstitutc, Inc': Yuji Amemiya .IapanAutomobile ManufacturersAssociation, Inc., Japan . 695

Fronl Underrun (iuards for Trucks B.S. Riley, A.J. Farwell, T.M. Burgess, Department ol' Transport, UnitcdKingdom.... 706

Thc Benefits of Energy Absorhing Structures to Reduce the Aggressivity of Heavy Trucks in Collisions Ian S. Jones. Insurance Institute for Highway Safety, United States. 716

The Global Appronch for Safety in the V.I.R.A.G.E.S. Project Pierre Soret, Renault Vehicles lndustriels, France. 722

Side and Rear Marking of Tmcks With Passive Materials Hans-Joachim Schmidt-Clausen Technical University Darmstadt, Federal Republic of Gcrmany 725

Improvement of Sidc Visihility for Safety While Turning Seiichi Saitoh, Akitsugu Hirose, Nobuo Shirai, lsuzu Molors. Ltd., Japan . 728

Analysis of Heavy-Freight Vehicle and Tank-Truck Accldenls Werner Stednitz, Herman Appel, lnstitut fiir F-ahrzcugtechnik,Technische Universitat Berlin, Federal Republic of Cermany 736

KX CONTENTS

SpeclallzedProcedures for Preparing the Aecldeni-Avoldance , i. Potentialof HeavyTrucks Paul S. Fancher,Arvind Mathew, The Universityof MichiganTransportation Research Institute, UnitedStates. 746

Antilock BrakingEquipment for HeavyDuty Vehiclesand its EvolutionsWithin EuropeanRegulations J-P Cheynet,P. Beaussier, Union Techniquede L'Automobile, du Motorcycle,et du Cycle, France. 755

NHTSA's Heavy Yehicle Brake ResearehProgram-An Overview RichardW. Radlinski, National Highway Traffic SafetyAdministration, UnitedStates. 760

TechnicalSession Seven: Pedestrian Protection

NHTSA's Advancedlredestrian Proleclion Program ThomasF. Maclaughlin,Timothy A. Hoyt, Siou-MingChu, NationalHighway Traffic SatetyAdministration, UnitedStates . 77|

Risk Faetorof the Road AccidentInjuries Seriousnessfor Car and MotorcycleOccupants and Pedcstrians AndreaCostanzo, M.D.. Schoolof Medicineancl Surgery, Rome University, Italy... . 777

Developmentof Countermea$ure$lo ReducePedestrian Head Iniury John W. Kcssler. TransportationRcsearch Center of Ohio. Uritcd States. 784

Car to Pedestrian Impnet Energles and Their Appllcatlon to Sub-systemTesling G.J.L. Lawrence, J. Harris, Transport and Road ResearchLaboratory, Unitccl Kingdorn 797

Experimenlal Study of Thoracic Injuryr'rrerr inru Child Pedestrians Michael N. Hamilton. Transportation ResearchCenter of Ohio, United States. 805

Evaluaiion of Yehkle-Cyellst Impacts Through Dummy and Human Cadaver Tests E.G. Janssen,J. Wismans TNO Road-Vehicles Research Institute, The Netherlands... 815

A Burnper for Both Pedcstrianand Vehicle Eody Proteclion; A Conlradiclion in Terms or a Soluble Conflict? R. Hoefs, Ivl. Heinz, Flillliri-l.,bricorcermany ...... 82r

xxl EXPERIMENTAL SAFETY VEHICLES

Recognltlon of PedestrlansDuring Nighttime trafflc I , (WriLtenonly paper) Hans-,1oachim Schmidt-Clausen, Ifi:iJi # l n :J 1? J*l'#ilol : Technical SessionEight: Motorcycle Safety Ch"t.@ :

The Development of a Safety Concept for Motorcycles: Results From Accident Analysis and Crash Tests A. Sporner, K. Langwieder, J, Polanhe i'-".5,J-i:;lfl i,lil f;li,lL'J T'::::il: l lll

A Study on Methods of Measuring Fields of View of Motorcycle Rearview Mirrors Masanori Motoki, Japan Automobile Research Institute, Inc.; , Tsunco Tsukisaka, Japan Automobile ManulacturersAsstr., Iuc., Japan . 843

Motorcycle Impflct Simulation and Practical Verification J. Hapien-Smith,M.A. Macanlay, B.P. Chinn, United Kingdom 858

Lower Leg Injuries Resulling l'rom Molorcycle Accidents , Peter M. Fullcr, University of Louisville, John N. Snider, University of Tennessee, United States.

Method for Load Measuring an Occupant's Leg in a Motorcycle Collision I Hicletoshi Tadokoro, Motorcycle Rider Irrotection Subcommittce, Japan Automobile Manufacturers Association, Japan . 869

Retluction of Injury Severity Involving Guardrails by the LJseof Additional W-Beams, Impact Altenualors and .Sigma-Posts'as&C0nlributiontothePassiveSafety of Molorcyclisls Hubcrt Koch, lnstitut fiir Zweiradsicherheit e. V., Florian Schculer,Institut fiir Rechtsmedizinder Rrrlrrecht-Karls-Universitaet, Heidelberg, F'ederalRepublic of Gerrnany 878

ESM-A Molorcycle llemonstrating Progress for Safety Peter M. Watson, Transport and Road Safety Research Laboratory, United Kingdom 883

Investigation Into Motorcycle, Driver and PassengerSafety in Motorcycle Accidents With Two Motorcycle Riders Jurgen Grandcl, Dcutschcr Kraftfahrzeug-iiberwachungs-Verein e.V., Dietcr Schaper, Adam Opel AG, Federal Republic of Germany 888

Improvement of Conspicuity of Motorcycle Driver lry Passive Materials Hans-Joachim Schmidt-Clausen, Technical University Darmstadt, Federal Republic of Germany . . . . 900 xxii Section1 OpeningCeremonies

WelcomingAddress:

Diane K. Steed, lot of people will try to identify one. The police Administrator, officer might cite speed or drinking on his report as National Highway Traffic Safety the cause. The brake engineermight wonder if a car with antilock brakes would have skidded. The biome- Administration, chanicsexpert could blame the fatality on the failure Department of Transportation, to develop the next generation of collapsiblesteering United States columns because there is still not cnough known about soft tissue impact tolerance. Thc state motor I am honoredto welcomeyou to the eleventh vehicleinspector might blame worn tires. The truth is, annual international conference on experilnental we in highway safety need to be concernedabout a// safety vehicles-the first held in this country since factors that contributed. 1976,our bicentennialyear. We believe that effective intervention in one or Over the past two decades-thanks in no small part more of the areas I just cited on that long list of to the efforts of many here today-we have seen contributing factors can make the differerrce in pre- significant technological advances in autolnotive venting the crash fatality I just described. safety. Many of the safety improvements that are on Ours must be a broad focus, a balanced program today's vehicles were made possible through the that considersequipmcnt as but one area of improve- researchof the government$,manufacturers atrd sup- ment in our continuing quest to save lives. Neverthe- pliers, and individuals rcpresentedhcrc today. less, safety research into design arrd equipment im- At the National Highway Traific Salety Adminis- provements is and will remain a vital part of our tration we take our mandate to save lives and reduce program. injuries very seriously. ln one sense,we are trying to At earlier conferences,we have considered the value savethe samelife in as many ways as possible.Let me of such safety devicesas air bags and automatic safety take a few moments to explain what I mean. Picture belts, windshield glazing to protect against facial for a rnoment, a hypothetical traffic fatality. lacerations,high-mounted rear brake lights to reduce It is night. It is raining. The crash takes place on a the chance of rear-end collisions, and anti'lock brak- rural road with poor alignment. The driver is a young ing systemsto enhancevehiclc control on wet roads. salesmanreturning home from a dinner meeting where We have also worked to harmonize safety regula- he'd been drinking. He is driving too fast, in a vehicle tions with other countries to see that safety innova- with worn tires. The driver brakes on a turn and the tions are more readily availablc to all. car skids out of control. It crashesinto a tree and the To further that safety goal, I announced at Oxford driver, who wasn't wearing his safety belt, smashes my intention to form a Motor Vehicle Safety Research into the steering column and ultirnately is ejected Advisory Committee. Today, that intent is a reality from the car as it rolls over. The police arrive on the and appointments to the Committee will be an- sceneand they call an ambulance.The driver is taken nounced over the next few months. This Committee to the nearesthospital where he dies the next morning will represent a unique opportunity for research peo- of internal injuries. ple from gevernment and private industry, Through The outcome is all too familiar. But what is the this program we will be able to avoid duplication of causeof death? There is uo single answer, although a effort and foster greater harmonization. EXPERIMENTAL SAFETY VEHICLES

In just five yearswe have alreadyseen the benefits world leader-but we may have been a little ahead of ; of efforts to work together in the use of common our customets." I *'But," "people's t! symbols on vehicle control displays and recent he added, tasteschange." l charlgesin lighting standards,and we are close-very And, as we begin four days of what I know will be I close-in our efforts to harmonizebraking standards a positive exchange of infbrmation, it is obvious that ri for passengercars. he is right. By working togetherto eliminateconflicting regula- On my recent trip to Japan and South Korea, I was tions that make it burdcnsomefor manufacturerswith pleasedto $eea number of safcty regulatory programs customersin both foreign and domesticmarkcts, we underway and to learn that nearly all the Japanese are helping to remove the non-tariff trade barriers companiesare hard at work on air bags. Honda will that restrict international commerce.Harmonization offer drivcr side air bags on the Acura Legend alsohelps reduce costs to consumer$and the industry' beginning next mortth atrd other companies have plans We are also able to promote safety by upgrading to introduce this technology in the relatively near standards and encouraging the sharing of safety future. technology. In the parking lot across the street from this hotel We've entereda new era in highwaysafety, for this are l8 vehicles that demonstrate what automakers is the year when automatic crash protection became around the world are offering in the way of automatic more than regulatorYrhetoric. crash protection. At 12:30 some of you joined with How timeshave changed! people from around the world in viewing an air bag Back in 1956the Ford Motor Companyintroduced demonstration. a safety packagethat included a deep-dishsteering Just one of a number of interestingdiscussions and wheel, padded dash, and safety belts. Unfortunately demonstrations you will experiencethis week. that car was surpassedby a competitorand, didn't set Your work is of great benefit. We eagerly anticipate any sales records, giving rise to the notion that the reports, the panels, and the private conver$ation$ "safetydoesn't sell." and exchangesof information that lie ahead. Over the years, that notion becamethe prevailing Now, I am proud to have the opportunity to wisdom.As the Chairmanof GeneralMotors, Roger present someone who has made transportation safety "Back '70's, Smith, said recently, in the early GM a national and international issue, a lady who has was the first auto manufacturerto design,build, and made a positive difference in all our lives, Elizabeth sell an air-cushion restraint system-we were the Hanford Dole.

KeynoteAddress

The Honorable ElizabethHanford Dole, vehicles is of paramount importance to our nations. Secretaryof Transportation, Motor vehicle deaths transcend national boundaries; no nation is immune from the tragedies of deaths and United States crippling injuries due to automobile crashes. In fact. we inhabit a world where national bound- I'm delighted to participate in the opening of this aries are no longer seenas natural barriers, to culture llth lnternational Technical Conference on experi- or commerce. And so we at DOT are deeply involved mental safety vehicles. On behalf of the American in a worldwide campaign called Harmonization. We delegation, I bid you welcomc to Washington. I'm seek to harmonize American vehicle safety standards confident that this will be a worthwhile and informa- with those in other lands-not only to lower consumer tive conference. costs but also to enhance our ability to compete in Since the first conference in 1970, tremendous foreign markets and to ensure that we devote every strides have been made in the technology of motor ounce of strength we have to remove all foreign trade vehicle safety-advances toward which all nations barriers to our products. Even now, we are looking have contributed, and from which every nation has for arcas where we can coordinate with European benefitted. governments the adjustment of $tandards. We've al- The nations which participate in this conference ready succeededin putting common symbols on vehi- share a common goal-to increase automobile safety cle control displays; now we are looking to make for the traveling public. Since the autornobile is the similar rules for pa$sengercars and brakes. preferred. means of transportation throughout the That's just the beginning of changes I see on the industrialized world, developing ever safer motor American road. Even more striking examples come to z: SECTIONI. OPENINCCEREMONIES mind. Who would haye thought that the American ago, too many Americans regarded a drunk driver as public would so readily accept mandatory child safety only a nuisance. Today, we see him as a potential seat laws? The seed was planted in the state of killer-and rightl'ully so. DOT is working hand irt Tennesseein 1978 with the first of such safety seat hand with aroused groups of citizens and state legisla- laws. Today, every state in the union, along with the tors acrossthe country to change attitudes and laws. District of Columbia, has similar legislation on the And we will not rest until we get every last drunk books. Usagerates for children under five has jumped driver off the roads and highwaysof this country, nor from just 15 percent in 1979to 75.8 percent last year. will we accept toothlesslaws and lcnient judges. This And our studiesshow that child seats,when properly is one changestill unfolding, and we have a way to go installed,reduce the risk of death or seriou$injury for on this front. young children by about 70 percent. In 1984, we vigorously supported-and President Many European countries have had a long and Reagan signed into law-a bill encouragingstates to successf'ulhistory of rnandatory salety belt laws, but set 2l as their legal minimum drinking age. Forty- it took a great deal ol' el'l'ort to get the ball rolling sevenstates have now done so. Although we normally here. Indeed, the bigge$t single challenge I faccd when det'er to the states on traffic law issues. as the arriving at the Department four years ago was to Prcsidcnt said, a uniform drinking age will do away "blood review and settlc, once and for all, the Ll.S. regulation with borders," where teenagershavc a posi- on automatic crash protection for passengercar occu- tive incentiveto drink and drive. to crossstate lines to pants. Our decisionin 1984has contributed much to a take advantage of lower drinhing agc laws and then **under nationwide awakening on occupant protection. make the return trip home the influence." Twenty-sevenstates and the District of Columbia have Statisticsshow that setting 2l as the legal minimum now passed safety belt laws. And last fall, we drinking age works. While drunk driving remains the officially entered not just another model year, but leading cause of death for our young people, the also a new era in highway safety-the year when proportion of teenagedrunk drivers has dropped from automatic crash protection became more than just 28 percentin 1982to 20 percent in 1985,a significant regulatory rhetoric. This year, the auto industry is and encouragingdecrease. manufacturing some one million cars which will offer The human factor forms but the first leg of what I either automatic safety belts or air bags. And by 1990, call the safety triad for our highways. The second automatic protection will be standard equipment in all rests on the condition of our highways and bridges. new passenger cars unless states representing two- There's progressthere as well. Our inter$tatehighway thirds of the population of the United States have system-the safest,most cfficient highway netwolk in enactedeffective mandatory seat belt use laws. While the world-is almost complete, and we're rchabilitat- I don't have to tell you the significanceof this safety ing and repairing roads and bridges at record rates. milestone, I can't help but note that for the first time We're preservingand protecting the system of high- in the long l5-year history of this rule, we're looking ways we depend on so heavily, both for our com- at reality-not just a prototype of the future-and merce and our travel. lives are being saved. Then there is the third and final leg in the safety Who would have thought, just a few short years triad-the one which many of you share in your daily ago, that one would open Time or Nelrsrryeekand lind work. I speak, of course, of motor vehicledesign. My two-page advertisingspreads touting auto safety initi- Department joins with our auto industry in looking atives? A nationwide NHTSA survey found over for vehicle safety improvements that are practical and three-quarters of Americans favoring safety belt .laws cost effective. One new feature resulting from that for the driver and front seat passenger.And in states search is the high-mounted stop lamp, now standard where mandatory laws have been enacted, an even equipment orl new cars. I approved that requiremcnt higher percentagewant them to remain on the books. in 1983, after years of rcscarch, field testing, and I've spoken of changed expectations as well as careful consideration of costs and benefits. Just last changed designs. Before I leave this subject, may I week, we reported that vehicles cquipped with the point to the single most encouraging example of high-mounted stop lamp were 22 percent lesslikely to grassroot$ citizens leading their government toward be struck in the rear by anotlter vehiclewhile braking. safer highways. For while engineers were responsible We are very pleased that the results so far confirm for anti-lock brakes, improved steering columns and our earlier determination that this simple, inexpensive anti-laccrative windshields, it was citizens by the safety feature is an effective means of preventing millions who changed the way we view the drunk many of the rear-end collisions that occur each year. driver in this country. Some of our European friends We estimate that once installed throughout the na- have had much tougher drunk driving laws, but tion's fleet, the high-mounted stop light will prevent America is finally beginning to catch up. A decade roughly 900,000 accidents a year and save 40,000 EXPERIMENTAL SAFETY VEHI CLES injuries and nearly half a billion dollars in property have already made progress to permit new types of damage. headlampsto be used in the U.S. lf we could move Meanwhile, research and development continues on toward a truly performance-oriented standard for a wide array of safety technologies. To date, at least headlamps for both the U.S. and other nations, it six manufacturers have announced plans to provide would rcduce excessive design restrictions on auto air bags as standard or optional equipment on some manufacturers without compromising essential safety. or all of their lines in the years just ahead. And the In the yearsjust past, great strideshave been made. automakers are committed to produce millions of air Through both individual innovation and international bags by the early 1990's. While the air bag is cooperation, we now have the capacity to design undeniably useful, it is most useful in conjunction automobiles that can withstand higher-impact colli- with safety belts. But whatever the final range of sions; that have better vchiclc control and braking systems offered, it is safe to say that consumer $y$tems; greater ocoupant protection and restraint demand will play a large part in determining wltat the systems, and overall structural safety improvements. future will hold. Out of forums such as this have come cars that burn Since he I'irst entered office, President Reagan has less fuel, that combinc safety and style. You have made plain his allegiance to market forces. For the explorcd the outer reache$of modern technology, and fact is, that we in the Reagan Administration look in doing $o, challenged the conventions of the field. upon transportation-which contributes $800 billion Here in Washington, it is all too easy to fall into a to our CNP-as the engine of the American economy. mistaken line ol reasoning,to sce no further than the Make a car or truck one percent more efficient, and morning headlines or the evening new$cast. One can the added sales stagger the imagination. What better soon begin to believe that people's lives are affected reason to experiment with lightweight, easy-to-mould most exclusively by what happens at today's hearing engineparts in place ol'a metal engine?Or computer- or tomorrow's staff conference. In truth, lives are driven brakes, now installed in some top-of'-the-line shaped by those who invent or manufacture a product models? Or enginesno bigger than those which now as much as those who make a regulation. power motorcycles, and which self-adjust to different I'm reminded of a story about the great American gradesof fuel? Justice, Oliver Wendell Holmes, who once found If windshield wipers will know when to wipe and himself on a train. but couldn't locate his ticket. drivers can command cruising speed at the sound of While the conductor watched, smiling, the 88-year their voice-it won't be because government man- old Justice Holmes scarchedthrough all his pockets dated these thing$. On the othcr harrd, a government without success.Of course, the conductor recognized "Mr. that is sensitive to the creative dynamic-one that the distinguishedjustice, so he said, Holmes, recognizes many years lead time-such a government don't worry. You don't need your ticket. You will can foster an atmosphere wherein individual genius probably find it when you get off the train and I'm can merge with corporate resources.A century ago, it sure the Pennsylvania Railroad will trust you to mail was backyard inventors, like Selden, Cioodyear, and it back later." Edison, who changed the face of industry. Today, it The Justice looked up at the conductor with some "My is teams of exceptional engineers who advance the irritation and said, dear man, that is not the frontiers of design and safety. Our commitment to problem at all. The problem is not, where is my safety remains paramount-safety must never be de- ticket. The problern is, where am I going?" regulated. What also hasn't changed is the need for Where, indeed, we might very well ask ourselvesthe government to clear the deck of burdensome eco- same question. But however we get to the future, one nomic regulation and reflect in its owtt actions some thing is for sure-we'll get there on four wheels.And of the same experimental energy which translates a however the vehicles of the future look, thcy will dream from the drawing board to the auto showroom. doubtless be the product of your imagination. Along We will, for example, continue to remove impedi- the road, there will be plenty of lresh changes.For ments to technological innovation. We intend our every custom was once an eccentricity; every idea was safety standards to encourage new safety techtrology once a dream, including democracy-and democracy's and designs, not stifle them. And wherc the auto favorite transport-the automobile. Through this fo- companies or any group can suggest ways to stream- rum, we've traveled a long way together. The road line and update our standards, I am eager to listen. ahead looks more promising yet-and thc United To cite just one example, we believe that our vehicle States Government looks forward to continuins the lightine standards can and should be simplified. We journey with you. I ;l ]

;ld Awards Presentations

Awards for EngineeringExcellence

Chairwoman: Diane K. Steed

In recognitionof and appreciationfor extraordinarycontributions in the field of motor vehicle safetyengineering and for distinguishedservice to the motoringpublic.

Federal Republic of Germany

Prof. Dr. Bernd Friedel Dipl.-Ing. Riidiger Schmidt FederalHighway ResearchInstitute VolkswagenAC Professor Friedel. as a medical doctor. has ad- Mr. Schmidthas been active in automotivesafety dressedthe problems of passivevehicle safety at the engineeringsince l97l when he joined Volkswagen in Federal Highway Research lnstitute. Together with vehicle technology research. His development of a other scientists,he founded the European joint biome- lightweight automotive diesel powerplant received chanical researclrproject and has perl'ormed as techni- worldwide attention becauscof its performance, reli- cal advisor to the Europeal Communities ancl the ability, and fuel efficiency. We recognizeMr. Schmidt Economic Commission of Europe. ln 1980 Prof'essor with this award for safety engineering excelience. Fricdel was electedchairman of thc European Experi- mental Vehicles Comrnittee. For his rnajor contribution to vehicle safety and his active participation in the lnternational Experimental Safety Vehicles Pro- gram, Professor Friedel is especially recognized by this award for safety engineering excellence.

France

Claude Robert Chillon GeorgesStcherbatcheff Centre d'Etudes PSA of Peugeotand RenaultFrance Citroen

Mr. Chillon has been an active participantin The resultsof Mr. Stcherbatcheff'ssafety research automotivesafety design and engineeringsince 1957. work in biomechanics,pedestrian protection, mathe- His work hasaddressed vehiclc structures and aerody- maticalsimulations, passive safety, motorcycle safety, namics, primary and secondarysafety researchand side impact protection,and accidentdata analysis testing,aggressivity, side impact protection, and rigor- havetruly beenimpressive. He has publishednumer- ous accidentdata analysis.In addition, Mr. Chillon ous technicalpapers on thesesubjects and has been has been an active participant in the International recognizedworldwide for his extensivecontribution to ExperimentitlSafety Vehicles Program. vehiclesafety improvements. EXPERIMENTAL SAFETY VEHICLES

Italy

Dr. Pier Luigi Ardoino t:: T::t.:-Ji:'"rr"inted Directoror the Fiar SafetyCenter in 1985and in this positionis responsible for all safcty researchconducted by the Fiat SPA. Prior to this appointmentDr. Ardoino was especially activein F'iatinnovative research programs addressing the problemsassociated with passiveriafety, and he wasrespon$ible for the developmentof improvedtest methodology,test protocol and test equipmentnow currentlvin usebv Fiat.

Japan

Dr. Masaru lgarashi SadaoTaniguchi SuzukiMotor Co., Ltd. JapanAutomobile Mfrs. Assn., Inc, Dr. lgarashi has made a significantcontribution to Mr. Taniguchi has been on the JAMA technical automotivesafety by his efforts to developand apply staff in charge of safety matters for over 20 years. simulationsto improve small car crashworthinessand One of the many results of his efforts was a clraft of sal'ety.The resultsof his researchwork advancedthe the Traffic Safety and Nuisance ResearchIn$titute'$ use of crashworthinesssimulation techniques to im- Automobile Type Approval Test Standards. prove 3-point belted occupant protection. For his Mr. Taniguchi has been an active participant in all major contributionsto vehiclesafety, Dr. Igarashiis Experimental Safety Vehicle Conferences and has deservingof specialrecognition. functioned as the JAMA focal point lor all Japanese arrangements in support of the International ESV Program.

Sweden

Hugo Mellander Volvo Car Corporation Since Mr. Mellander joined Volvo in 1974 as a specialist in biomechanics of impact, he has made major contributions to Volvo's effort Io gain increased knowledge in biornechanical injury atrd protection criteria. One particularly noteworthy contribution was his initiation of a project which lecl to the developmcnt of a load-sensing face for crash dummies. In 1983 he became Group Manager for Volvo's Advanced Engineering in Traffic Safety and has been active in engineeringand in the introduction of new safety features in Volvo production cars. SECTIONI. OPENING CEREMONIES

United Kingdom

Anthony H.K. Denniss :, StnnleyJ. Edge i; :: Norton Motors (1978)Ltd. , ; Scheller-CliffordLtd. For over 20 years Mr. Denniss has ptayed an Since 1965 Mr. Edge has been responsible for important part in the acceptanceof safety features as improving the safety of steering wheels at Scheller- essential components in motorcycles. Such features Clifford Ltd. In 1984Mr. Edge produced a prototype include mechanicalantilocking brakes, unspillablefuel steering wheel which met the pendulum impact tests tanks, and daytime running lights. Currently, Mr. developedto reduce facial and brain injury to drivers Denniss' researchhas involved the developmentof leg wearing safety belts. His first design wa$; succerisful guard protection for motorcycle fairings. Thc demon- despite the fact that almost all existing production stration safety notorcycle ESM3 presented at this steering wheels failed, Regulations to require safety confcrenceis the result of Mr. Dcnniss' work. levels demonstrated by Mr. Edge's design irnprove- ments are now under discussionin Europe.

William T. Lowe LeylandTrucks Ltd. Mr. Lowe is currently head of the Leyland Techni- cal Center and is recognized for his work as chief engineer,designer, arrd project rnanagerfor the development o[ improvementsin the safety performanceof Leyland Trucks. Mr. Lowe is responsiblefor the TX 450 Leyland Technology l)emonstrator, a heavy truck which incorflorates many advanced safety features. For his outstanding efforts to improve heavy tluck safety Mr. Lowe receives the award for safety engineering excellence.

United States

Alfred G. Beier Nancy A. Bundra NavistarInternational Corporation Ceneral Motors Corporation

Mr. Beier rnade significant contributions to truck Ms. Bundra headed the effort to develop data safety through his active participation and leadership describing static and dynamic anthropometric meas- as chairman of the truck brake comnrittees for the urements, functional reach, and functional accommo- Society of Automotive Engineers and the Motor dation preferencesof the United States truck driver Vehicle Manufacturers Association. Most notable population. These data were translated into recom- among his contributions was the significant upgrading mended test proceduresand design guides for truck of medium duty hydraulic brake system performance driver accommodation,/packaging,including seat posi- initiated in the early 1980'swhich led the industry to tion steeringwheel position and arrn and foot reach. the use of more effective brake svstems. For her dedication to the designof truck cab environments to en$ure a nonfatigued, alert driver, Ms. Bundra is deservingof specialrecognition. EXPERIMENTAL SAFETY VEHICLES

United States

Peter Every John Repp KelseyHayes, Inc. Ford Motor Company Mr. Every has significantlyadvanced the safety of Mr. Repp has made outstanding engineering contri- light trucks through his eflbrts to developa low cost butions in the development of air bags for production and highly effectiverear axle antilock brake control cars. He led the technical team that developed the system.The improvedstopping performance, control- driver and passenger air bags installed in the l98l lability during emergencybraking, and cost effective- Lincoln test fleet and more recently was responsible ness of this system has encouragedits adoption as for developing the driver side air bag currently avail- standardequipment on many new nrodellight trucks able on the Ford Tempo and Mercury Topaz. This produced in the United States.Mr. Every is to be work is particularly noteworthy since it demonstrates commendedfor his efforts to improve vehiclesaf'ety the application of air bag technology in a small, and as suchis highly deservingof this specialrecogni- affordable car. tion. Section2 GovernmentStatus Reports

,7 J Chairman: Howard M. Smolkin, Unitcd States United Kingdom

David Lyness, Head of Vehicle Standardsand EngineeringDivision, Department of Transport H

1r: i1{ Hecenttrends ln road deethedre set out In the follo$rlngtable

1983 1984 1985 1986 (provisional) Car occupants 2,019 2,179 2,061 2,245 Pedestrians 1,914 1,868 1,789 1,848 Motorcyclists 963 967 796 758 Cyclists 323 345 286 272 Busand Coach Occupants 38 37 32 25 Others 188 203 201 250 (mainlylorry or van

drivers) t$ 5,445 5,599 5,165 5,398

.i, 4 The figures for total deaths on the road in Great require drivers and front seat passenger$to wear their ';i Britain have shown no clear trend over the last few seat belts. That regulation had to be renewed by iil years. The provisional number of deaths in 1986 was Parliament within 3 years and the necessarydebate 5,400 which is also the average of the preceding 3 took place towards the end of 1985. The evidenceof i" years. That is slightly lessthan l0 per 100,000of our public acceptance and effectiveness in saving many population. Of the 5,400 deaths in 1986, 4290 were lives led Parliament to make the regulation perma- ,1 car occupants,3490 pedestrians,and l49o motorcycle nent. We are particularly pleasedwith the very high riders. This distribution is more orientated to car rate of compliance with the law. This has varied very occupants than motorcyclists than was the case in little throughout the 4 l/2 year period ro dare and previous years. This is largely explained by the fact continuesat around 95q0. that whereascar traffic continuesto grow, motorcycle traffic has declined over tlrat period. In 1986 there Seat Belt Fitment and Performance per were 0.9 car occupant deaths million car kilome- Successwith front seat belts has Ied us to introduce tres, The comparable rate for motorcycle riders was fitting requirementr; for rear seat belts in all new cars 14. from April 1987. The regulationsallowed the user to fit restraints for children or for disablcd people CompulsorySeat Belt Wearing instead of the normal adult belts, of which either two At last year's ESV conl'crenceI describedthe initial 3 point or three lap belts are permitted. Wc shall also successof the regulationwe introducedin 1983to be requiring lap belts for the exposed forward facing EXPERIMENTAL SAFETY VEHICI-ES passengerseats in long distancecoaches. These ex- PedestrianProtection posed seats are those which have no other high We in Britain are especially concerned with meas- backed forward facing seat or suitable restraining ures to reduce the risks to pedestrians who comprise barrier directly in front of them. about one third of all road uset deaths. More than We are looking closelyat the de$ignand installation hall of these clearly result from the pede$trian being of seatbelts and in our view small changeshere could hit by the front of a car. make a considerableimprovement in acceptability, The proposals fsr a simplified test procedure, put comfort and performance.We have also beenlooking to you at the Oxford Conf'erence and based on closelyat designof child restraints,and the UK has mathematical sirnulation, have now been supported by contributed a paper to the Conference suggesting tests using dummies. Our demonstration car ESV 87 somedetailed improvements. incorporates the design changes to reduced fledestrian injuries which were demonstratedin 1985. Improved Design of SteeringWheels Improved designof steeringwheels has clear poten- Motorcycles tial to reduce facial injuries to drivers wearing seat Casualtyrates for motorcycleriders are far higher ,l.r belts.This was the subjectof a report by TRRL to than for any other categoryof road user, and it is the Oxford Conference.Since then user trials have particularly tragic that so many young people are shownthat paddedsteering wheels meeting an accept- killed and seriouslyinjurcd in motorcycleaccidents. able perforrnancestandard are also acceptableto On the vehicle safety side we believe much more users.Individual vehiclemanufacturers have taken up effort is neededby all concernedto make motorcycles the idea and discussionsin the EuropeanCommunity safer. The technologyis available to improve both are underway so as to establish a type approval active and passivesafety. The TRRL'$ latest ESM specification. motorcyclepresented here this weck showswhat can be done particularly as regardsanti-lock braking and AccidentStudies leg protection. We have a programmeof in depth accidentinvesti- The anti-lock braking systemdemonstrated on that gation involving Departmcnt of Transport vehicle motorcycleis now half way through extensiveservice examiners,the TRRL, and Birmingham and Lough- trials with police f'orcesin the United Kingdom; first borough Univcrsitieswhich will continueuntil 1989. reactionsare highly l'avourable. At presentwe have detailedcomputer access to some Sincethe Oxford ConferenceTRRL havecontinued 1439accidents involving l618 vehiclesand 2720occu- their work on leg guards to include moving vehicle pants for analysispurposss. Each accidentcontaius 7 tests.This is reporteditr tlte paperscirculated this vehicle listings and 6 occupant Iistings containing week. We are very closeto having a practicalspecifi- between 23-ll4 variables in each listing' This will cation which could form the basisof regulations. allow a very comprehensiverange of questionsto be addressedand TRRL is presentinga paper on the Busesand Coaches resultsfrom the first analysisof the data base' Buscs and coaches already provide a high degree of protection for passengers.But efforts contirrue to Car Occupflnt Protection in Frontal improve the safety of buses and coaches in a number Impact of aspects. We are now introducing regulations to require new coaches to b0 constructed so that their Seat belt wearing has had a major effect in reducing superstructuremeets ECE Regulation 66. We shall be the effects of many types of impact. This has exposed requiring speed limiters to be fitted to ensure that no of intrusion and lack of passenger com- thc el'l'ects coach can exceed 70 miles per hour (ll2 kilometres partment integrity in many medium to high energy per hour) which is the legal speed limit for coacheson Possible improvements are suggestedin an- impacts. British motorways. papers from TRRL being presented other one of the We are also working to formulate European stand- Iater this week, and some of thesc improvements are ards for flammability of materials used in coachesand incorporated in the dcn-ronstrationcar ESV 87' for the strength of their seats. Fitrally, we hope that the European Community will agree on proposals for Side Impact Protection mandatory fitment of anti-lock brakes to coachesand We continue to rcgard this as an important priority busesused on inter-urban services. for international cooperation to determine all the elements of a standard. Work since Oxford has GoodsVehicles brought us much nearer agrecment oll a usable At Oxford I reporteda numberof regulationsbeing dummy and on the specification ol' the barrier' introduced on lorries and trailers to require side- SECTION2. COVERNMENTSTATUS REPORTS guards, rear underrun guards and spray suppression VehicleLighting devices.These regulationsare now bearing fruit as an Finally I should like to draw attention to a require- increasing proportion of heavy lorries on roads in ment we have just introduced for all new vehiclesto Britain carry the new equipment. We have recently be fitted with dirn dip lighting. This requiremcnt is introduced thc latest amendment to the European satisfied by a changc to the vehicle's wiring so that Community Braking Directive Requirernents into when the sidelarnpsand the ignition are activated the United Kingdom legislation which gives an improved headlamps are illuminated at around one-tetrth their minimum braking performance of more than 1090. A normal power. This preventsvehicles being driven on further change in thc European Community is being :fi sidelampsalone, and provides a level of illumination ti,i discussedwhich will allow Member States to rcquire j to make vehiclesconspicuous without causingglare- anti-lock brakes on heavy goods vehicleswith trailers. it is especiallyappropriate in conditions of good street Looking further ahead there are promising develop- lighting. We are very hopeful that this simple change rnents in front underrun protection described in one will have a positive effect on road safety. of the TRRL papers for this Conference and we are also researchingnew suspensionswhich we hope will not only reduce road damage but further improve braking and stability.

FederalRepublic of Germany

Rolf Stamm. As was already pointed out at the lOth ESV Conference in 1985, it is especiallyimportant in this a SeniorAdvisor, i FederalMinistry of Transport, connectionthat the noncomplianccwith the belt usage ; positions .i FederalRepublic of Germany law in front seating incurs a finc of DM 40 in the Federal Republic since 1984. Wearing rates are encouragingly high since that time. The motorway Nearly ll years have gone by since the 6th Interna* wearing rates amounted to 9890 in September 1986, tional Technical Conference on Experimental Safety the wearing rates on other rural roads to 9690 and in '4 Vehicles,which took place here in Washington, I).C., cities to 93V0. This applies to drivers and front seat 1r in October 1977. lmportant aspectsof our work may pa$sengers.Since July 1986,a fine for noncompliance have changedin this decade,but our determinationto has also been introduced fior rear seat occupants.For ,j cooperate on an international basis and exchange the time being the wearing or securing rates in rear jt research findings and development data has rernained seats have still not reached a satisfactory level. This the same and is also the rnoving force behind our applies to adults and children. In September 1986, gathering here once more in the hope to advance 5l9o of the adults irt rear seatingpositions of passen- motor vehiclesafety evcn further. ger vehicles equipped with rear seatbclts (presently In 1984and 1985the trend ol road traffic accidents about 80r/oof all cars) were ob$ervedas having worn in the Federal Republic of Ccrn-ranywas marked by a their belts. Although thc rate has doubled comparcd drastic decreasein the number of latalities. There with the time before the introduction of the fine tor were 11,732 fatalities in 1983 compared to 8,400 in noncompliance,the increasein absolute ternrs is not 1985, i.e. a decreaseof nearly 30r/0, although overall as high as in the case of the l'ront $cat wearing rates mileage figures in both yciu'srose by about 390. The after the penalty was introduc-ed.Above all tlre level number of occupant fatalities decreasedfrom 6,038 in attained is incomparably lower. The overall securing 1983 to 4,182 in 1985, i.e., a decline of more than rate for children in rear seating positions (sum of 3090. seatbelt wearing rate and child restrairlt u$age rate) ln 1986, however, the fatality figures were clearly also hardly reachedthe 5090-rnarkin September1986. higher cornpared with those in 1985, that is to say Autobahns (German rnotorways)continue to be the they rose by 6.590 to about 8,950 deaths. Based on safcstroutes in the Federal Republic of Germany. The the mileage figures, this amounts to a percentage motorway accident rate (accidentsper rnillion vehicle increase by l.7t/0. Car occupant fatalities rose by knr) arnountsto 0.16, while it amounts to about 0.6 9.9rio. However these values are still considelatrly on other roads outside built-up areas. Within the below those for 1984. lramework of a comprehensiveexhaust gas emission

il EXPERIMENTAL SAFETYVEHICLES test the effect of a short term 100 km/h speed limit The wearing of seatbelts in the rear of cars is not regulation on accidents was investigated. However, only a vital mcasurc of self-protection but also a the results did not induce the Fedcral Government Lo measureto protect the other occrrpitntsin the car. A introduce a speedlinrit on motorways. research project, which has been complctcd in the The compreherrsive program for the improvement meantime, revealcd that in about one out of six of road sal'ety, which the Federal Government pre- accidents occupants run the risk of mutual injuries sented in 1984, is being gradually put into effect by caused by the occupants who do not wear their belts. introducing a variety of measures. In the meantitne, Investigationsinto child accidentsare planned for the two-stagelicensing of motorcyclistsand the proba- 1987. tionary liccnsing of novice drivers have been enacted. On the sector of active car safety, a study of 2,000 Mofa riders are required by law to wear crash accidents(300 cars equipped with ALS) involving cars helmets.Other measuresare being prepared, e.g., the of the same model has been undertaken to compare introduction ofl antilocking systems (ALS) lor heavy the behavior of AlS-controlled cars with that of cars trucks and coaches, improved mirror systems l'or without ALS. The study is not yet cornpleted,but the trucks to affbrd a better view of pedestrians and saf'ety effects of ALS in critical situations are con- cyclists in the area immediate to the truck. The firmed by thc findings thus far. The accident involve- "Fewer envisaged model experiment Traffic Signs" ment of AlS-equipped motor vehiclesstill needsto be describcd in the 1984 Road Safety Program of tlte investigated. Special studies on 300 truck acciclents governmentis in progress.The purpose of this model and 200 bus accidents confirmed the predicted bene- experiment is to reduce the number of signs or fits of ALS, namcly prevention of about 590 and improve signpostingin built-up areas, the conditions mitigation of about l5Vo with respect to accident and thc critcria under which this could be accom- consequences. plished. In all, 39 cities applied to participate in the Comprehensive accident material is now available experiment; in three cities measures to reduce and for the first time with respect to truck accidents: improve signposting were takcn and accomplished by To supplement an investigation bascd on I,100 the end of 1986. The rclated accident studies are truck accidents into the exterior safety of trucks and expected to take another two to three ycars so that a partner protection, a study on truck occupant salety final report on the evaluation of the safety effects of has been undertaken,irgain in collaboration with FAT these measureswill not be available before 1989. (ResearchAssociation in Automotive Engincering),by In the ficld of accident research, activities have investigating 800 truck accidents resulting in injr.rries continued to emphasize the questions of occupant to the driver or damage to tlte driver's cab. Truck safcty and active safety of passengercars since the last safety priorities can thus be rated based on concrete ESV Conference. ln particular, the activities of the facts. Federal Covernment, car industry, and motor vehicle The car-truck collision tests of the German Motor insurers have to be mentioned. Vehicle Insurers now point to a solution to the With respect to thc motor vehicle insurers' accident problem of truck front protection which appears to research (HUK), the following items are to be looked prornisesuccess: a supporting structure with a config- at: uration of detbrmation elements affixed to it. An investigation of 800 passengercar accidents with New tests on motorcycle safety have confirmed the respect to "lnjuries despite belt wearing" revealed HUK-Association concept that the trajectory can be that head injuries, above all to the driver, are still influenced by specialdesign features,such as, e.g., lcg dominating and require intensive efforts to further protection, optimized position of fuel container, steer- improve steering column and wheel. By mcans of ing system and sliding feature. ln high-speed crashes, design modifications it should be possiblc to prevent a trajectory causing the least possible harm can be steering columns becoming displaced in an accident achieved by features enabling on-the-spot separation and moving inwards and upwards. All measures of rider and vehicle, preventing the rider impacting possible should additionally be takcn to climinate or the other vehicle in the crash to the widest possible mitigate head impacts, such as, €.S., safety belt extent. In minor crashes, grazing collisions or falls, tensioners and airbags. The investigations revealed no the concept ensuresbetter leg protection. A new series major head injuries, not even in accidents resulting in of tests confirmed that airbags, also for motorcycles, extreme car decelerations, unless the head impacted can be of considerable advantage-the practical appli- on a rigid part. Attention is now focussed on setting cation would however still require tests on the safety up a data base of current accident data on the effects of the activation characteristics and the effectiveness of airbags, safety belt tensioner$, and modified steer- of airbags in this field. These qucstions will be dealt ing column designs. with in a seriesof tests beginning in 1987.

t2 i

SECTION ?. GOVERNMENT STATUS REPC)RTS

The accident researchinstitutions of the government traffic system. The main objective is the real improve- continued work on a number of important projects ment of active safety. This objective should be and specifiednew major researchareas. achieved by means of collecting all information rele- Since 1984, the on-site accident investigationshave vant to safety, and especiallythe information iterns been modified based on a new random sampling which are liable to support drivers in critical situa- procedure. It is now possiblc to also investigate tions. The broad spectrum of development possibili- accidents occuring during the night and over the ties has been subdividedinto the followins three main weekend. The accidents investigated are exclusively areas of research: accidentsin the invcstigation area involving at least . development of computerized systems of car one injured accidentvictim, irrespectiveof the severity features capable of actively,/passivelyassist- of the injury suffered. A number of special evalua- ing drivcrs with their task of driving (solu- tions has also been carried out, e.g., with respectto tions representingautonomou$ on board sys- the protective clothing of motorcyclists, the recon- tems without outside control) struction of multiple car crashes,problems regarding r development of communication networks the field of vision from courmercial vehicles and the among motor vehicles providing a range of comparative effectivenessof different antilocking sys- t'vision" electronic far beyond a driver's tems for trucks. A study on the tcchnical defects of normal visual perception range bicyclesrevealed a wide ficld where action is needed. r developmentof communication and informa- Within the framework of the on-site accident investi- tion systemsbetween roadsicleand on-board gations, a preliminary study on the feasibility of eye computers for all optimal private car tral'fic tests on accident victims has also bccn undertaken. mana,gementsystem. The study revealed that the incorporation of such screeningtests into the on-site investigationsis techni- In a comprehensiveproject, the possible contribu- cally no problem. A main study is expectedto provide tion of the ALI Scout automatic driver information information on the extent to which thc vision of and control system to the improvement of road safety l* accident victims had been impaired ancl possibly been and the reduction ol'noise and exhaust gas emissions * the cause of accident. Thc on-site investigationsfur- is bcing invcstigated. f In the city of Berlin, the ,j thermore included tests on accident victims with infrastructural measuresnecessary for this investiga- respectto various drugs and alcohol. tion are being implemented,and it is planned to equip The Fedcral Ministry for Research and Technology about 900 motor vehicles with the inforrnation dis- continues to sponsor research ancl developmerrt plays. The bidirectional exchangeof data bctween the projects improving aimed at passiveand active safety infrastructure and the vehicle is achievedby means of features of motor vehicles.After the successfulcom- infrared signallingdevices installed beside "Design the control- pletion of the researchproject of cars afford- lers of traffic lights. ing protection optimum occupant lronr the viewpoint In this connection, the development of an accident of the economy"-this project wa$ refiorted at the data recorder also needs to be mentioned. The re- last ESV Conference-the projects now in progress corder enablesthe exact reconstruction of accidents. are focussingon the improvement of active saf'ctyby For this purpose, only the data relevant to accidents means of modern information technologies.With the are recorded within a time interval of about 60 aid of a new driving simulator, the analysis and seconds before an accident and transferred to evaluation of the perlbrmance of active car saf'ety destruction-proof and manipulation-proof storage de- featuresprior to use will be undertakcn. vices.Equipment of this nature will especiallyhelp the The project also includesespecially the optimization courts. The standard equipment of cars with accident of an on board route guidancc syritemand of cockpit data recorders was called for on several occasions by design, the survey and analysis ol the effects of the the Annual Conference of Traffic Court Judges. In route guidance system on driver behavior, and the view of'the European legislationgoverrring equipment analysisand evaluation of driving situations. parts, this demand has hardly any chance of succc$s. Within the framework of the European EUREKA But it may be possiblcto persuacledrivers to use such researchinitiative, the car industry, inforrnation tech- devices on a voluntary basis for reasons of self- nology sector, science,and administration have com- protection. bined resourcesin the comprchcnsivejoint PROME- Still another research projecf concentrates on the THEUS researchproject-Prograrnnte for a European developmentof a tire which remains operable after a Traffic with llighest Efficiency and Unprececlented breakdown, i.e., it does not only ensurethe operation Safety-to utilize the possibilitieswhich infonlation of the vehicle when it becomes deflated but also technologiesare offering to pave the way for a safe, retains performance characteristicsensuring the sal'ety environmentally acceptatrle,and efficient future road of car operation-safesteering characteristics and driv-

t3 EXPERIMENTAL SAFETY VEHICLES ing stability- The development efforts are based on a As a continuation of the investigations on side new safcty tire concept: the tire bead lies on the inside collisions. the deformable element of a movable of the rirn channel and not a$ at present on the barrier has been slightly modified to comply bctter outside ol' the rim [1angc. with specifications.The element can now be consid- The development of TOPAS, a tractor-trailer based ered as ready for application. By means of a dynamo- on a new safety concept with optimized passive and metric fbrce measuring wall, the stiffness of the front active safety features-in this case a tanker truck*has structure of current production cars is measured. been successfullycompleted. The essential design fea- Bascd on the resulting findings, the force-def'lection ture is the 30 cm lower center of gravity which characteristicof the barrier element will be adjusted, considerably improves the overturning limit. The if necessary. knowledge acquired in this project points to the ln respect of side collisions, a project has been following possibilities of improving thc safety of undertaken to study the effect of the speed of the future tanker trucks, e.g.: struck vehicle. Further details on this project are reported in another conference contribution. r improved driving dynamics by lowering the A comparison of tests using the EUROSID dummy center of gravity in collisions with the EEVC barrier in crabbed mode r introduction of antilocking systems and with a barrier in 90' mode revealed that the . monitoring the performance of the safety forces generated in the crabbed test constellation are features of various types of trucks by elec- lower. Having subjectedthe EUROSID dummy to a tronic devices series of full scalc test$, it can now be considered as r monitoring loading and unloading proce' nearly checked-outfor applicatiotr. durcs by electronicdevices All parties concerned now agree that clear evidence . measures to improve the fitness of truck with respect to elimination of submarining should be drivers incorporated into a regulation on frontal collisions. It r automatic route guidance sy$tems and auto- has thcrel'orc been proposed to require thc measure- matic headway warning devices mcnt of the forces in the lap belt of dummies in r side guards for trucks. addition to the strain gauges, or submarining detec- tors used. lt has been demonstrated that the addi- With respect to the driver and vehicle behavior in tional interpretation of the lap belt force would be a critical situations, the work undertaken to systemize better proof of the elimination of submarining. How- and classify critical trafiic situations has been com- ever, it still needs to be checked whether or not this pleted. Accidents involving passenger cars have been requirement is sufficient to solve the problem. subdivided into groups which differ in the number With respect to pedestrian safety, a researchproject and combiuation of disturbed Ioop components for component tests has been started after proposals (driver, vehiclc, environment). Another project con- for a full scale test have been worked out. centrates prcsently on the vehicle characteristicswhich At a symposium on rear seat belts which was held are relevant to the accident regime. The characteristic jointly with the German car industry it has been driving maneuvers in accidents are evaluated based on pointed out that in view of better wearing rates and on site accident studies to enable computer simula- the penalty f'er noncompliance, the geomctrical design tions to be carried out. of these belts and their interaction with the rear seat Since the vehicle component is to be considered need to be improved. Such improvements have al- more than has been done hitherto in the interpretation ready been incorporatecl in the design of some car of accident causes,the joint analysis of vchiclc and seriesrecently gone into production. accident data is required. As a first step in this Studies in the fielcl of the elnergencymedical service direction. the accident data records of a Federal state (EMS) system revealed that, among other factors, an have been combined with vehicle data, such as, e.g', accident involvement of about 3,500 rescue vehicles kind, model, and design of vehicle. The absolutF on call will have to be expected on an annual basis number of vehicles in each category of vchicle types including 50 serious injury accidents and l4 fatal involvcd in accidents has been qualified by relating it accidents. In general rescue vehicles using priority with the total number of registered vehicles. First vehicle Iights and a special signal horn while on call analyses for example focused on the influence of run an accident risk which compared with other engine power and wheel suspension systems of cars. motor vehicles is higher by a factor of 8. The type of car accident taken into exemplary con$id- A research project, which is currently in progress eration in this project is an accident on a rural road and cosponsored by the car industry, deals with the causedby speeding,and the resulting loss of control sal'ety relevance of the indicators, control$ and over the vehicle. switches in motor vehicles.

l4 SECTION 2. GOVERNMENT STATUS REPORTS

The range of application of the risk compensation exhaust emissions.In EEC countries. the noise emis- theory is being studied and analyzedunder controlled sion limits for motor vehicleswere reducedin the past field test conditions. ln this connection. the effects of years and it is intended to reduce them still further. an antilocking systern on the accident regime and the The maximum reduction, applying to passengercars, behavior of taxi drivers will be observed over a period busesand trucks, has already been fixed for 1988/89. of several years. As an additional measure, a dcfinition of "noise- The technical inspection intervals for passengercars controlled motor vehicle" has been incorporated into have also been studied. In this connectionthe possible the Cierman Vehicle Code (SIVZO) by the Federal effects of reducing inspection intervals for older cars Covernment. Apart from tougher drive noise lirnits, were assessedfrom the economic viewpoint. The study limits lor other sourcesof noise have been fixed for revealed that a reduction of the current two-year trucks. The inclusion of the noise-controlledmotor intervals-three years in the caseof new cars-to one vehicle definition into the SIVZO has paved the way year is not justif icd. The resulting maximally possible for the introduction of user benefits. This fact to- benefits of safety improvements are far from covering gether with recommendationsto environmentally re- the costs of technical inspection of passengercars. sponsible operators (especiallythose of the state) is A study on busesin connection with an ECE draft hoped to accelerate the commercial availability of "noise-controlled regulation revealedthat the evaluation of the load on trucks". passengersin the proposed test method requires that Further reductionsin the noise pollution of residen- the seatsbe firmly anchoredin the passengercompart- tial areas are cxpected from traffic restraint measures ment, (e.g., the introduction of a 30 km/h speedlimit and The braking test regulations for passenger cars, design alteratiol'rsto create traffic or speedretarders, which have been harmonized between the U.S. and elimination of through tral'fic), appealsto drivers to Europe, have to be practicable and satisfying from the drive at low speed, elimination of manipulations and viewpoint of the inspection practice. In some points, the use of low noise road surfacings. further irnprovementsshould be possible. ln the Federal Rcpublic of Germany, the percentage The stability of motorcyclesat high speedsis still a share ol' motor vehicles in the total of emissionsin largely unresolved problem. The inlLrencing parame- 1984 was as follows; 5890 in the case of nitrogen ters have therefore been subjected to a systematic monoxide (NO*), 4890 in the case of hydrocarbons analysis. Suggestionswere presented as to how to (HC) and 57Voin the caseof carbon monoxide (CO). reduce the weave mode causedby thc ridcr by means In 1983 the governnrent had already urged that car of designmodifications. emissionsmust be reduced fast and drastically. A number of the projects described were under- A comprehensive exhaust ga$ emission test with a taken in close cooperation between state authorities speedlimit of 100 km/h on motorways did not result and the car industry. in the rcduction of NO* emissionsexpected by various The main research activities of the car industry are sides. After difficult negotiations,the emission limits the topic of numerous other contributions to this shown in the table below were passedby the EEC in conference. 1985 (based on the European car emission test Environmental impact problems with regard to the method-EcE Regulation l5) : car are characterizedabove all by noise pollution and

Car emleslon llmlts in EEC countriBa

Category of motor vehicles

(engine Emissionlimits displacement) Applicablefor new models/newmotor vehicles as ol (g/test) >21 1 October1988 - 1 ocrober1989 OC: ?5 HC+ NO,: 6,5 NO^: 3,5 1.4> 2l 1 October1991 . 1 October1993 CO: 30 HC+ NO,: I < 1.41 A: 1 October1990 - 1 october1991 CO: 45 HC+ NO*: 15 NO*: 6 B: 1 October1992 - 1 October1993 To be fixed in 1987 EXPERIMENTAL SAFETY VEHICLES

TheseEuropean limits, just like the currentlyappli- 1986,which reacheda market shareof about l5Vo at cableU.S. emissionlimits, havealready become part that time. ol' the Gerntan legislation in the definition of the After the private car traffic, truck traffic comes "emi$sion-controlledcar". This is also the precondi- secondin causingemissions. The FederalGovernment "commercial tion for the official introduction of this car which is in its vehicleconcept" of 1985therefbre planned by the Federal Covernment as a two-stage decidedon the limitation and reductionof the gaseous mea$ure: pollutants and particulate matters emitted by these vchicles.Negotiations on the introductionof limits in I At the first stage,incentives are offered to respect of the gaseouspollutants are now being (on promotethe purchase a voluntarybasis) conductedin the EEC. The ECE Regulation49, which of emission-controllcdcars. Car tax law ' has heen in force l'or a number of years, should be amendmentsenable savingsin car taxes of adoptedas EEC directivefor this purpottc.As a I'irst up to DM 2,200. step, it is planned to reduce the limits of this r At the second stage the emission limits Regulationby 2090(CO and NO*) and 3090(HC). As shown above will becomelcgal on the dates a consequenceof a voluntary agreement oI the specified. ln addition, there will be law Cerman car industry, the 20q0 lower emissionvalues amendmentsto offer tax incentivesto car (comparedwith the ECE Regulation49) have already ownerswilling to lravesubsequent alterations been observedsince the beginnineof 1986in the case to the combustionsystem of usedcars under- of new engines. takento obtainemission rcductions. Sincethe last ESV Conference,a large number of The introduction of unleaded fuel, which is the researchprojects has been completed,continued, or condition for the introductionof the catalyticcon- taken up. The objective of further road safety im- joint verter, has been acceleratedby a seriesof measures, provement is a central issue of the European project. the most important being the mineral oil tax conces- PROMETHEUS research Wc hope that the sionsof DM.07ll unlcadedfuel till April l, 1987and possibilitiesoffered by the information technology DM .06/l at present.As a result of this measure will lead to improvementsof active safety, and help unleadedfuel is now DM .03/l cheaperthan the fuel make road traffic more efficient and environmentally containinglead. More than I 1,500filling stations(out acceptable. of about 17,500)solcl unleadedtuel at the end of

France

obtained since 15 years Georges Dobias, the sigrtificant improvement back: in fact, since 1972, the black year of road Director General, traffic (16,617 killed, 388,067 injured, 214,416 acci- Institut National de Recherchesur dents with personal iniury), progress of $afety had les Transports et leur S€curit6, been notable though irregular; fifteen years later on, France at the end of 1986, we stated that the number of deaths had regressedby 34Vo compared with 1972, the number of injured and the number of accidcnt$ with In the field of road safety you can never take personal injury going down by an equivalent percent- anything for granted: in 1985, the rcduction of the age (-3390), while the rrumber of registeredmotor number of road accident victims was very important, vehicles had increasedby 5690 during the same period '*the which led us to estimating that prolongation of (28 millions in 1986) and the overall traffic flow by thc trend observed in 1985 during the next years will 50o/0(360 milliards of kilometers in 1986). allow us to attain our objective (defined in 1982: Thus the road user's accident risk per km run had reduction by a third in fivc years) in August 1987' been divided by 2.3 in 15 years. NeverthelessFrance which will then represent a ycarly number of deaths remains at the bottom of the twelve EEC countries: inferior to 8,500tt. 10th for the number of deaths per 100,000inhabit- This estimation was certainly based not only upon ants, 7th for tlte number of deaths per 10'000 lllotor the sood results in 1985 but also and above all upon vehicles.

l6 However, facts in 1986, as they appear in the following table, are worrying:

Fatal eccidents Deaths Injured 1984 199,464 11,525 282,485 1985 191,096 10,447 270,745 1986 184,626 10,961 259,009 Evolution85/84 - 4.2o/o -9.40/o - 4.20/o

Evolution86/85 -3.4o/o + 4.9o/o * 4.3o/o

Certainly the reduction of the number of accidents implemented during the last few years. Let us state with personal injury and that of the number of the most significant facts: injured have cotrtinued;this is encouraging. DecentralizedAction But thc increasein thc number of pcrsons killed is The worryingstandstill between 1979 and l98l considerable after the exceptional improvetnent in already stated had led us to consideringthat, in the 1985; it expresses a new increase in lhe average field of Road Safety, decentralization prospects severity of accidents witlt personal injury (6 deaths in should be fully reached so that local action could 100 accidentswith personal injury in 1986 compared relay and specify central action. The programmes with 5.5 in 1985). If the growth of traftic on main REACIR and - l09o CONTRACTS tried to increase roads and motorways represents6.290 compared to the "re$ponsibilization" of citizens and social actors, :t 1985, the death rate for 100 million vehicles x km above all territorial authorities and especially local attains 2.92, marking thus a growlh of I.2Vo com- These programrnessuppose duratiott: to the pared with 1985. councils. statement of unsafety facts (enquiries into several A remarkable fact is that this aggravation does not :l thousandsof seriou$accidents), to the mobilization of seem to be specifically French; in fact, various data ,1 teams of numerous experiencedanalysts, we should allow us to state that Belgium, Spain, the Nether- add the necessary prolongation of grouping and lands, the FRG, as well as other European countries tI actious prrblic and private partners have recorded a significant increase of fatalities: a co-ordinating of and the implementation of a departmental p/dn of cruel paradox made that the European Road Safety Road Safety elaborated and proposed by Departmen- Year becamea year of increasein accidentrisk. ln France, according to a first analysis,three main tal Commissions. Various operations and programmes are in keeping causesseem to be at the source of this regress: with the decentralizedaction of Road Safety (PLAN . thc deteriorationof obedienceto speedlimits Contracts betweetr Government atrd some Regions, (the increased l-3 km/h "Town average spceds by the Programme with more safety, districts percentages according to the road types, the without accidents" devoted to car traffic layout exper- of exceeding speed limits by 2-8v/oaccording iments, and others). to the road types!); As far as the philosophy behind the decentralized t a still important amount of blood alcohol action is concerned,it was the subject of two events contents; that attracted attenrion; the EVALUATION 85 Sym- . the deterioration of the rates of safety belt posium gathering together Inany international re- last few years, of a use during thc in spite searchersand engineers and the EUROPEAN FO- year a clear recovery at the end of the after RUM held in Aix-en-Provence in 1986 allowing the specificcalrrpaign. comparison of decentralized policies and the presenta- Thus, whether it is a matter of drawing up the tion of very significant casestudics. balance sheet or giving the rnain possible explana- tions, the people in charge of Road Safety state that Social Communication Road Safety policy should manifest itself by a rein- The rnobilization ol' urany actors in decentralized policy requircs the uniting of conditions forced effttrt and continuous rnanqgement having Road Safety become indispensableby the inadmissiblyhigh cost in of a diversified and active social communication in human life and the very heavy economic cost of road which the very institutional communication takes unsafety (almost 82 milliard F'rench francs). place without any veto. The year 1985 was marked by the organization of Road SafetyAction the "ROUND-TABLE Conference on Road Safety: So it is in a perspectiveof continuity and reinforce- New Initiatives" directing its works towards great ment that we can describethe Road Safety policy actors potentially interested in motor vehicle traffic

t7 EXPERIMENTAL SAFETYVEHICLES and Road Safety: analysis of the part that the createsa committeeat the departmentallevel irrsurancecan play in the enterprise of accident having the n'randateto control the quality of prevention;action taken by HEALTH prole,ssioz*rnot distributionoI emergencymedical a$$istance only in the therapeuticfield but also in a perspective and its adju$tmentto needs;this law foresees of accidentprevention and road user training; speech the organizationof the SAMU mcdicalser- and actionsof communicationprofessionals, advertis- vices(determirred in a decree)and in particu- ing agencies,marketing specialists,mass media peo- , lar the opcrationof the centresfor reception ple. and controlof calls. In 1986,the organizationin Paris of the interna- r Driver training is dealt with in two particular tional congresson "Road Unsafety" by the ATEC actions: allowed us to go beyond the framework of exchange r on the one hand, extensionto 22 depart- betweenspecialists offering free speechto practicing ments of the experimental"anticipated engineersand allowing to associationsof road users learningto drive" as soonas 16. This is and accidentvictims to contribute to the progressive a new type of training aiming at allow- consciousnessthat is the baseof durableaction. ing the young driver to discoverprogres- sivelythe drivingsituations in an atmos- Regulations phereof conlidcnceand cautiousnessin '1 I However rich the whole set of regulationsmay be, order to facilitatehis adaptationto driv- progressin road safetyrequires in this field aboveall ing after having obtained his driving updatingand operativetranslation of regulations,but license. also adoption of new regulations: ' t On the other hand. the reform of the r the progressiveintroduction of means of training of driving instructors by the technical vehicle control should allow the creationof a ProfessionalCertificate of diagnosisof thousandsof vehiclesover five Driving and Road Safety,which as soon years old on the occasionof a tran$action. as 1986replaced the CAPEC cerrificare. This new raise This law is completedby a decreeforeseeing Certificatewill very con- , thc confiscationof the rcgistrationdocument siderablythe levelof training to be given presenting of a severelydamaged vehicle and its restitu- by institutions reinforcedcon- tion after verifying the good quality of the ditionsol'approval. repairsmade. On the other hand, let us note the recentdecision to developa "national programmeof driver training"n problems The raisedby theseregulations were dealt which will serve as a framework and a , guide to with in a round-tableconference. On the other hand, driving instructorswho, moreover,will increasetheir in the perspectivcof thc project of EEC regulationsin qualifications by participating in refresher courses, the field of periodic technicalmotor vehiclecontrol, France is making national consultationsin order to As far as penalties are concerned, we note preparea whole project of mandatory repairsof the that they are not dealt with in special regula- main safetycomponents. tions or rules. but that the concern of making the road u$ers respect the main ln the field of the fight against Drinking- safety rules leads to a reinforcement of and-Driving, the main innovation besides control and penaltiesby the rise of penalty testing and introducing new control means rates, the simplification ol' the administrative (ethylotests and ethylometers) consists in the confiscation of the driving license, the gener- preparation and adoption of a new law (17 alization of equipment of Police and Cen- January 1986) allowing the immediate con- darme forces. In parallel, it was decided to fiscation of the driving license for a maxi- modernize the national data bank of driving mum duration of 72 hours in case of detec- licenses.A new bill being carried in Parlia- tion of blood alcohol content in the driver, ment multiples by 2 and 4 imprisonment and of manifest drunk driving or refusal to fines for drunk drivers in casesof accidents. undergo detection, and the firm suspension of the driving license, by an administrative TechnicalAction decision, as soon as the detection result is The action aiming at improving infrastructureand confirmed; this law also allows the immobili- the road network, a permanentaction, continuedin zation of the vehicle if there is no qualified 1985and 1986.Besides the detectionand suppression driver. of "black accidcnt spots", it contains: a policy of The Law of 6 January 1986 on emergency systematictaking into account of safety in the "co- medical assistanceand ambulance transport ordinated strengthening"programme; layout of nu- SECTION2. COVERNMENTSTATUS REPORTS merous isolated points (especially round-abouts), con- tion of pedestrians by means of an adapta- ventional or new road equipment (for instance tion of the forms of the fronts of motor installation of emergencyexit beds on motorways); a vehiclesare being made and may be suscepti- specific action of installing 2,000 speed-reducing ble of developmentsat the European level; humps in special areas. Covernment also accelerated r Finally, the last phase of elaboration of the the rhythm of motorway construction, which will go experimental lorry VIRACES has begun. beyond 200 km/year. We should also note the organization of a great Prospectsand Proposals study cycle on the theme *'Infrastructure and Road We stated above the paradox of a European Road Safety", in which a great number of engineersand Safety Year during which appeared a considerable technicians of departments and cities participated. increaseof accidentrisk. This fact has the meaning of In the field oi the motor vehicle,the year 1985was an alarm signal and should attract the attention of all marked by inviting tenders for "Aids to Driving" the Road Safety partners and especiallyof decision- allowing in the perspectiveof inciting to innovation to makers, on the one hand, and researchers,on the select techtrical research works in various fields: in- othcr hand. vehicle road information devices,devices of detection In the l'ramework of this international conference, of lowered vigilance, various detection and alarm it is useful to think about our common conditions of systems(anti-collision radar devices, insufficient tire progress and, taking into account European per$flec- pressure,and others). In 1986, this interest in using tives, about necessaryconvergence of some efforts. the possibilitiesof electronicsled the car manufactur- Among others, we will mcntion three fields of co- ers and other industry partners to participate in the operation for researchand for action. first phases of European projects elaborated in the t Management of speed limits is a permanent framework of the EUREKA programme (PROME- and capital element of a Road Safety policy; THEUS, EUROPOLIS, CARMINAT, and others). it is time to admit this and draw all the Research useful consequencesof it. Especially in this field, co-operationgoverns success; The fusionof ONSERand IRT allowedthe cre- r Development of road transport of goods has ation of a new organization, INRETS, which is thus many positive aspects for economy; but it the main French research institute for road safety. supposesa concerted device of surveillance In the field of secondarysafety, in which the ESV and the control of the road unsafety it Conference takes a special interer;t, we will note some generates.Any evolution of regulations, or- striking facrs: ganization, economicsor finances should be r The French researchershave actively collabo- examined drawing up an inventory of its rated in the definition of the testing proce- potential effects in the field of saf'ety. dure using the EUROSIDE anthroporletric r Passengercar or profcssional driver training dummy aiming at works on side collisions. depends on educational systemsand institu- The project of a European regulation is tions whose means finally determine the being made. eflectiveness and conscience of operators; a r The studies on protection systems form the socioeconomic analysis of driver training subjects of works aiming at verifying wear made on a cornparativebasis commands the resistanceand conditions of maintaining pro- attention of all those who consider Road tection. Salety as a major objective. r Experimental research works on the protec-

l9 EXPERIMENTAL SAFETY VEHICLES

Italy

Dr. GaetanoDanese. to evaluate the extent of the benefits and of the Direttore Generaledella Motorizzazione, disadvantagesconnected with the introdnction of any Civile e dei Trasportiin Conccssione safety related requirements. However, a proper implementation depends Ministero Trasporti of this research on adequate dei knowledge coming from multi-disciplinary accident analysisand experimentalbiomechanical studies. Both these areas of research require rnore cxtensive devel- Since the last ESV Conference, many improvements opment before the present generation of safety stand- have been introduced in the field of motor vehicle ards can be soundly based. safety. In particular, in Europe and also in ltaly, the As regards the results obtained so far, due note year 1986was devoted to traffic safety, during which should be taken of the many advances in the t'ield of some noteworthy initiatives were developed. Among active and passive safety. For active safety it is 'rery theseI would like to mention the e$tabli$hmentof the difficult to quantify the benefits which have been EEC ERCA Sat'ety Working Croup which not only achieved. However, it is enough to drive a modern car "Year had an active role during the of Safety" but is or truck and then to drive one dating from the early still working at problems of more difficult solution. 1970s to realize that very substantial improvemcnts After more than one year of meetingsbctween Gov- have occurred. These relate to irnproved fields of ernment and test laboratory experts, some concrete view, better mirror systems, heated rcar windows, rear results, as well as indications for the future, have beert window wipers, and improved lighting and signalling provided by the Group to the European Common systems. Markct Commission. The impression I reccived- A second area where advances have been made and based also on the reports by my colleagues-is that in in which Italian vehicles have gained recognition for this type of discussion there is oftcn the desire to their perlbrmance is in braking and handling. Tire concludethe work undertaken at any cost. This partly adhesion, particularly under wet conditiol'ls, has im- neglects the fundamental objective, which is: the proved greatly in the last decade, as well as the achievement of scientifically sound tradeoffs between braking and handling of modern cars. Brake fade is the practical feasibility and needs of new generation no longer a significant problem and antilock braking vehicles. Therefore, it is important for the enhance- systems are becoming more widely available, particu- ment of safety to abandon extreme positions even if larly on commercial vehicles. they somctimesappear valid in the light of available, Improved ergonomics and comfort, and reduced but sometimes limited, knowledge. After more careful noise have safety related benefits in terms of a and thorough consideration, it appear$ that those test reduction in driver fatigue. Many of these factors are method$ or lcgislative requiremcnts which might be behind the reductions in crash rates. Most of these desirable now conld be much more effective if they mea$urc$hav$ not bcen the result of regulations,but 'Ihese are harmonized with the actual needs. consider- have already been introduced by vehicle manufactur- ations are not mcant to reduce the importance of ers as a result of in-house research and development. establi$hing, beforehand, performance criteria capable In the field of passive safety, we have seen very of simulating, with sufilcient accuracy, the behaviour significant improvements in seat belt technology. All of both rnatr and velticle: and this is particularly true these improvements and the structural characteristics when consideringthe impact testscriteria. of the passenger compartment and the deformable In establishing performance criteria for a safety structuresaround it can be used to provide optimum standard two elements, namely man and vehicle, levelsof protection for the occupant, only if he or she should be considered together. It ir; important that is correctly wearing a seat belt. this need be recognized, otherwise regulations will be However in a severe collision even a correctly in conflict with one another, and will not be based ou restrained driver risks injLrries to his face and head, the reality of actual accidents. Legislativeimprovisa- because contact with the steering wheel is still possi- tion in fact is no longer an appropriate method of ble. A great deal of rcsearchhas to be done to define writing safety standards. a more biomechanically correct approach in this area. It is vital that the effectiveness of safety standards As regards the voluntary adoption of safety devices be assessedand that every single safety regulation be in our country, we must recognize that European meaningful, effective and formulated in objective vehicles are now fitted for the most part with head terms. In order to lind out whether a legal measure restraints. However, I would likc to point out that meets this criterion a parallel research is required devices such as these are uselessif passengersare not where the feedback from accident analvsis is obtained aware of the imnortance of a correct adiustment. The

20 SECTION2. GOVERNMENTSTATUS REPORTS

same consideration also applies to the seat belt For commercial vehicles a partial antilock system- anchorage adjusting $ystems being investigated in namely, a system not operating on all wheels but Europe and likely to be fitted to some vehicles. neverthelesscapable of preventing vehicle skidding- The last decade has seen many improvernents in could be fitted. vehicle design. Further improvements are intrinsically Great care shall be taken not to create a "mis- more complex becausethey involve the basic $tructure taken" senseof saf'etywhich will result in a demand of the car, both in terms of its dynamic crash for higher vchicle performance because of the new characteristicsand the energyabsorbing characteristics devices. For example, a wheel antilock system witlr of the interior of fhe passengercompartment. For an sophisticatedperformance should not lead the rnotor- improved pedestrian safety, the exterior shape and ist to believe that he is a racing-car driver and that structure of the car should be considered as well. performance of his vehicle is much higher than These developments often require new materials and standard, thus inducing him to exceedhis own limits new production methods as well as sophisticated and those of the vehicles. design. For these reasons further levels of crash I would like to mention also several provisions, protection will be increasingly expensive to achieve. introduced by the Italian Government in the field of This equally applies to commercial vehicles (for safety. To begin with, there is the mandatory use of example lateral protective devices),where an adequate the crash helmet for motorcyclists,and new rules for compromise between conflicting requirementsfor the the certillcation of two-wheeled vehicles. Attention protection of other road users and the operability of was also given to heavy vehicles such as buses and the vehicle must be found. trucks which makc up a large part of total road ln sumrnary it should be objectively recognized that traffic. For these vehicles, there is a stage-by-stage in the past decade significant improvements in traffic plan lor the adoption of speed limiting devices, safety have been achieveddue to numerous changesin antiskid devices, and side and rear backward- vehicle design. Further improvements will only occur ref'lectingindicators. We shall also be looking care- in minor steps, notwithstanding the introduction of fully at the information gained from this conference, extensivevehicle designchanges. to examine what part it may play in the adoption of In contrast, the European highway infrastructure new legislations. offers many opportunities for major improvements in Nevertheless,my government is convinced that all road safety which would be extremely cost effective. this praiseworthy researchinto vehicle safety should In addition iurprovernents can be achieved in the area not continue to be scen as a separate factor, but of road user behaviour. should be included in a rnore general ovcrview of There are relatively few proven prograrns which can transport policy. lndeed, our Italian 1984 law pro- be shown to actually improve road u$er performance vided for drawing up of a Ceneral Transport plan, so that accident involvement is rcduced. Dealing with which was preparedand approved by the Governnrent alcohol abuse is one of such programs. In thc long in May, 1985. This plan points out; the need I'or a term traffic education at school level is necessaryfbr rationalization oI the institutional structure governing effective and safe use of thc highway system. the transport sector, the course of action to be taken New interesting possibilities are offered by modern to fit action to need, and the necessary laws and technology,in particular by the use of electronics.For legislation; it also deals with a series of problems exarnple,an electroniccontrol systemthat sensesroad related to the social aspectsof the transport problem, conditions, driver's bchaviour, and vehicleload condi- including safety. The plan corrtains precise informa- tions can immediately vary suspension spring and tion regarding the policies to be followed for road shock absorber characteristics.It is thus nossible to safety, understood as a component of the national make suspensionsligid and safe for the driver who transport system. negotiates curves in a sporty manner, or soft and It is in this context that the Italian Government is comfortable for relaxed driving. Even more important following the proceedings of this ESV Conference is the application of electronics to brakes. Wheel with keen interest. antilock sy$tem$, already fitted to fast and luxury cars, will becomemore popular as cost decreases;.

2l EXFERIMENTAL SAFETY VEHICLES

Sweden

Prof. Bertil Aldman. r Road safety measures within the road main- Departmentof Traffic Safety, tenance program. ChalmersUniversity of Technology, A number of authorities, organizations as well as and companies and privatc persons are now working Olle Eklund, together in Sweden to achieve better road safety. For Head, VehiclesDepartment, some of the institutions road safety is their main involved in work to a lesser SafetyOffice objective; others are this SwedishRoad degree. Accident Statistics Coordinationand Planning The positive trend in Sweden, indicated by decreas- The Swedish Road Safety Office is the central ing numbers of police-reported road accidents since administrative authority for matters related to safety 1970, was unfortunately broken 5 years ago. From on the roads. A few years ago the office was given 1968 to 1982 the number of fatalities decreasedby increased powers for the task of coordinating the 400/obut has sincc then increasedagain by 1090. For efforts of all institutions involved in this kind of nonfatal cases there was a 2090 decrease in that work. period followed by an increaseof 1590. In the fall of 1984 the swedish Government decided The most negative trend durirtg the last 3 to 5 years that a special council linked to the office should be was found arnong car occupants. Drivcr fatalities and appointecl for the task of planning and coordination injuries increased by 350/o and passenger casualties of road safety activities in Sweden. lt wa$ also only slightly less. During the last 5 years the increase decided that a new staff function, a planning depart- in tratfic volume was l3Vo. ment, should be established. Studies have shown that the average speeds on the The new directives also stipulated that the Swedish Swedish roads increased during the eighties and this is Road Saf'ety Office should produce a tralfic $afety bclieved to be the reason for this negative tendeucy. plan every year. However, stricter enforcement of speed limits seems The council for coordination and planning consists to have changed this unfortunate development during of representatives from nine leading authorities and the last morrths. organizations in the field. lts function is an advisory For motorcyclists and pedal cyclists the negative one but it is expected that each authority and organi- trend which began around 1980 seems to have been zation should carry out its share of jointly decided broken in recent years. activities. In 1985 the total number of people killed in road ln this context the word coordination can be accidents in Sweden was 808; 20,(t'71 were injured, defined as the total long-term planning of all the and 5.814 of these suffered serious injuries. The activities of the parties involved. complete official statistics for 1986 are not yet avail- The parliament has formulated the ohjectives for able but 844 fatalities have been confirmed. this work. These include a progressivercduction of At the end of 1986 the nurnber of cars in use was the total nurnber of casualties in all road user nearly 3.5 million. categories as well as a progressive reduction of the risk factors to which these people are exposed. A New Traffic Policy The new staff function, the planning department Within the SwedishCovcrnment work on a revision within the Road Safety Office, was formed at the end of the current traffic policy is in progress. The of January 1986. This department will serve the ambition is to make a proposal to the national council with the information nece$sary for its deci- parliament in 1988. sions- ln this work road safety and environment matters have a central position. Among the items which will The 1987Traffic Safety Plan be given particular consideration, the following can be In accordance with its instructions the Road Safety mentioned: Office has published a traffic safety plan for 1987. It addressesthe following problems: . Driver education, ' Speedadaption, I, Speedadaption r Antilocking brakes on heavy vehicles, 2, Unprotected road users . Requircrncntson tircs, 3. New driver licenseholders r High mounted stop lamfii, and 4. Drunk driving

22' SECTION2. COVERNMENTSTATUS REPORTS

5. Disabilities among road user$ A comprehensive study on the use and effectiveness 6. Drivers' perception of different types of child restraints has been con- 7. Children in traffic. ducted jointly by The Folksam Group, Chahners University, and VTI. The analysis ol the results has This plan will be the basis for all activitie$ of the begun and a complete report will be published later authorities and organizationsrepresented in the coun- this year. cil as well as for all other efforts in this field. The injury mechanisms in rear-end impacts and the Regulation$for Vehicles effect of large head motions on the central ner!,ous The Road Safety Of I'icc is also responsiblefor system in car accidents are the subjects of a joint regulationsconcerning vehiclesand vehicle compo- clinical and experimentalstudy at Chalmers University nents.Among the activitiesin this areathe following and the University of Cdteborg. A comparison is also can be mentioned: made between long-term complaints after traumatic loading of the neck in car accidents and similar . Regulationsregarding type approval of pro- symptoms from static loading arnong industrial work- tcctivc clothing for motorcyclists have been ers. e$tablishedand were set in force in Decem- ber 1985. Many accident avoidance problems with heavy goods I Measureshave been taken to improve the vehicles are related to their great dimensions visibilityof motorcycles. and variations in weight. A study conducted in four Nordic . The use of wild-bars(bull-bars) on vehicles countries in 1986/87, with measurementsof quantities ha.sbeen prohibited due to their aggressivity decisive in the air brake systemsand the braking characteristics of these vehicles, will be de- to unprotectedroad users. "Roads r The useof seatbelts is mandatoryin the rear scribed at the international conference and seatfrom July l, 1986. Traffic Safety on Two Continents" organizedby TRB r Methods for measuringthe tire/road noise and VTI in Goteborg in September1987. have been developedin cooperationwith a During the winrer periods 1985-1987investigations working group within the EconomicCom- were carried out by VTI in a program for improved missionfor Europe(ECE). ECE regulations for antilock braking systems to ensure acceptable pcrformance under winter condi- Road Safety Research tions. The SwedishTransport ResearchBoard has pub- Within the long term road accident research pro- lished a long-termprogram in which priority is given gram at Chalmers University of Technology an at- to projectsaiming at the constructionof rnodelsand tempt has been made to design a low cost device formulationof theoriesregarding thc I'unctionof man which can be mass produced and is capable of as a road user. The lteed for this kind of project is indicating in a ,sirnplc way the severity of a car indicated particularly in behavioral researchand in accident. A retr)ortof the function and feasibility of biomechanics. this device will be presentedat the 1987 lnternational Among the researchactivities in progressin Sweden IRCOBI Conference, September 8-10, in Birming- a few will be mentionedhere. ham, United Kingdom.

The EuropeanExperimental Vehicles Committee

Prof. Dr. Bernd Friedel, assess the benefits of such a comprehensive pro- Director, gramme-but there is no doubt that road safety is an Bundesanstaltfiir Strassenwesen, . issue which demands the continuous attention of the :: governments The EuropeanExperimental Vehicles world's and administrations,of the public, and last but not least, ol' the rcsearch Committee sector. Against this backdrop, there can be no denying the necessityfor further improvements in motor vehicle As I mentioned at the lfth ESV Conference, lg86 safety. was declared road safcty year in Europe by the Since 1985, the EEVC has therefore continued its European Corlrlunities. A large number of activities work on cor 5afs1y, especially with regard to side were undertaken in the different member states to impact protection. At the Kyoto conference five years promote traffic safety on the roads. It is difficulr to ago, an EEVC report was published on Structure-

23 EXPERIMENTAL SAFETY VEHICLES

Improved Side Impact Protection in Europe. Review- dom and several associated organisations. This pro- ing the accident data available, recommendations were grammc was set up to provide infornration about a made at that timc for a suitable test procedure large number of aspectsof the dutnmy's perfortnance consisting of a full scale te$t in which the car being such as biofidelity, scaling of irrjury criteria values, tested remained stationary while being struck in the repeatabilityof responseto similar impacts, reproduc- side by a movable deformable barrier with a 90o ibility, and sensitivity of responseand durability. lateral impact. Since that time considerable research At this conference EEVC will now present the has been conducted in different countries to develop results of about 500 tests (e.g., impactor, sled, and the test procedure so that it would be available for full scale tests) conducted on thesc aspects and refer- consideration for lcgislation in Europe. For example, ring to the different body areas injured in side two different types of barrier face have been devel- impacts. EUROSID has been shown to be at a very oped on the basis of the EEVC specification. Various satisfactory statc ol dcvelopment. The EEVC main activities of European institutions towards the pro- committee has therefore decided that the dummy in its posed tertt procedttre have been sponsored by the present form is ready to be evaluated in laboratories Commission of the European Commrrnities (EEC). and testing institutions around thc world. A few The results of all this work have been presented by changesin detail may be necessaryafter tlte tests have the EEVC on such occasionsas the NHTSA Public been carried out by these instittttions. The dummy is Meeting on Side Impact held one year ago here in specil'ied for use as a test measuring tool. The Washington,D.C. above-mentioned EEVC Working Group will continue The developed barrier faces worked well in crash its work until the end of this year, particularly in tests with real cars. At thc end of 1986 the specifica- suggcsting appropriate injury criteria and protection tions of the stiffness of the barrier were reviewed' It criteria valucs and evaluating possible design adjust- was also recognized that the initial inertia effects of ments. A consortiutn of three companies was set up the masses of components at the very front of cars last year to produce EUROSID. The dummy and give rise to initial peaks. The problem of determining spare part$ are markcted by TNO, Nctherlands. the appropriate height of the barrier fiace above the At the end ol' 1986, a seminar on EUROSID was ground level was also tackled. The results of this condncted in Brussels in order to present the dummy reconfirmation will be presented in detail at this to interested parties in the national administrations, conference in the technical session devoted to side automobile and component indu$try, and researchand impact protection. The proposed test is still a 90" test test organisations. at 50 km/h a$ announced in 1982' The ground The Commission of the European Communities has clearance of 300 mm is now pref'erred if the aim of started discussionsamong the twelve member statesto the regulation is intended to improve the safety of develop a new directive on side impact protection today's cars. lt seems somc deviations from the using the EEVC proposal lor both the barrier and force,/deflection corridorri are unavoidable. In general, EUROSID. The Commission has repeatedly expressed the work on the test conditions has been finalized. a firm wish for international harmonization. The EEC Therefore our results have been handed over to the would like the governments of the United States of Economic Commission for Europe (ECE) as well as to America and .Iapan to enter into international negoti- the Commission of European (lommunities (EEC) as ations with the European governments coucerning this scientific input for dralting appropriate regulations issueof lateral protection. and/or directives. Working in close cooperation with the Commission, At the last ESV Conferencein 1985, we mentioned the EEVC has loaned one of the prototypes to our efforts to develop a European Side Impact NHTSA for test purposes.EUROSID is on display at Dummy (EUROSID). Guidance on the overall I'ea- the exhibition bcing held during this confierence. tures of the design of this dummy has been provided International cooperation is also under way with for many years now by the EEVC Ad Hoc Working CCMC, MVMA, JAMA, and Transport Canada re- Group on Side Impact Dummies under the chairman- garding the European Side Impact Dummy. In all ship of Mr. Neilson front the Transport and Road these cooperative eflorts EEVC is looking to facilitate ResearchLaboratory (TRRL) in the United Kingdom' an exchangeof scientific knowledge and to discussthe First prototype$ have been built. A validation pro- results of research and development. gramme was conducted which was finalized at the end Since the lOth ESV conference, EEVC has con- of last year with the financial support of the EEC and ducted a study on Heavy Coods Vehicles, also under in very close cooperation with INRETS and the the chairmanship of Mr. Neilson (TRRL). We are Association of Peugeot and Renault from France, pleased to present our results at this confercnce. They TNO from the Nethcrlands, BASt from the Federal relate particularly to the accident statistics for our Republic ol'Cermany, TRRL from the United King- different member countries and to safetv measure$

24 .1

SECTION 2. GOVERNMENT STATUS REPORTS

which should improve accident avoidance and injury From the time of its inception, the European protection. Experimental Vehicles Committee has put its effort In 1986 the Government of Spain decided to join into coordinated researchand has relied upon interna- the EEVC. Seven Europearr governments are now tional cooperation which has always been forthcom- represented on this committee. The European Com- ine. This also holds true for this llth ESV Confer- mission is also involved in our work as an observer. ence,

Japan

KenzoInagaki, One of the features of traffic accidents in Japan Acting DeputyDirector, today is an increase in the number of accidcnts AutomobileDivision, involving people 70 ycars or older. This is a result of an increasein the parallel Ministry of InternationalTrade Industry number of aged drivers, in and with the aging of the Japanesepopulation as a whole. Since the percentageof senior citizenswill continue to increase for many years to come, the Japanese Gov- It is my great pleasureto be given this opportunity ernment is engaged in various activities to promote to deliverthis statusreport by the JapaneseCovern- safer driving by older citizens. ment on the issueof automobilesafety. Nearly two For instance, the Government is discussing the possible ..i years have elapsed since the opening of the lOth introduction of more easily recognizabletraf- r! InternationalTechnical Conference on Experimental fic signals,and has introduced a self-checkirrgsystem SafetyVehicles at Oxford, Britain, in July I985, and for the aged to measure their own aptitude for I ;rl in the causeof making automobilesa truly integral driving, while expanding traffic safety education pro- part of humansociety, it is significantthat expertsin grams for senior citizens. :d automobile safety technology from many countries As a factor contributing to the small increase in have gatheredhere to .shareand discusstheir research traffic dcaths, I should rnention that it has become findings. mandatory for drivers and fla$scngers to use seat Whenwe think of automobiles,we are apt to focus belts. The use of seat belts bccame mandatory from our attention on designs and performance, but I Scptember 1985 for driving on highways, and from believethat the safety is.suehas the most importance Novernber 1986 for driving on ordinary roads. As a in our attemptto win a full acceptanceof automobiles result of this enforcemen(, the rate of' seat belt usage in society.I shouldadd tlrat traffic $alcty is a vital on the highways climbed sharply from 52.390 before ingredientfor the developmentof both our irrdustry the enforcementto 95.390after it came into forcc: the and our culture. correspondingfigures for ordinary roads were 56.890 For this reason,in this statusreport from Japan, I beforc and 95.990after. will focusnry attentionon new developmentsin safety Since then, the seat belt usage rate has further issuesin Japan since the last conferencetwo years improved, and today the rate is 99.290 for highway ago. driving. I believe that the current level of seat belt usage in .Iapan is very high compared to other Current Statusof Traffic Accidentsin countries. Japan In 1986, there was a total of 9,317 people killed in AutomobileSafety Standards traffic accidents in Japan. This was a 0.6(r/oincrease Japan has been cxpanding the scope of its automo- compared to 1985. lt is a sad fact that the number of bile safety standards according to the "Second Pro- traffic deaths has increasedmoderately but at a steady gram Plan for Future Automobile Safety Standards" pace for the past several years, despite our efforts to formulated in October 1980.As you are aware, at the reduce traffic accidents. However, if we note that the previous l0th International Technical Conferenc€ on number of automobiles in use has increased by 4.2t/o Experimental Safety Vehicles, we reported on the and the number of traffic accidentshas increasedby three safety standards that we planned to strengthen. about 490 in the past one year, the 0.6r/o increasein This plan was adopted in September 1985, after traffic deaths is statistically consistenr with these notification to GATT. Let me now briefly explain the trends. standardswe actuallv strencthened.

25 EXPERIMENTAL SAFETY VEHICLES

(l) SeatBelts I hope that you will understandour active commit- First, it has becomemandatory in Japan to ment to the harmonizationissue. and I would like to furnish all automobileswith safety bclts on ask for your support, for Japan is determinedto all seats,and to equip the driver's seat belt continue its efforts to promote such harmonization. with an emergencylock retractordevice. The only exceptionsto this are route buseswhich Automobile SafetyMeasures do not run on highways. With respectto safety mea$uresrelating to vehicle (2) Windshields structure, I should mention that safety structures Second, it has become mandfltory to use protecting against front-end and rear-end collisions HPR laminated glass for automobile wind- have already been incorporatedinto newly produced shields. cars, in accordancewith the ESV and RSV experi- (3) Fuel L,eakagein Collisions ences.As a measureto protect passengersin acci- Third, new requirementshave been intro- dents, autonobiles equipped with air bags are now duced with regardto fuel leakagecaused by underproduction. rear-endcollisions, whereas the previousre- Sincethe preventionof traffic accidentsis the basis quirementsfor fuel leakagepertained only to for safety, Japaneseautomobile matrufacturersare front-cnd collisions.ln addition, trucks no working hard to developmethods of' preventingacci- largerthan 2.8 tons CVW have beenmade dentsby usingelectronics technology. In additionto subjectto thesefuel leakageregulations. antilock braking systems, the manufacturershave already put to practical use electronicallycontrolled InternationalHarmonization of suspensions,electronically controlled real time four- Automobile Standards wheel drive systems,and four-wheelsteering systems. Also, researchis underway to develop warning Automobile standardsto securesafety and pollution systemsfor maintaining a proper distancebetween control differ from one country to another, reflecting automobilesand preventingthe driver from dozing. different traffic and social conditions in different Furtherrnore,studies are in progressinto the possibil- countries. Neverthelcss,if we consider the internation- ity of utilizing high-levelcommunications systems to ality of automobiles as a commodity distributed on a support the driver by providing traft'ic information worldwide scale, there is no doubt that automobile from outsidethe automobiles. standards must be internationally harmonized as much as possible, while taking the different traffic conditions of various countries into account. Researchfor Automobile Safety For this reason,on the basisof the Action Program ln Japan, the Government and automobile manu- decided in July 1985, the JapaneseGovernment took facturers are actively engaged in research into auto- steps to improve the automobile certification system, mobile safety. The collection and analysis of data on ancl in addition, implemented various actions for the traffic accidents are most important for determining international harmonization of automobile standards. the future course of safcty policies and research For example, the Japanese Government actively activities, and statistical analyses of these data are participates in the ECE WP29 meetings, where in performed by each institution conducting the research. March this year, Japan proposed a worldwide harmo- For passengercars, studies are conducted to deter- nization of installation requiretneut for lighting and mine relationships betweetr the driver's steering behav- light-signalling devices. ior and the occurrence of accidents, the importance of For another example, at the forum of the Council steering stability in four-wheel steering, and the ef- for Transport Technology, members of the Council fects of worn-out tires, among other researchsubjects. heard the opinions of people knowledgeablein the For large trucks, investigations are carried out into field, including people from other countrics, and held passengers' behavior upon collisions, the running discussions on the issues of international harmoniza' performance of trailers, and other subjects. tion. Furthermore, Japan recently organized a Sympo- Concerning motorcycles, research subjects include sium of the International Harmonization of Motor steering stability, antilock braking, and passenger VehiclesRegulations in Tokyo. protection. For both two- and four-wheelers, research In addition, as a step toward the harmonization of is underway to formulate a standard for headlight standards between Japan and Western countries, Ja- performance and to discover more about the visibility pan has abolished the requirement to furnish speed of rear lighting devices. warning devicesand parking lights, and is planning to At the present eleventh conference, from tomorrow, create a new center spccialized in the protnotion of Japanese automobile manufacturers and other Japa- international harmonization some time in the current nese researchersare scheduled to report on research fiscal year 1987. activities in Japan, and in ending this status report

26 SECTION2. GOVERNMENTSTATUS REPORTS

from the JapaneseGovernment, I would like to ask and insights, in order to gain the greatestbenefits all participantsto sharewith us their frank opinions from this conferencein the interestsof tralfic safetv.

Canada

Dr. Gordon Campbell, drivers exceeding80 percent in a number of major Director General, citiesin Canada. Road Safety and Motor Vehicle Regulation CrashworthinessResearch Directorate, Transport Canada's research efforts to improve Transport Canada occupant safety in frontal collisions were outlined in the Canadian Government Status Report at the last ESV conference, held in England in 1985. To date, these research efforts have produced two test devices Canadian Accident Environment which are in an advancedstage of development. Since the early seventies,the nurnLrerof persons The first of these devices is the Belt Test Device killed annually in Canada in traffic-related accidents (BTD) which permits sear belt fit ro be quantified on has declined dramatically. This number peaked in the basis of a simple in-vehicle static test. The test 1973 when approximately 6,700 traffic fatalities were device consists of a standard SAE H-point machine recorded. By comparison, fewer than 4,100 fatalities modified to accept pelvic and thoracic body forms. were recorded in 1986, the lowest number recordcclin Each form incorporatesa seriesol' scaleswhich itllow Canada since 1962. The reduction is all th$ more the position of the seat belt ro be defined in relation impressive if one takes vehicle travel into account. to specific anatomical landmarks. A small number of Betwecn 1973 and 1986, the traffic fatality rate per kits which allow the H-point machine to be converted 100 million vehicle kilometres has declined by almost to a BTD have been fabricated, and are presently 50 percent, from 4.2 to 2.2. The 1986 traffic fatality being made availableto interestedagencies for evalua- rate is the lowest ever recorded in Canada. tion purposes. The last decade has seen great emphasisplaced in The second piece of hardware developed is a Canada on increasing the wearing rate of seat belts modified G.M. Hybrid III head form. The rnodified and on the use of child restraint systems.The use of head form incorporate$ a frangible facial insert federally-approved child restraint systemsis now corn- formecl from methyl methacrylate. The insert is cle- pulsory in all of Canada's ten provinces for infants signed to liacture at impact energy Ievels basecl on and younger children travelling in motor vehicles.The available cadaver data. To further assessthe appropri- use of seat belts by older children and by adults is atene$sof the design of the modified head form, presently compulsory in eight provinces. Within the additional head impact responseand facial fracture year or so, however, it is anticipatedthat seat belt use tolerancedata will be gatheredthis summer as part of legislation will be introduced in both of the two a cooperativeresearch project with the Collision and remaining provinces. Although seat belt use has not Biomechanics Laboratory of INRETS (Institut Na- yet been made mandatory in either of Canada's two tional de Recherchesur les Transports et leur S€curite) territories, the passageof legislation in one juri.sdic- in France. tion appearsimminent. In addition, the researchefforts produced a modi- National estimates of seat belt use by drivers are fied Hybrid III chest assembly that morc closely obtained annually by dircct observation in roadside resemblesthe human thorax. Cornparative sled and restraint use !iurveysconducted by Transport Canada. barrier crash testing of the modified and unmodified While the long-standing goal of an 8090 national chest assembliesrevealed littlc difference in the peak restraint use rate has yet to be rcalized in Canada, deflections measured at the micl-sternum location substantial progress towards it has been made. The when the dummies were restrainedhy thrce-point seat last decadehas seenmore than a three-fold increasein belt systems. Overall, the testing suggestedthat the the usagerate of seat belts by drivers, from lessthan existing Hybrid III chest produces human-like defec- 20 percent in the mid-seventiesto a level now exceed- tions at the mid-sternum undcr loading rates repre- ing 60 percent. The restraint use rate of drivers sentedin a 48 km/hr barrier crash whcn the dummy is continues to increasesteadily. In the context of the restrainedby a three-point seat belt. above-noted goal, it is particularly encouraging that Over the next two years, it is anticipated that a the latest restraint survey data show seal bclt usageby steadily increasing proportion of the Department's

2t EXPERIMENTAL SAFETY VEHICLES research activities in the areas of accident data analy- this measure will reduce daytime multiple vehicle sis arrclvehicle crash testing will focus on thc issuc of collisions by some l0 to 20 percent. To promote side impact protection. Specifically, the Department international harmonization, the technical require- will be initiating a comparative crash test programme ments associated with this regulation are compatible using anthropometric test devices and testing proce- with those in Sweden, Norway, and Finland, where dures developedin the U.S. and Europe to assessside the use of daytime running lights is also compulsory. impact performance on the basis ol' a dynamic test of ln this contcxt, we are very pleasedby thc responseof a vehicle when impacted in the side by a moving the U.S. administration to our initiative. Measuresare deformable barrier. The upcoming test progralnme in hancl to permit the operation of vehicles equipped and accompanying accident data analysis are intended with daytime running lights in the United States,and to assist the Department in evaluating the appropriate- we are presently cooperating with them in the dcvel- ness, in the context of the Cirrradian accident situa- opfilent of an evaluation programme for the standard. tion, of the various regulatory options advanced to Research efforts are also in progress to t-urther date to assessside impact performance. improve heavy vehicle safcty, particularly in the area In addition, the Department is presently examining of braking and stability. A national survey of the the potential benefits and costs associated with the condition of the braking systemof heavy vehicleswas mandatory installation of manual three-point seat belt completed recently by thc Dcpartment. A study of assembliesin the two rear outboard seating positions injury-producing accidents involving heavy trucks is of passengervehicles. also in progre$$to establishand rank causal factors. The potential benefits of improved heavy truck brake Crash Avoidance perfornrance resulting tiom the mandatory installation Recent developments in Canada in the area of crash of front axle brakes are also being examined. avoidance relate primarily to vehicle lighting. Consid- The Department also participated in a major cooperation by the Departrnent of the potential benefits of erative research project, fundcd jointly by federal and improvements in vehicle conspicuity prompted the provincial governments and industry, on the effects of promulgation oI two additional federal requiremetrts vehicle weight and dimensional variations on the for vehicle liehting. stability and control characteristic$ of commercial The first of these pertains to the fitment of a centre vehicles and their effects on the sl.rain and deflection high-mounted stop lamp in all passengervehicles sold response of roadway pavement. The study was in- in Canada irfter January I, 1987.It is anticipatedthat tended to provide objectivc data to support the this measurc will reduce the trumber of passengercar adoption of a more uniform set of vehicle weight and rear-end collisions by some 25 percent. The technical dimensional regulations across Canada, while main- requirements associatedwith this regulation are identi- taining operational safety and prescrving thc highway cal to thosc introduced in the U.S. infrastructure. The results of the $tudy are curretrtly The second regulation recently introduced pertains being used by an implementation cotntnittee charged to the mandatory installation ol a daytime running with the responsibility for upclating the uniform lights system on all new vehicles sold in Canada, Canadian operating standards for motor vehicle size comrnencing December 1, 1989. It is estimated that and weight.

United States

Michael M. Finkelstein, motor vehicle safety program has made substantial Associate Administrator for Research progressin a widc variety of areas. When we last reported on the status of motor and Development, vehicle safety in the United States, we were just Natiorral Highway Traffic Safety beginning to see laws enactedrequiring the use of Administration safetybelts. As a result of safctybelt uselaws now in effect in approximatelyhal{ the States, more than 1,500 Americans are alive today. They have been Sincethe ExperimentalSafety Vehicles (ESV) Con- savedby the belt. With respectto passiverestraints, ference held in Oxford in July 1985, the National almostone million passengercars equipped with either Highway Traffic Safety Administration's (NHTSA) air bags or automatic safety belts will be sold to

28 SEL-TTON2. GOVERNMENTSTATUS REPORTS

American consumers this model year. Restraint system The Accident Environment technology that was developed by the research com- Sincethe early 1980's,the fatality rate has been munity ig now available in auto showroorns all over dropping. Fatalitiesper 100 million vehicle miles the nation. travelledwere 3.34 in 1980and had declinedto Z.4i In addition to our successin increasing the use o[ in 1985.Based on preliminarydata for 1986,46,000 restraints by motor vehicle user$, we are also succeed- personsdied in traffic crashes,an increaseof about ing in reducing the number of alcohol irnpaired 2,000 from the 1985 level. This fatality increaseis i+t drivers on our highways. Efforts n throughout the attributableto a significantincrease in travcl. 'lhe United States have reduced the proportion :!. of intoxi- fatality rate still remainedat l985's all-tirnelow of cated drivers involved in fatal crashes we and are now 2.47 per 100million vehiclemiles rravelled (Tablc l). expanding our research to cover drugs and impaired On average,in each of the last five years,there driving. have been approximately 6 million police-reportecl Two years ago, we reported on the National Acad- accidentsfrom a fleet of 180 million vehiclestravel- emy of Sciences publication of Injury in America. ling nearly 1.8 trillion miles.These crashes involved This marked the completion of a stucly .d sponsoredby more than l0 million vehiclesand in_ir.rredmore than NHTSA to examine the need for a well-coordinatecl, 3.3 million people.Our best estimateis that serious national trauma research program. Today, we can injuriesin motor vehiclecrashes still exceed160.000 report on a l0 million dollar injury prcvention re- each year, with fatalities averagingslightly in excess search program managed by the Centers for Disease ol 44,000each year (Table 2). Control in conjunction with NHTSA. This program In the U.S., passengercar occupantsaccount for has recently funded five center$ of excellence to the largest proportion of crash fatalities-approxi- lx pursue trauma researchand has awarded more than mately 54 percentin 1986.And in 1986.fatalities 30 research grants (selected from more than 400 among light truck and van occupantsalnrelst applications). equalled the number of pedestrianfatalitjes-each group ac- AII in all, we have achieved much in the two years countingfor l6 percentof the highwaycleath toll. The since the last meeting. But very clearly, more has to largestremaining group are the motorcycleriders, be done if we arc to alleviate the deaths and injuries who accountedfor l0 percent of fatalities last year that are still occurring on our nation's highways, (Figuresl, 2, and 3).

Table 1. Motor Vehlcle Tratfic Fatalities1gBO, 198S, and 1g86. Type Vehicle of 1980 1S85 1986. Passenger Cars 27,455 23,198 24,890 LightTrucks/Vans 7,486 6,690 Medium 7,383 Trucks 285 156 170 HeavyTrucks 977 821 Bussesand 773 Others 580 587 694 Motorcyclists 5,144 4,570 4,530 Nonoccupants 9,164 7,773 7,560 Total Fatalities 51,091 43,795 46,000 FatalityRate 3.34 'Preliminarv 2.47 2.47

Table 2. Magnitudeof the Highway Safety problem 1g82-tgB5. 1982 1983 1984 1985 Reg. Motor Vehicles 165,?53 169,446 171,997 177,135 Licensed Drivers 150,310 154,221 155,391 156,868 U.S. Population 231,534 233,981 236,158 238,740 Vehicle Milesof Travel 1,593 1,658 1,717 1,775 All FleportedAccidents 18,1 00 18,300 18,800 19,300 Police Fleported Accidents 5,825 5,861 5,908 6,081 Tow-Away Accidents 2,130 2,?21 2,314 2,331 Injury Accident 2,158 2,310 2,372 2,248 Property Damage Accident 3,667 3,551 3,534 3,833 Involved Vehicles I,875 9,869 10,093 10,452 Involved People 15,318 14,852 15,473 16,1 08 Fatalities 43,945 42,584 44,241 43,795 Injured People 3,192 3,371 3,563 3,363 Note: All valu6s in thousands Bxc6pt V6hicle Miles of Travel in billions and Fataliti66 in

29 EXPERIMENTAL SAFETY VEHICLES

Pass.Car (53.00/b)

Trucks& Vans Nonoccupants (16.1 o/o) (16.40/o) LightTrucks & V (15.30h) Medium Truck Motorcycles (0.4o/o) (9.80/o) MediumTr Motorcycles Heavy (0.40/o) (10.4o/ol HeavyTruck (1.90/o)

Figure 1. 1986 Trafflc Fatallties(percent) Figure 2. 1985 Traffic Fatalities (percent)

AccidentData Collectionand Analysis The newest of our accident data analysis systems police compiled Most of the accident data cited throughout this relies on accident records by the report are derived from the Fatal Accident Reporting States. Work continues on the development and Research System (FARS) and the National Accident Sampling refinement of this Crash Avoidance Data (CARDFile). the three most System(NASS). File CARDFiIe now uses years from The file consists FARS is a computerizeddata basecontaining infor- recent of data six States. four million police accident records. At this mation on all fatal motor vehicle accidents occurring of nearly of in in the United States. The system became operational conference we will report on the use CARDFiIe program. in 1975 and currently has records on almost 560,000 our crash avoidance research fatalities. FARS data are acquired directly from each State's recorcls. The FARS file provides the most Crashworthiness Research comprehensive, detailed, and accurate data on the SinceOxford. NHTSA's crashworthinessresearch U.S. national motor vehicle fatality toll. has concentratedon the mitigation of injuries sus- NASS is a network of trained accident investigation teams that collect data on a nationally representative sample of police reported accidents. Data are compiled and evaluated from detailed accident site inspec- tions, mea$urements and assessments of damaged Pass. Ca vehicles, driver interviews, medical records, autopsy (53,7Yc) data, and other pertinent records. The NASS system collects information in significantly greater detail, both in the number of variables and the precisiou of observations, than is available ftom police records. NASS presentlycontains over 65,000 casesfrom 1979 through 1986. Since the Oxford ESV Conference, we have thoroughly reviewed our data needs, and as a result are in Nonoccupants the process of making substantial changes to the Trucks& V (17.90/o) (14.7o/al NASS system. We will be concentrating NASS on what it does best-the investigation of injury produc- MediumTrucks ing crashes-and Iook to other sources for general (0.60/o) estimates of the traffic environment and for informa- Heavy Trucks (1 tion on crash avoidance.The revisedsystem will be in 90/o) place by January 1988. Figure 3. 1980 Traffic Fatalltles (percent)

30 SECTION2. GOVERNMENTSTATUS REPORTS tained in side and frontal crashesfor restrained and The biomechanics research has also included the unrestrainedvehicle occupants and on increasingpe- evaluation, modification, and testing of production destrianprotection. and prototype dummies developed both by the U.S. and foreign governmentsas well as by private indus- Side Protection try. The dummies were developed for both frontal Since 1985, full vehicle side impact crash testing and sidc impact crash testing. Research to develop proceduresand injury criteria have been refined; and injury criteria for head, neck, thoracic, and abdomi- detailedprocedures for side impact testing havc been nal body regions to use in conjunction with these published. dummies is in progress. An extensiveexperimental crash test plogram was conductedto evaluatea variety of production (base- Air Bag Fleet Demonstration Programs line) and modified cars. In addition, researchinto Sincc 1983, NHTSA has srrpporred rhe develop- alternatetest proceduresusing head and thorax comment, procurement, and evaluation of driver-sideair ponentdevices is currentlybeing pursued. bag equipped vehicles in State police fleets and in the We havealso beenaddressing vehicle aggressiveness Federal fleet. NHTSA financed the developmentand in a program which assessesstriking vehiclestructural installation of retrofit air bag $ystemsfor more than characteristicsto determine how they affect crash 500 State police cars. These vehicles were equipped survivalin side-struckvehicles. with retrofit driver air bags using conventionalair bag I technology.NHTSA also supported the General Serv- Frontal Protection ices Administration (CSA) in its purchase of 5,000 Our frontal crashworthinessresearch program seeks 1985 Ford Ternpos equipped with manufacturer in- improved protection of both restrainedand unre- stalleddriver-side air bags. strainedvehicle occupants involved in frontal impacts. These two ileets have accumulated an estimated 200 The steeringassembly, dashboard, windshield, and million miles of highway travel. These vehicles have A-pillars are the main sourcesof injury in frontal been involved in a total of approximately 750 crashes crashesand our researchis examiningpotential safety of which 107 crashes were sufficiently severeto cause improvementsin theseareas. an air bag deployment. In all cascs, thc systems We have concentratedmost of our effort on steer- worked as expected and these fleets continue to ing assemblies,where we are currentlytesting designs accumulate data on air bag l'ield performance. to reducefacial injuries to belteddrivers; and abdom- We are still working on the development of a inal, chest,and headinjuries to unbelteddrivers. We retrofit driver air bag with a self-contained, all- are also evaluatingwindshields and side glazing de- mechanicalcrash sensor.The crash testing to date has signedto reduce lacial lacerationsand ejectionsand been very encouraging. This system appears capable we are examiningthe eft'ectsof padding A-pillars to of accurately sensing a wide variety of crash condi- reducehead injury. tions. Currently, the units are undergoing environmental qualification testing. Pedestrian Research Pedestrian protection research, which addressespe- CrashAvoidance Research destrian upper body injury, has been progressingon Crash Avoidance Research i.s being pursued in a schedule. Since the last conference, further analysesof variety of areas. We are working on lighting and the accident environment have been performed, exper- visibility, handling and stability, and heavy rruck imental methods of simulating pedestrian head and research. thorax impacts against vchicle $urfaces have been developed, injury criteria linking experimental dy- Lighting and Visibility namic responses to real-world injury have been de- Our major work in lighting and visibility is concen- rived, and current production vehicles have been trated on efforts to develop a simplified performance- tested to identify design features that might play a based vehicle headlighting standard. Our goal is the role in reducing pedestrianinjury. development of a system which will reduce design restrictions without degradation of seeing distance or Biomechanics increased glare for oncoming drivers. We will be All of our crashworthinessresearch is basedupon working to expand and upgrade the capability of the an increasingundcnitanding of the biomechanicsof existing headlighting computer simulation assessment injury. Work continueson the investigationof irrjury models. We will then bc paying particular attention to cau$ation,with our current emphasison frontal im- enhancing the model's capability to evaluate the pact$for both the driverand passenger. effects of glare and seeing distance.

3l EXPERIMENTAL SAFETY VEHICLES

We are also evaluatingthe Center High-Mounted Alcohol/drug safety research is focused on four Stop Light (CHMSL), a requirementof FMVSS No. areas; 108 beginningwith MY 1986, and a product of r General Deterrence-Development of com- NHTSA's researchprogram. Preliminarydata indicate bined enforcemenl.,public information, adju- that the CHMSL reducesthe likelihood of a rear end dication, and licensitrg programs designed to crashinvolving braking vehiclesby 22 percent. increasethe public's perception of the risk of being detected if driving whilc intoxicated or Handling and Stability impaired. In the handling and stability area, NHTSA has . Specific Deterrence-Development of pro- developedcomplex test equipment for the accurate grams directed at identified impaired drivers measurementof inertial and suspensionproperties of and designed to prevent future offenses. passengercars, light trucks,and vans.These data will r Prevention-Development of education, pub- allow us to make more reliableuse of computerized lic intormation, and local community train- vehicledynarnic simulations to study the relationship ing programs designed to instill responsible between vehicle handling characteristicsand crash attitudes towards alcohol/drug use and driv- involvement. irg, and to promote cooperative action for We are turning our attention to the examinationof avoiding DWI offenses. the handlingand stability problemsof light trucks and r Intervention-Development of programs de- vans. We will thoroughly characterizethe handling signed to identify techniques that will enable and stability of this classof vehiclesduring the next and motivate third parties (e.g., bartenders, few years. hosts/hostes$es,companions) to take action in an alcohol/drug use situation that will Heavy Duty VehicleResearch deter potential DWI incidents. Even though they'comprise less than 4 percent of the motor vehicle fleet, heavy trucks continue to be Safety Belt UseResearch involved in approximately l0 percent of the fatal Sincethe last meetingtwo yearsago, the numberof accidents. The goal of the Heavy Duty Vehicle Safety safetybelt use laws has grown steadily.Twenty-seven Research Program is to improve the accidcnt avoid- States and the District of Columbia have enacted ance capabilities and crashworthiness of vehicles with safetybelt use laws sinceSecretary Dole's July 1984 gross vehicle weight ratings in excess of 10'000 lb- occupantprotection dccision. through improvements in velticle performance and NHTSA's researchis concentratingon the develop- driver/vehicle interaction. ment of program$that will resultin the mostelfective Current heavy truck research is continuing to focus implementationof theselaws. We learneda great deal on high priority crash avoidance programs aimed at from our participationin the 1985/86OECD project improving the dynamic performance of heavy vehicles on safety belt use laws and our current research in braking and steering maneuvers- Tractor-trailer concentrateson: (l) assessingthe irnpact of belt use brake system compatibility problems have been stud- laws through the analyscsof crash data and tracking ied in a joint government/industry effort and the data belt use rates;(2) exploringthe situationaland demo- developed is now being utilizcd. Researchis also being graphicvariables associated with nonuseof belts; and initiated to evaluate the performance of sccond gener- (3) field testing and evaluatingboth traditional and ation anti-lock brake systems through a multi-year innovativetechniques to achievehigher belt userates. in-service evaluation flect program. Rulemaking Driver and PedestrianSafety Research Much of our research has as its objective the While this conferenceis focused on the motor modification of motor vehicles to enhance their vehiclesaf'ety research, NHTSA does have an active safety. This is achieved through regulation and infor- programwhich addressesthe behavioralcomponents mation dissenrination-thc two principal responsibili- of traffic safety. Our major efforts continue to ties of NHTSA's rulcmaking organization. Since the concentrateon impaired driving (alcohol and drugs) Tenth ESV Conferetrce, sotne significant regulatory and on safetybelt and child restraintuse. actions have occurred.

Alcohol and Drug Safety Research Crashworthiness The goal of the alcohol,/drug safety program is to In the crashworthinessarea, we issuedthree impor- develop countermeasures which effectively reduce al- tant amendments to FMVss No. 208. ln November cohol/drug impaircd driving and relal.ed accidents. 1985, we amended the comfort and convenience

32 ''1

SECTION2. GOVERNMENTSTATUS REPORTS

requirements for both automatic and manual safety A major rulemaking program to reform the head- belts and delayedthe effective date until Septemberl, lightine requirements of FMVSS No. 108 has been 1986, to coincide with the effective date for installa- initiated. The objective of this program is to develop tion of automatic restraints. new headlighting requirements which are vehicle ori- In July 1986, we issued a final rr.rleadopting the ented and performance oriented, and thus reduce Hybrid lll test dummy as an alternative to the Part many of the design constraints which are imposed on 572 test dummy. Manufacturers have the option of manufacturers. A request for comments has been using either the Part 572 or the Hybrid III test published and norices of proposed rulemaking are dummy until August 31, 1991. After that date, the scheduled for this summer and next summer. Hybrid Ill will replace the Part 572 dummy as FMVSS No. l0l has been amended to remove NHTSA's means of determining a vehicle's conform- design restrictions and permit greater flexibility in the ance with the perforrlance requirements of FMVSS illurnination and identii'ication of controls and clis- No. 208. plays, and to accommodate new display technologies, Finally, on March 30, 1987, we issued an amend- including sequencingand retrieving of messages. ment to FMVSS No. 208 providing a one-carcredit to With respect to splash and spray reduction devices a manufacturer fhat produces a car with a non-belt for heavy trucks, the U.S. Congress has recently automatic restraint system lbr the driver and a amended the statutory requirernents.The law now dynamically-tested manual lap/shoulder belt for the requires that spray suppression devices be mandated right front passenger,until September l, 1993. This unless there is no available technology which can amendmentto Standard No. 208 was in responseto a significantly reduce splash and spray and significantly petition from the Ford Motor Company to extend the improve visibility of drivers. ln view of this changein one'car credit beyond the phase-in pcriod. This lim- the law, the agency is planning to hold a public ited extension was granted [o encourage the orderly nteetingthis summer to examine theseissues. development and production of passenger cars with New Car Assessment Program (NCAP) full-front air bag systems. The rulemaking organization is also charged with tdii providing consumers with comparative information on Crash Avoidance the crashworthiness,damageability, and repairability In the crash avoidance area, regulations have been of rnotor vehicles. promulgated addressing lighting, braking, and con- Under the New Car AssessmentProgram (NCAP), trols and displays. the agency has tested a total of 2ll vehiclessince the In the lighting area, amendments to FMVSS No. program began in 1979. Since the Oxford meeting, we 108 permit were issued to two additional standard have experinlented with the use of a Deformable replaceablelight sources,the HB-3 and HB-4. Action Moving Barrier (DMB) in the NCAP resrs. This was is being initiated by the United States to have these initiated to better illustrate the effect of vehicle mass light sources,as well as the HB-I, approvcd for use in and structure on occupant injury levels.During 1986, Europe. Wc are submitting a formal proposal to nine head-on impacts betweena DMB and a prodrrc- WP29 to modify all appropriate Econornic C-'ornnis- tion 1985vehicle were run, each moving at 35 mph (a (ECE) sion of Europe standards.Simultaneously, we closing velocity of 70 mph). The DMB was 3,000 are proceeding with the rulemaking analysis concern- pounds and the mass of the nine vehicles tested in the possible ing use of the HB-2 light sourcein the United program varied from 2,000 to 3,750 pounds. The States. f)MB and the barrier test data for thesenine vehicles Another amendmcnt was issued which permits the are being analyzed to exarninc the relationshipsthat use of a new sealed bcam headlamp conl'iguration may exist between the two crash test modes and to designatedas Type F. Another change to that stand- compare the test resultswith real-world accidentdata. ard allows a new simplified mounting conr;rructionfor The resultswill be availablc later this year. headlamps. A further rule change now permits the use of modulated headlampson motorcyclesduring day- Internationfll Harmonization light hours to improve motorcycle safety. Finally,in bringingthis statusreport to a close,it is ln an effort to increase the daytime conspicuity of appropriateto rcstateNHTSA's commitmentto fos- pass€ngerautomobiles, the agency has issueda notice tering internationalharmonization of motor vehicle of proposed rulemaking to allow such vehiclesto be safetystanclards. This policy is, of course,governed equipped with daytime running lights. This would by our legaland proceduralrequirements and by our allow vehicles produced in conformance with the overriding concern that motor vehicle safety in the proposed ClanadianMotor Vehicle Safety Standard to UnitedStates not be compromised. be sold in the United States. Final action on this Our current efforts have been directed toward proposal is pending. brakes,lighting, and side impact protectionfor pas-

33 EXPERIMENTAL SAFETY VEHICLES sengercar occupants.A great deal has transpiredin a harmonized passing beam pattern for head- each of these areassince the l0th ESV Confcrence. lamps. Such agreement would lead to simplification of headlamp standards and make Brakes such standards more performance oriented. The effort to harmonizebrake standardsfor pas- r With regard to replaceable bulb headlamps, sengercars on a world-wide basisbegan in the early the U.S. delegateto the Croup of Rappor- 1980's.At the last ESV Conference,we rcportedthe teurs on Lighting (CRE) distributed copiesof issuanceof an NPRM to e$tablisha new standard, drawings for the HB-I, HB-3, and HB-4 FMVSS No. 135, PassengerCar Brake Standards. headlamp bulbs used in U.S. replaceable Extensivecomments were receivedfrom the industry, bulb headlamps at the l6th sessionof that both domesticand foreign, as wcll a$ from WP-29's group in November 1986. This was done to Group of Rapporteurson Brakes and Running Gear alert the GRE of a future U.S. proposal that (GRRF). Reviewand analysisof thosecomments and the ECE modify its replaceable bulb head- somefurther testingresulted in a SupplementalNotice lamp regulations to permit such bulbs. The of ProposedRulemaking in January 1987.A nine- NHTSA has submitted that proposal to WP- month-longcomment period was establishedto permit 29 for consideration at its 82nd session in thorough examination of the latest proposal. The June 1987. Group of Expertson Constructionof Vehicles(WP29) has recentlyagreed to conveningan informal meeting Side Impact Protection of the GRRF in early July 1987I'or the purposeof NHTSA. the ECE and the Common Market have reviewing and commenting on this latest proposal. all been actively engaged in the subject of sidc impact protection for occupants of passengercars for several Lighting years.The ECE, through its Group of Rapporteur$on At the last ESV Conferencewe reported on the Crashworthiness (CRCS), has drafted a proposed amendmentof FMVSS No. 108 which loweredthe regulation, but important provisions dealing with minimum permitted mounting heights of hcadlamps, injury criteria, test dummies, and movable deformable adoptedthe l9-point grid of Europeanstandards for barrier have yet to be specified. The Common Market measuringthe photometricsof stop, tail, turn signal, (EEC) has been working on a deformable barricr and and parking lamps, and lowered the minimum inten- a dummy for use in such a regulation. NHTSA has sity ol' yellow rear turn signals.Following that action, performed a large body of researchon the same topics we made severalproposals to the ECE for further and the automobile industry, both foreign and domes- harmonization of lighting standards. Included are; tic, has expended resources toward the same objec- . That the photometricrequirements of yellow tive-arriving at practicablc and reasonable require- rear turn signal lamps (ECE ReeulationNo. ments to provide better protection to occupants in the . 6) be amcnded to insreasethe maximum event of a lateral collision. intensitypermitted. To further the possibility of achieving at least a . That the test proceduresfor measuringthe harmonized test procedure for U.S. and European photometricsof stop, tail, turn signal, and standards in this area, NHTSA conducted a public parking lamps be harmonized by adopting meeting in Washington in May 1986, to discussthe the 5 zone alternativetest of FMVSS No. various facets of this work. Representativesof Euro- 108. This would involve the amendmentof pean governments and manufacturers, Japaneseman- ECE RegulationNo. 7, Red Rear Lights and ufacturers, and U.S. manufacturers participated. The Stop Liehts. questions of the dummy to be used, the injury criteria r That the ECE develop and issue a new to be applied, irnd the movable deformable barrier to regulationthat would permit the installation be used in a systems test were discussed during the of centerhigh-mounted stoplamps. This pro- two-day meeting. posednew regulationwould be basedupon NHTSA has performed some testing of a prototype FMVSS No. 108 requirementsfor such EUROSID and the results will be published later this lamps. year. NHTSA is awaiting delivery of two additional r In its efforts to simplify FMVSS No. 108 EUROSID dummies, modified according to the latest and at the same time to achieve wider European design, for further testittg. Finally, NHTSA harmonization of headlamp requirements, still wants to test an agreed upon European barrier the NHTSA has proposedthat the Europe- using NHTSA's current procedures as a means of ans and Japanesejoin with us in agreeingon comparing the performance of the various barriers.

34 Section3 Resultsof the InternationalExperimental SafetyVehicle Program

Chairman; Michael M. Finkelstein.United States

Panel One: ESV/RSV Original Goals and Objectives

Volkswagen'sParticipation at ESV Conferences Prof. Dr. Ulrich W. Seiffert. VolkswagenAG, FederalRepublic of Germany

Beginning with the first ESV Conference l97l in ratios, effectivenessof special features,accident anal- Paris under CCMS-sponsorship,the idea of an inter- ysis, economy, recycling, compatibility, increase in national program for increased vehicle safety was comfort and active safety exerted considerable influ- initiated. North America, Europe and .Iapan reached enceon thc designof production vehiclcs. a consensusfor international cooperation. Becauseof Volkswagen, with the ESVW II and RSV research governrnent activities, the efforts of research institutes projects showed alternatives to the results achieved for and work by the automobile companiesand suppliers, the ESVW l-vehicle. the spirit ol'l97l is still alive. Very often the question Af the same time, the first components such as the is raised, whether ESV conferencesshould continuc to passive seat belt system (VW-RA) and structural be held. In my very personal opinion, the successof reinforcementsbecarne available on production cars. the conferences can be seen in the existence of a The most important work with respect to produc- forum which permits an open and progressivediscus- tion vehicleswere the IRVW I to lll vehicles("lnte- sion of all questions associated with automotive grated ResearchVolkswagen"). In addition to ques- safety. This sometimes is more important than the tions of vehicle safety, fuel economy, noise and developrnentand construction of demonsfration pro- exhaustemissions were also optimized. totype vehicles. Although the time sequenceof the Along with the modified concept cars, the ESV- ESV conferences should be defined in relation to Conference changed its content. lncreasingly, ques- research results. tions related to overall traffic safety and the results of Volkswagcn like other automobile manufacturers vehicle research and not just issues related to passive has actively participated in the ESV Programne. The safety became the subject of valuable discussions. following short descriptions and pictures show the Included also were accident analysis and legislative highlights and some ol' the results of the different questions. projects: At the last conference in Oxforcl, the question of side impact had a high priority. Volkswagen has ESVW I, ESVW II, IRVW I.NI, M.I.V. worked together with NHTSA on the M.LV. Project to optimize two contradictory design considerations- The various cars or concepts also demonstrate the the greatestpossible reduction in dummy loadings at dif'ferent priorities in vehicle safety research. ln the the lowest possible vehicle weight increase with the beginning the 50 mph crash test led to unrealistically precondition that the dcsign be suited to mass produc- heavy vehicles characterized by excessive costs and tion. NHTSA's designgoals were the 35 mph head-on fuel consumption. Although the vehicles madc by fixed barrier impact and the 30 mph side impact wirh some rnarrufacturersmore closcly approximated the the new deformable crabbed barrier and the new vehicle population then in production, benefit-cost HSRI side impact dummy.

35 EXPERIMENTAL SAFETY VEHICI-ES

There again it could be demonstratedthat not test dummies in the process of development, the most individual requirements,but overall accidentperfor- critical element for compliance verification. mancemust be takeninto consideration.Based on the Another aspect to be considered is the question of M.I.V. work and results of considcrableprevious accident avoidance. A wide variefy of research has research,we are able to present now a new test been performed to date in this field. Increased com- procedureconcept for the evaluation of the perfor- fort and visibility, handling characteristics, reliability, manceof passengercars involvedin sideimpacts. antiskid braking and fourwheel drive concepts have This new COMPOSITE Lateral Test Procedure positively influenced vehicle performance. ln addition, combinesthe advantagesof componentand full-scale progres$ in accident avoidance characteristics of to- testswithout acceptingtheir respectivedisadvantages. day's vehicles has led to new research to further It consequentlypursues the two principal featuresof a reduce the probability of accidents. Most European meaningfulasses$ment of lateral protection, vehicle manufacturers and mauy universities and research institutes are participating in the research . integrity structural project PROMETHEUS (Program for a European I compartmentpadding. Iraffic with Highest Efficiency and Unprecedented In principle, the test procedure consists of the Safety). following 4 steps: The objective of this 8 year research program is to find a global and integrated solution for the total Step I highway traffic $ystem. The highway traflic of the future will become cooperative, conflict free and more Quasi static structure test by means of a deformable enhanced safety, element such as the face bar of a moving barrier' The compatible. In detail this meaus compatibility, mini- stroke of the ram is temporarily stopped after contact improvement of environmeutal increased for of interior door panel with the front seat. mizing energy consumption and comfort the individual. To achievethe objective, more intelli- Step II gence urust be installed in future vehicles by mcans of microelectronics and AI methods so that the vehicle Occupant/doorinteraction by applicationof a sim- will no longer be isolated in the tralfic flow, but will plified humantorso surrogateto the interior sidc door communicate with nearby cars and the environmental structure. infrastructure by means of new communication networks. These new technologies will help the driver Step III avoid accidents and assist him in critical situations. In Continuation of the deformation of the exterior this manner many human deficiencies may be elimi- side door structure up to the point of equivalent nated although the driver must always have the final encrgydissipation accorcling to a 30 mph deformable responsibility for his car and the ultimate decision barrier impact. made. While this European project deals with global Step IV aspectsof traffic including the car as only one factor, Computersimulation of a full-scaleimpact test on, future tasks for this type of conference should never- e.g.PC. theles$ continue to concentrate on the side impact, pederitrian accidcttts, motorcycle salety and investiga- Input data: Force/Deflection characteristicsmea- tion of accidentavoidance. Specil'ically in the ficld of sured in the structure and padding tests, Steps I to the interrelationship between man, vehicle, road and III. 'Ihe environmcnt many unknowns must be explored. Results:Computed dummy loaclsand possiblypre- ESV Conference is an excellent forum for the interna- diction of injury severities. tional discussion in these important fields. This new COMPOSITE Lateral Test Procedure Consideration might be given to extending the providesa rcproducibleassessnrent of vehicleperfor- interval between conferences to more than two years manceas well as occupantloads without complicated, to permit greater progress to be acltieved and demon- expensiveand time consutningtest methods'It avoids strated. SECTION 3. RESULTSOF THE INTERNATIONAL EXPERIMENTAL SAFETY VEHICLE PROGRAM

ESVWI ft972l

PaEsive Sef€ry: ,. Crashwrthin#B in t$ts: , 50 mph frontslfixed banior - 75 rnph head-qr (ilr-i.)-(:irr - 30 mph car-to. cEr :lidc impact - 40 mDh reEr'endcar to-cdr - Oole,roet and irurnpertest$ O FiEt prsEiw r.rtreint ayst8m ond prelorder lshoulder and knee bell) O BenefiU(:osta^alysss of stendards

Active $slety: C) Antr Fkrdsystern "Sil8nt C] co pilot" Engrne End Tran€miE8ion: O 4-cylinder oir-c@led n8r sngine (l0O DIN hp) tl Autortatrc gear hox il 30 70 mph/ 16,3 sec

Emi6tions: O Cornr)lie$wirh 1973 US standerds

Research @votxswnceru " rr,

ESVWll(197'll

Passive Satety: O Crsshworthiness in testsi - 40 mph fdntsl fixed bErior - 60 nrph heild-on cer-to-cdr - 3() mph cnr t0-cnr side rmpact - 30 nlph rsor-ondcar-to-car - 43 mph rollover - oole and bumoer tests O PASSivet)reloaded restreint Systent (shoulder belt dnd knq€ bArl O PedestriEnprotectron O Hydrdulic bumper

Actlw S6lbtv: O Mers all US requirdmgntg Engine and Transmiscion: O 4-cylinder water-cooled front 6ngin6 (70 DIN hpl Emiaaima End Fscl Econoflv; O Complies with 1973 - U$ stondards

(DvorKswAcEN Rgsorch

lRvw I (1977)

Pasrivo Saltty O AEording ESVW ll :

Actt6 Arffiyi O Masts all US requirements Englru and Tarnrmisim: L) 4-cylinder Diesel 6ngine turbfthrrgGd (70 DIN hD) O 5 gear box O O - 60 rnph:13.5s6c

Emi$idn: O Exhoust: - O.?3 g/n HC - O.83 g/m co - O.96 s/m NO. O Noise 71 dB (Al

Fusl Economv: O City Highuy Composita 66 mpg 69 mps 60 mpg @vor.xsmcrn

RSVW0e75)

Fa8rive Safotyi Lf Systsm-anslyEoe: - US trotric ond accident prqecliqng - Economrc and autodobrle usag6 trGndt - Possrble safery nreasures suppodsd by b0nsf it/soit ilrlrlyJt! - PrinciFle of Cons;slent Conddions" - Comnniih,Irv studv

Actlvs Satoty: O Crosh ovoidance etudy: - Vw dflvrng Frmutator - Realvehicles Develooment ot sEcifi@tiffr - Measureslo improve.lclive safety Enqins end Tronsmissiod: O Fofrr plrnt syslom-antly5es

Emissionsand Foel Ecanqhv: ( ) Powerplanl svslem-enelyses

69voLKswAeEN EXPERIMENTAL SAFETY VEHICLES

|RVW2 (1980) Pass,vesEretv, rr crashwodhinessin""' _ tB il31:rj"l:,f;;::,H,i#",, :,i - 30 rrrohrca' end hf,rrer-to-car O Three.poinibelt restrErntsystcrn wilh pfeloFder Active Sofety O Torsoil-beErrrrcaf Exlewith irnck-core{irrq Daarlnos Enqine and Transtrrissioni D 1.3 l4-cylinder ensiilo(75 DIN hpl: - o :t.l$r. ,;3;li, ,'l 3+tqeatDox Efrission6: O Exhaust: - 15 85 g/restCO 67 !/test -2t).3 gltectHC+NOr 205Elre5r O Noise73 dB (Al Fuel O City 90 knr/h 1?0 km,/h comlrirrod(1/3) Consumption: 8 5.3 74 6Sl/100km/h Ll Meosores- Fngine{railsdlicsionrllnnn$em (tuels9ver,.Stop/6iad) - ulgn conrpressionwith knockconrol 13 :1 - Optirrrrzedaerodvnorllics c,, = 0 33

@vorxswlcrn Research

tRvw 3 (1984) Fas8ivs Saletyr i I (lodplis sith all US stsnderds i) Thrse-pointbelt wilh alafrpsat thc heightsdiustEble uppersnchor parnt Adive S6fciyr- iJ Air iprings sl tlle front Endrear Exles, controllrriqr de lrciqhl comtod nnd drag coelficient O Lord dtjp|rrdcntdsmDinq tst the relt lxle O Ailti ckid system O Ant slip svstem O N{vigntionsvstem O SPccddeDendenl tnrwet stcqing O Tifesw rh erTrerqerrcvrunnrng propeny Engine and Trsnsmission: O 1,8 | 4 cvlinderefqrilH supcrchsr$ed (Digriet) O M 5 A Senrhox: auioilllticEllysh 11between 4th ond sth gear O0 l0Okm/h:74sec O ToF speed:212 ktrr/h1132 mph) Emissiqnt end Fuel Cqnsudption: O Automf,ticrndintor grills control C Co[rplieswiih ECt 15/04 .rnissionlimits

@vor-xsuceru Research

'liri.iliiiifrilffi , r'rlrrliliiill

\l rll ""r+ll*,lr ,,,,,,,,,,i{,

i,rffi

38 The Original Goals and History of the NissanESV Program

ters. It was felt that this would provide adequate ,tr spacefor occupant survival, in line with the occupant Japan injury criteria already specified. The condition for visibility was selected in consideration of practical The theme I have been asked to speak on is the driving requirements. original goals and history of the ESV Program in The Nissan ESV yielded many basic safety technol- Japan. I would like to addressthis topic by reviewing ogies. The main features of the occupant protection the course of our research and development work on system included an airbag in conjunction with three- thE ESV. point seat belt for the driver and an airbag in In 1970, the U.S. Department of Transportation conjunction with lap belt for passengers.The peri- proposed that an international ESV Prograrn be scope improved rear visibility and the urethane- initiated for thc purpose of improving vehicle safety. covered front bumper provided better protection for We were in full agreement with the aims of this pedestrians. program and decided to give it our complete support Our ESV project contributed greatly to the estab- and cooperation. At that time in .Iapan, too, traffic lishment of many basic safety technologies. These accidentswere rising sharply along with the increasing included simulation techniquesfor analyzing handling number of vehicles on the road. Therefore, we felt and stability properties. The mechanism through that it was important for countries to cooperate in which the body construction absorbs energy was also carrying out researchto enhancevehicle safety. clarified. However, the high collision target speed of Thc international ESV Program can be broadly 50 miles-per-hourhad been achievedonly by sacril'ic- divided into the diff'erent phases.Nissan's R&D pro- ing other areas of perl'ormance. One problem, for grams have progressed from our ESV, to the Nissan instance, concerned the reliability of the new mecha- Safety Vehicle, to the Nissan ResearchVehicle-Il. At nisms developed for the airbags and preloaded seat- each stage we have incorporated our own ideas into belt. Another problem was that the utility of the rear the programs and have focused on the establishment seat wa$ greatly compromised by the feeling of of technnlogies for building safer vehicles. Let us take oppression caused by the airbags. These and other a closer look at the aims of each of the projects, the drawbacks raised the question of whether an ESV results achievedand some of the problems that were vehicle was actually feasible in terms of cost effective- encountered. n€ss. DOT called upon countries around the world to Upon completionof our ESV project,we began participatein the ESV Project. ln 1970,Japan became searching for the next direction to take in safety an official participant in the 2,000-pound class. The technology. That was around the time of the first oil Japanese government and the Japan Automobile crisis in 1973. The resulting requirementsfor energy Manufacturers' Association worked out the specifica- and resourcesavings greatly increasedthe demand l'or tions fbr Japan's ESV in reference to those of the compact cars. Subsequently,they also had a major U.S. vehicle. R&D programs were then launched by impact on international ESV research.This led to the Nissan, Toyota and Honda. Research Safety Vehicle {RSV) Project, which re- Our main objective was to focus on improving flected the idea of safety improvement harmonized safety technology for small cars in contrast to the with the three well-known E-factors-energy, econ- U.S. project. Even before the first oil crisis, the omy and environmentalprotection-as well as aggres- Japaneseautomobile industry was working hard to sivenessand compatibility. improve the safety of small cars. At Nissan, we The RSV Project involved the 3,000-pound vehicle decided on a four-passengerESV, weighing 2,500 class, with a target speed of 50 miles-pcr-hour for pounds. frontal collisions. Nissan did not participate in this The Nissan ESV had the same fundamental aims as project directly, as we developed our Nissan Safety its U.S. counterpart, although we also incorporated Vehicle in line with our own collision conditions, our own specificationsin severalasflects. One of these though we did refer to the RSV Project specifications. was the condition lbr rear collisions.Since the moving We aimed to develop a four-passengersubcompact, barrier weighs 4,000 pounds, the collision speed was weighing 2,200 pounds, which was intended for use in lowered to 40 miles-per-hour. That yielded an energy the 1980s.The objective of this experimentalvehicle value equivalent to a collision at 50 miles-per-hour was to determine what levels of S3E performance between the Nissan ESV and another vehicle of the could be achieved. A collision speed target of 40 same weight. We set the allowable safety limit for miles-per-hour was set for the NSV. This speed was compartment intrusion at a maxinrum of 125 millime- chosen in view of the cost effectivenes$ question

39 EXPERIMENTAL SAFETY VEHICLES which had beenraised in our ESV project. Studiesof First, the Nissan ESV project. This work was accidentdata indicated that this speedwould cover carried out in conjunction with the original DOT 9590 of all fatalitiesand injuries sustainedin liontal proposal.In this projectwe examinedthe technologi- '75v/o collisionsin Japan and of all fatalities in the cal possibilitiesfor improving thc safety of compact United States. cars. The major objectivehere was to enhanceoccu- One result of the NSV project was that it identified pant safetyin collisionsat 50 miles-per-hour. the issues involved in assurirtgoccupant safety in Next, the NSV project. This project reflectedthe subcompactcars in collisionsat 40 miles-per-hour.It economicand socialenvironment at the time of the also yielded new insightsand technicaladvances for first energy crisis. In this project, greater attention reducing aggressivenessand improving other safety was given to the developmentof a subcompactcar aspects. that would provide a practical balanceof economy The developmentof the first two vehiclesclarified a and utility, in addition to safety. number of issuesregarding occupant protection tech- Then, in the 1980s,Nissan's NRV-II has been nologies. Consequently,the focus of attention now developedto meet the stronger needs for greater shiftedto the developmentof subsystems. energyand resourcesavings following the secondoil At the same time, the field of active safety, crisis.Electronic devices and new materialshave been including the human-machineinterface, came to be used extensivelyin this vehicle to improve safety regardedas a key factor in building safer vehicles.In technologies,focusing in particular on the human- addition, the second energy crisis in 1978 saw oil machine interface. The CUE-X representsa further pricesdouble, causing near panic in someareas of the refinementof accidentavoidance capabilities and the world. This situation made it necessaryto achieve human-machineinterface through expandedapplica- even higher levelsof fuel economy.In view of these tion ot technologicalinnovation. new requirements,we developed the NRV-IL In In the processof carrying out theseprojects, many developingthis 1,800pound (850-kilogram)class vehi- new advancesand further refinementswere achieved cle our aims were to improve accident avoidance in safety technology. ln addition, by incorporating capabilities,utilize alternativefuels and achieveweight thosenew developmentsinto the experimentalvehicles reductions,while maintainingthe economyand utility for evaluation,we were able to identify many of the of a subcompactcar. issuesinvolved in achievinggood harmony between To attain the goals set for this vehicle, we made safety,utility and economyin cars. Solutionsto those extensiveuse of the remarkableadvances that were issueswere then sought by shifting the focus of our being achievedin electronicsand compositematerial$ work to subsystemdevelopment. A number of the at the time. new technologiesthat were developedin our ESV A "drive information system" and other techniques program have already been incorporatedin our pro- were developed to reduce the driver's workload. duction vehicles, such as energy-absorbingvehicle Researchinto drowsinessresulted in a drowsiness structures,urethane bumpers, a four-wheelanti-skid warning $y$tem.And a turbochargedmethanol engine brakingsystem, and many others. was developedto take advantageof substitutesource$ Safetyissues have to be treatedcomprehensively in of energy. terms of three aspects;the vehicle,the driver and the Following the NRV-II, we have continuedto push environment.During this century,the automobilehas ahead with various program$ aimed at achieving becomeone of the most useful and convenienttooli higher levels of vehicle safety. For example, our of modern society.On the negativesidc, however,we concept car, CUE-X, is a four-wheel drive vehicle, have the fatalities and injuries that occur in traffic which incorporatesmore advancedelectronic technol- accidents. It is our responsibility as 20th century ogies, especiallyin the area oF the human-machine citizensto minimize this negativcaspeot, so that we interface. can pass on to the 2lst century a more refined Some of its technicalhighlights are a laser radar transportationsystem. sysem, an electronicallycontrolled four-wheel anti- Another positiveresult of an integratedapproach to skid system,a high-capacity,actively controlled sus- traffic safety,including the ESV program, has beena pension system, called HICAS, one result of four- significantreduction of traffic fatalitiessince 1970. ln wheel steering technology, and a satellite drive view of this achievement,I believethat the interna- information system. tional ESV conferenceshould be continued as a I havegiven you a brief outline of the aims, results forum whererepresentativcs of governmentand indus- and problemsencountered at each stageof our ESV try from around the world can meet and exchange program. I would now like to sum up again the aims their experienceand knowledge about automobiles of the different projects. and traffic systems. r+0 Panel Two: ESV/RSV Accomplishments What Was Accomplishedin ESV/RSV? Kenichi Goto, Japan Automobile Research Institute, Inc. Japan

I have been asked to discuss the achievements we As for ESVs in Japan, specificationsproposed by have made in the ESV and RSV Projects. This is very DOT were partly modified consideringthat .Iapanese difficult to answer the question. If we $ay that we ESVs are small-sizedvehicles. But tests on Toyota's made a great deal of accomplishments, we will be and Nissan's ESVs revealedthat borh ESVs satisfied criticized unfavorably for not applying the accom- the specificationsin all test items. plishrnentsto new vchicles.If we say that we did not The RSV Project, on the other hand, aims at make many accomplishments, people will doubt our developing safety vehicles which meet consumers' competence as autornobile engineers and say that we trends, including environmental measures and effec- wasted the taxpayers' money. tive utilization of resourcesand energy in addition to In these two projects, we aimed at ideal safety cars. the perfornrancestargeted in the ESV Project with a We could have completed an ideal safety car in the view that they could be put into mass procluction in form of a prototype vehicle, but extensive evaluations the middle of the 1980s. on production method and cost would have to have It is true that these targets advanced those of the been made before they could be applied to a mass- ESV Project one step forward because the targets of production car. People will say that is why we are so the ESV Project aimed only at safery causing disad- slow, and we would have to answcr that we are doing vantages in the area of practicality. It is regreftable, our best steadily. howevsl, that among the five companies that partici- After all, we may have to answer formally that we pated in Phase I, most of them kcpt paying efforts have made a considerable accomplishment. To my for rneasuresagainst collisions and only two of them personalview, it rnight be too much to say that merits employed measuresfor avoiding accidents. and demerits of the projects are just about offsetting. Two companies participated in Phase IV. When We have made significant accomplishments but it also actually testing such cars, I found that they were yet is true that there were many points which should have to meet the targets in many points, and I felt that been made in other ways. their level ol' completion was rather low. Some cars To end the introductory remarks, I would like to were good in individual performances, but lacked the first talk about the ESV and RSV Projects. According balance in overall performance as cars for mass- to the former DOT secretary, John A. Volpe, the production. experimentalsafety vehicle in mind is a vehicle which I am not quite sure about ESVs of other countries is filled, from front bumper to rear bumper, with because I have not seen them personally, but I must maximum saf'ety concepts such as superior driveabil- say that the RSV cars' Ievel of completion as commer- ity, better view, fire-proofness and a less-pollution cial vehicleswas low compared, at least, with Japa- engine in addition to offering passengerprotection nese ESVs. lt would be fully worthwhile examining against collisions at 50 miles per hour and turnovers why they becamethis way while they were developed at 70 miles per hour. As for the ESV Projecr, the also with marketability in mind. One of the reasonsI DOT showed specificationsfor each of the five items can think of is that they were also developed with of (l) accident avoidance, (2) alleviation of injury at much emphasis on measures against collisions, al- collisions, (3) safety after collision, (4) saf'ety of though they had a wide range of targets mentioned pedestrians and (5) safety at stopping for the frurpose of pursuing the ultimate limits of safety technologies. Now, what were the accomplishments of the ESV- These targets were very high for that time, and I felt RSV Projects? that it would not be easy to realize these objectives. The foremost accomplishment of these projects can I examined the specifications carefully, and found be that they changed the concept of car body design. that some specificationswere unrealistic, insufficient, When I looked at ESV specifications for the first or obscure, and I thought that it could be better if time, I thought cars might look tike tanks. I did not they were a little rnore harmonious targetsas a whole. know the philosophy of car body design prevailing at Nevertheless,these targets were of great significance that time in the United Statesand Europe. In Japan, in the sense that they showed main directions for the main emphasisin car body designwas on clurabil- development. ity. Road improvements were slow in Japan even at

4l EXPERIMENTAL SAFETY VEHICLES that time, and demandswere high for vehicleswhich year. I think that there will be production cars with were equippedto run on bad roads. As roads im- air bagssoon in Japan. proved gradually,more and more users demanded Seat-beltshave been developed to meetthe comfor- higher performance,and it was just about the time tability requirementof RSV, and seat-beltswith ELR when the design of cars for lighter weight began. were developed.The useof seat-beltswith ELR from Lighter cars were examined,however, only for im- 1985was stipulatedby law also in Japan, and this is proving their durability. the only law which implcmentedthe accomplishments The ESV Project was made public just about this of ESV. time. and various discussionswere made on how we The developmentof anti-skid brakeswas going on could managethe rigidity of car body to satisfy the before the ESV project started,but it can be thought specifications.The answerwas the developmentof a that the anti-skid brake is one of those of which car body which had a structurefor absorbingimpact developmentwas acceleratedby the ESV-RSV energies.It is a great accomplishmentof ESV that the Projects.The numberof caseswhere anti-skid brakes concept of collision safety has been implcmentedin are usedin productioncars is increasing. the car body design. I have describedthose which appear like accomplishments,but Japaneseautomobile manufacturers iield is the development Another of accomplishment are developingexperimental safety cars by themselves earlierthat there was of simulationtechnology. I said even after the RSV Project. Toyota ESV III and on measuresagainst collisions, but too much emphasis Nissan NRV II, ibr example,were exhibited at the it was not too bad for simulationtechnology because ESV lnternationalConference held in Kyoto. the developmentof'simulation technology owes much There is a trend of continued effort for safety to studieson collisions. Studies by simulation were measures,such as Project 2000 o1'thc West German carried out not only on car body rigidity but also on government,for devclopingprototypc safetyvehicles, behaviorsof passengers. and such a trend can be said to be one of the The survivalspace of small-sizedcars, like Japanese accomplishmentsof the ESV Conference. cars, is small trom the out$et,and the permissible Before ending my talk, I would like to add a few rangesfor arrangementsof the dash board, steering words. That is, it is 17 years now sincethe ESV wheel and seats and others are limited. and their project began; seven years have passed since the examinationby simulationwas very useful. The simu- evaluationof RSV ended. lation technologyis utilized widely also for designof This may not be the time to discussthe old past currerrtproduction vehicles. problemol what the ESV-RSVwas. I think that the As for thc air bag, there were many difficulties in discussionsto be made in Part 3 following our session its development,but it was impressiveto seethat air are far more important. When we have this confer- bags for RSV were much better in reliability than ence next time, we should have ample time for thosefor ESV. As a result, air bagsare being applied discussionon what we should do in the future for to productioncars in other countries.In Japan,air sal'etyproblems of motor vehicles. bags were not usable because of the Explosives The discussionswe had this time could be meaning- Control Act. The law has beenrevised since then and ful still as a reviewon ESV-RSVto concludethe aee it is now possibleto use air bags for cars from last of ESV-RSV.

42 PanelThree: Future Directionsin Advancingthe State of the Art in Motor VehicleSafety Statementhy

Bertil Aldman, safety program of this kind. For mainly the same ChalmersUniversity of Technology, reasonsas I mentioned earlier I believethat there is a Sweden need for this. The fact that most automobile manufacturers present their own concept cars at intervals It is indeed a privilegefor an old academicto be seemsto point in the same direction. But perhaps it invitedto participatein this panelwhich turns to the will not be necessaryor even desirableto duplicate in future. The two other panelsin this morning session the ESV research efforts what is already being done 11,| have evaluatedthe past and summarizedthe present by the car manufacturers. However, sornc kind of :i situation.Before I beginto discusswhat I think could coordinated effort may be needed to enhance the be an operativeprogram for the future, I would like safety of all road users. to make someshort remarksabout thc valueof what It is of course necessaryto continue the transfer of hasbeen achieved so far. technical knowledge into safer means of road trans- Thereis no dor.rbrin my mind rhat rhe ESV/RSV port, which if not started was anyhow catalyzed by program, as it has developedover theseyears, has rhe ESV/RSV program. beenvery successfulin at leasttwo respects: l{owever, there is one link in this transfer. in which almost all of us hcrc have some which i1 r first, it has brought togetherpeople from experience,but has not really been scientificly studied government,industry and researchand made or developed in this particular I am thinking process them work togethertowards a commongoal: context. of the of transforming wishes" to savelives. This in itself is an achievement desires or formally expressed plans of greatimportance. into standard requiremcnts and rulemaking. Normally, a group ol'people will undertaketo look second, it has influenced the design and '.i at one particular conrponent or ore particular crash construction of production cars, which are mode and try to come up with the best possible now clearly safer to the notoring public than standard and test procedure for this purpose. Such fifteen years ago or before this program groups of well qualified people meet parts started. in different of the world in diff'erent organizations and rnake a When we now turn to the future we have therefore marvelous job ol' producing perfect test methods, a sound basis from which to start and a great standards, and rules for their particular area of challenge to go further from these higher levels of interest. knowledgeand performance. This is the way in which we have managedto create One problem which immediatc'lycomes to mind is the conditions necessary for producing better and whether the total vehicle development concept is safer motor vehicles. But at the same time, thi$ viable in today's researchactivities. I believeit is, and processis such that it does not automatically lead to would like to explain why I have come to this an optimal solution in a total vehicle concept. I think conclusion. nobody will deny that the irnperfectionsof this system What has been learnt in severalstudies during these have also crcated problems. When we consider cars years is that the kinematics of the entire car and its being produced for a world market, it seemsunneces- occupant as wcll as several separate car structures sarily difficult and costly that these vehicles should influence the injury producing proce$s. A restraint have to comply with a large numbcr of different and system is therefore not only an airbag, a three-point sometimes conflicting rules and standard require- belt, or a head rest" The function of thesecomponents nrents, is greatly influenced by the construction of the seat, It has become popular recently to raise one's voice the floor, the steeringassembly, and other car struc- and cry frtr international harmonization of standards. tures as well. But, while harmony is a word with a nice ring to it, In our efforts to reduce the severity of accidental harmonization to almost everyone means a kind of injuries the total vehicle development concept will bargaining which results in giving up something he have to be retained bccauseof thc complexity of the feels important to his product, his country, or what- situationsin which the injuries occur. ever. The reason for this is partly that a lot of work In this context I would also like to comment shortly has been done to produce these standardsin thc first on the place of the full-scalevehicle development in a place and partly becausemost people think of this as

43 EXPERIMENTAL SAFETY VEHICLES

such a complexproblem that one can only deal with system: the motor vehicle and its occupants, different one standardor rule at the time. I am not going to driving conditions and traffic environments as well as join thc group that cries for harmonization of the other road users. The models would lrave to be presentstandards on an internationallevel now, but designedto accept data about all kinds of accident would like to propose a different approach to this modes, even some odd ones; their respective fre- problem. quencies,and severiticswould be used with an appro- Imagine as a first step a reseatchprogram aiming at priate weighting factor to simulatc conditions in the creation of an optimal combinationof rules and different parts of the world. requirementsin which all the different accidentsitua- Much of this exists of course already but would tions would simultaneouslybe taken into consider- probably have to be capable of being combined and ation. used I'or this particular purpose in a systemsapproach In a second step the results from this endeavor to this problenr. Theoretical studies in this field would could bc comparedwith the presentset of standard, probably also have to bc complemented by practical rules and te$tprocedures. The aim would be to assess tests using mechanical and biological models and the total, combinedeffects of the differencesbetween eventually full scale dummies and cars. this and the existing individual requirements,which An approach of this kind could be seen as a logical constitutesthe problcmswe haveto copewith today. continuation of the present ESV/RSV program as it A third step could then be to discussthe feasibility would address some of the problems which have of globally substituting the new set of standard surfaced in the process and would demonstrate what requirementsfor the presentset of national rules. degree of safety, under all conditions and to all road In a program of this kind it would probably be users, it would be possible to build into production necessaryfirst to define a set ol' ntodels, which vehicles on the basis of the current state of knowl- eventuallycould be combined to simulatethe entire edge.

Statementby

GeorgesDobias, First, the most evident problems have al- InstitutNational de Recherchesur les ready scientil'icsolutions, even if these solu- Transportset leur Sdcuritd(INRETS), tions are not yet adopted in normal produc- France tion. Secondly, the large introduction of electron- It is a difficult task to look to the long term future. ics and we may expect, from it, an improve- First. I would like to make someshort remarkson the ment of the safety. The PROMETHEUS work alreadydone since l7 ycars. Project, of the European car manufacturers, A lot of excellentwork has been done and the can improve the driver's behaviour-by technicalresults made by car manufacturersare pretty aids*, the safety maintenance of the car, the good;with the inprovementof the drivers'behaviour, driving on infrastructures-in bad weather, it explainsthe evolutionof safetydata. for examplc, and the mixing of the car in the Some researches,in course,have to be completed, general traffic-for example, to appreciate that is protection for side impact, protection for the safety distance. pedestrians,protection for small children.The most The normal effect may be a reduction of the evident protectionsare behind u$, except for heavy number of collisions and, also, the speedof duty vehicles.The numberof thesevchicles is growing occurrence of the crashes. This change in rapidly, together with their speed,their weightsand primary safety should also affect the types of dimensions.It is a worrying problem and new solu- crashesand change also the types and priori- tions have to be found to reducethe unsafeeffects. ties of secondary safety. I must remind you that road safety works like a Thirdly, the construction of cars will take complexsystem; the car is only a part of this system more composite materials, which may de- betweenthe driver, the other vehiclesand the infra- creasethe aggressivityof the cars; the project structures.lt is not sufficientto copewith the carsto CARMAT 2000, initiated by Peugeot SA, improvethe whole system. will precise the effects of the new compo- I seethree main changesfor the future: nents on safety.

L. SECTION 3. RESULTSOF THE INTERNATIONAL EXPERIMENTAL SAFETY VEHICLE PROCRAM

As a consequence of the changes, it seems to be But, I must also express my worries about the necessary to develop cost-benefits analysis to deter- increase of the speedsmeasured on thc roads and the mine the new kinds of types of accidentsand set up speedlimits of the new cars procluced.Il' this progres- new priorities. sion is going too fast, the gains in safety may be less New tools will be developed, by mathematical than expected. simulation, first in biomechanics as said by Mr. All this work needs a closer international coopera- Aldman, secondly in car stability as already said by tion and the ESV meetingswill have a more important Mr. Coto and Mr. Frig, but also in ergonomics to role to play in the future. insure that the electronic aids given to the drivers will be used by them in the senseof safety.

Toyota ESV and SafetyDevelopment

Yutaka Kondoh, The ESV-I was developedin about 3 years,starting Toyota Motor Corporation, from 1971. Japan 1971 1972 r973 We developedToyota ESV-I under contractwith Prellmrnarv Fecesfch rnd concspt the JapaneseGovernment. I would like to review our EE r.d vehlcls R&D results regarding the car from the viewpoint of I E I today, l3 years after its development. 0l Pilhrrv Pr6t6tvDA I #- | Toyota ESV-I was designed as a 2,000 lb.-class ru_l I Frbricotlonond EY.luotlonol Frlhs.y FrototyF compact 2-seatertouring sedan. It was not a modified I E=!ru EI version of a production vehicle, but was of a totally I rl cond!.y ProiotyP. t =+l new design. ln designing this model, the latest tech- I -] I Frb.lililon ft t Evrl!!ilon ol secondrry Prololypc nology at that time was adopted, apart from a I I conventional design concept. tsoth front and Q€lv€rv lo JaDn, , (:ovornmof,l rear I Ei windows were designed for full fronf and rear views. Figure2. Time echedulefor ToyotaESV-I Large, isolator-type energy-absorption bumpers were installed on the front and back. The wide tread and low gravity center balancethis car securely. Large rear The new technologiesadopted in ESV-l can be seen conbination lamps contribute to better visual percep- in Figures3-5. tion. Toyota ESV-I, designatedas an experimentalvehicle in quest of an even broader technological feasibility, was developed to nteet the Japanese specifications.

OverallLength: 4300mm

OverallWidth;1800mm

LoadedHeight: 1360mm

Wheelbase:2300mm

Tread(Fr.,Rr.): 1500mm Figure 3. TOYOTA ESV-I main safety devtcee (acctdent Curb Weight:1290k9 prevenllon)

Capacity:2 Persons Accident-preventioninnovations include service Engine:1s88cc, 102HP brake deviccs,a speed-sensitiveheadlamp system, a failure warningboard, a single-wiremultiplex network Flgure1. Dimenslonsof TOYOTAESV-I system,and center-concentratedcontrols.

45 EXPERIMENTAL SAFETY VEHICLES

Development costs were very high, reaching 2 billion yen, or 7.5 million dollars,calculated at the currencyrate at that time. One hundred experimental models were manufactured,of which l0 were deliv- ered to the JapaneseGovernment; some of these l0 werealso evaluated by the U.S. Government. Although the ESV-I attained almost all of the performancetargets created for it, the vehicle was excessivelyheavy. This meant that its aggressiveness would increase,it could not be producedcfficicntly, it would be very expensiveto buy, even if masspro- duced. The ambiguity of its performanceevaluation for new technologyalso poseda seriousproblem. little Figure4. TOYOTAESV-I maln salety devices ln restrospect,I must admit that very safety (crashworthiness) technologyfrom the ESV-I was introducedinto our production vehicles, in spite of the tremendous Among the new technologiesrelated to impact amount of resources,such as manpower,money and alleviationsare the energy-absorptionsubframe and facilitiesspent in this project. This resultis considered pursuit techno- large,isolator-type energy absorption bumpers. These to have been due to the strenuous of front and rear bumperswere designedto completely logical feasibility without paying sufficient attention prevent damagein a 15 km/h fixed-barriercollision. to public acceptance.Without fully consideringcost/ benefit, harmonywith societyand primary purposeof automobiles,we placed too much emphasison the developmentof a vehiclcwhose purpose was occupant safetyin high-velocitycollisions.

. TremendousAmount of ResourcesSuch as Man- power,Money and FacilitiesWere Spent in This Project

r Very LittleTechnology Was Introducedinto Produc- tionVehicles due to Lackof PublicAcceptance Figure 7. Conclusion of TOYOTA ESV-I development

Toyota believes that accident prevention and occu- Figure 5. TOYOTA ESV-I main salety devices pant protection technology should be developed in (occuPant Protection) view of the vehicle's role in these three factors: Human, Environmental, and Vehicle. Under this safety policy, Toyota has been committed to improv- Maj:'rr new technologies related to occupant protec- ing automotive safety. tion are a radad sensore gas bag syster'I, passive lap belts, and a new safety seat. To implement the ESV-I development project, a AccidentPrevention and OccupantProtection Technol- team of 40 engineers was organized to stay with the ogy Were DevelopedSteadily in View of the Vehicle's project from beginning to end. During the course of Role in These3 Factors: the project, more than 200 engineers were used. Related parts manufacturers also extended gcnerous Human cooperation. Environmental Vehicle r Formationof the ProjectTeam Flgure8. TOYOTA'sefforts on vehiclesafety r MoreThan 200 Personsat PeakActivity Including 40 Fully-EngagedEngineers Let me here introduce Toyota's efforts in making r Cooperationwith $evEralParts Manufacturers productionvehicles ever safer. First, improvementof vehicleperformance for acci- Figure 6. Organizationof TOYOTA ESV-Idevelopment dent prevention.This includesefforts toward better

46 SECTION 3. RESULTSOF THE INTERNATIONAL EXPERIMENTAL SAFETY VEHICLE PROCRAM basic performance,higher reliability, fewer exterior Toyota has been doing its utmost toward achieving projections,highcr controllabilityand driver fatigue wcll-balancedirnprovements of these aspectsstep-by- reduction. step with careful consideration to developing every new production rnodel. Of course we have fabricated lmproved Vehicle Performance for Accident Pre- special experimcntal vehicles as needed for use in vention(1) assessingnew technologies. These efforts have already been realized in the r Basic Performance(Braking, Handling,Acc€leration) Toyota vehicles now readily available. For example, r Reliability you can easily see the 4-wheel Anti-Lock Brake System in the Toyota Supra, the Electronically Con- r Removalof Exterior Projections trollcd Transmission in the Cressida, Camry and so oll, the Electronic Instrument Panel in the Supra, r Driver Conlrollability Cressidaand Camry and the world's first electrically r Reductionof Driver'sFatigue motorized automatic belt system in the Cressida and Camry for the U.S. market. Figure g. Resulte of TOYOTA'e efforts on vehicle Toyota has been and will to safetY continue make steady vehicle safety improvement efforts as our responsibility Also in this category are prevention of misactua- to society.We should continue to make such R&D effort without tion, vehicle performance compatible with environ- compromising the primary purpose of the vehicles, iil ment, easieraccess to information and betterpresen- apart from an ESV project. We should J rrl tation of information. obtain more information about human toleranceand accidents. This is because of the still insufficient 4 lmproved Vehicle Performance for Accident Pre- knowledge as to the human tolerance needed to fully vention(2) evaluate where the largest improvement in vehicle safety can be achieved. Regarding accident data for r Preventionof Misactuation sfalistical analysis, it is our desire that automakers r Vehicle PerformanceCompatible with Environment should be given more opportunities to participate in discussions. These points were included in the r EasYAccess to Information NHTSA conclusionsat the 5th ESV Conference.We must review what is going on regarding these points. I Presentationof lnformation Figure 10. Results of TOYOTA's efforts on vehicle safety We should

. Make Such R&D Efforts Without Compromisingthe Approachesto better vehicleperformance for occu- Primary Purpose of the Vehicle. pant protection include integrity of the passenger compartmentin collisions,as well as collision impact . Obtain More Information about Humen Tolerance alleviation,removal of interiorprojections, prevention and AccidentData, of occupantejection at collision,prevention of fuel r Promote Safe Driving and Safety Seat Belt Usage spillageand other secondarydamagc, and easyrescue - The Most EffectiveMeasures to Save Lives. and evacuation. Flgure 12. Summary lmprovedVehicle Performance for OccupantProtection Furthermore, we should promote safe driving and I Integrityof PassengerCompartment safety seat belt usage to make the best of the potential which the current production vehicles have to ensure r lmpactAlleviation occupant safety - those are the most effective mea- r Removalof lnierior Projections sures to save lives.

r Preventionof Occupant Ejection

r Preventionof SecondaryDamage

r Easy Rescue and Evacuetion

Figure11. Results of TOYOTA'g efforts on vehicle salety