Copyright 2002 eMediaMillWorks, Inc.
(f/k/a Federal
Document Clearing House, Inc.)
Federal Document Clearing House
Congressional Testimony
February 27, 2002 Wednesday
SECTION: CAPITOL HILL HEARING TESTIMONY
LENGTH: 9672 words
COMMITTEE:
SENATE APPROPRIATIONS
SUBCOMMITTEE:
TRANSPORTATION
HEADLINE: FISCAL 2003 APPROPRIATIONS
TESTIMONY-BY: JEFFREY W. RUNGE, MD. ADMINISTRATOR
BODY: STATEMENT OF JEFFREY W. RUNGE, M. D.
ADMINISTRATOR NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION BEFORE THE
TRANSPORTATION SUBCOMMITTEE OF THE COMMITTEE ON APPROPRIATIONS UNITED STATES
SENATE
FEBRUARY 27, 2002
Madam Chairman and members of the
Committee:
I welcome the opportunity to appear before you today to
discuss the FY 2003 budget and programs of the National Highway Traffic Safety
Administration (NHTSA). As the new Administrator for NHTSA, I am looking forward
to working with you. The longstanding support of this Committee has allowed
NHTSA to make significant advances in highway safety for the Nation. I am very
pleased to appear with the other panel members to discuss significant highway
safety issues.
NHTSA's FY 2003 budget request of $430 million supports
the Administration's goals of providing a citizen centered, results oriented,
and market based government. In concert with the Department of Transportation's
priorities of safety and security, growing transportation system capacity, and
fostering competition, NHTSA's budget supports programs directed at
significantly improving the Nation's highway safety by reducing the number of
highway-related fatalities and injuries and the resultant traffic-related health
care and other economic costs. The agency's highway safety programs continue to
place primary emphasis on developing, promoting, and implementing national
educational, engineering, and enforcement programs aimed at reducing the number
and severity of road collisions and mitigating the consequences of crashes.
NHTSA's programs have demonstrated a long-standing positive influence on
decreasing highway traffic-related injuries and their devastating economic
impact, which amounts to over $150 billion annually. We are pleased to report
that the Department has met both the highway fatality and injury targets
established for FY 2000. As a result of NHTSA's continuing program support,
traffic fatalities decreased from 51,091 in 1980 to 41,821 in 2000. Non-occupant
fatalities also continue to decline, and fatalities among children aged 0 to 4
and 5 to 15 are steadily decreasing. The child passenger restraint use rate has
also risen radically over the past few years, as child passenger fatalities
continue to decline. From 1990 to 2000, the number of younger drivers (aged 15
to 24 years old) involved in fatal crashes declined 14 percent, and the
percentage of intoxicated drivers in the 16 to 20 year old group who are
involved in fatal crashes declined by 29 percent. In addition, passenger vehicle
occupant fatalities and non-occupant fatalities both declined, 0.1 percent and
4.6 percent, respectively, from 1999 to 2000.
However, despite this
impressive track record, recent statistics reveal motorcycle fatalities are up
15 percent from 1999; vehicle crashes continue to be the leading cause of death
for persons aged 4 to 33; and although seat belt use increased by six percent
from 1999 to 2001, it improved by only two percentage points over the last two
years. In addition, alcohol-related fatalities increased from 38 percent in 1999
to 40 percent in 2000. Obviously, much more needs to be done, and NHTSA is
dedicated to meeting the challenges.
Program Highlights:
Results
Oriented Performance Measures
NHTSA's FY 2003 budget is both
performance-based and results oriented. In order to assure that our programs are
working, we need to have reasonable targets and reliable methods to measure our
progress. To that end, one of the most significant changes in the way we conduct
business is our recent development of improved and more realistic methods used
in establishing and measuring the alcohol-related fatality target and the seat
belt use target.
Alcohol-related Fatality Target Revision
The
targets specified in the Agency's FY 2001 and FY 2002 performance plans were
interpretations of a goal to reduce alcohol-related highway fatalities to 11,000
by 2005. The measure used to track progress toward those targets, percentage of
highway fatalities that are alcohol related, does not present an accurate
picture of progress. This is because, as overall fatalities decline-due to
increases in seat belt use and effects of other safety countermeasures-the
percentages of alcohol- related fatalities could increase. NHTSA is currently
analyzing data from previous years and developing a more realistic performance
measure and target.
Seat Belt Use Target Revision
Seat belt use
in 2001 increased to 73 percent-an all-time high. Yet, this rate was well below
the 86 percent target for 2001. That target was based on a stretch goal of 90
percent use by 2005. NHTSA determined that this performance target was also
unrealistic and required revising. The agency has set a 2003 seat belt use
target of 78 percent. NHTSA reviewed the individual State seat belt use goals
for 2003 and the results of the analyses led the agency to determine that the
appropriate target for 2003 is 78 percent. This goal is reasonable and
challenging. Over the past several years the agency has been converting
approximately 8.5 percent of the non-seat belt users, each year, to seat belt
users. Continuing to convert this number each year becomes more difficult, as
the set of "hard core" non-users becomes a higher proportion of all non-users.
Current seat belt use saves 11,000 lives and prevents 2 million injuries
every year. For each percentage point increase in seat belt use, 3 million more
people buckle up, saving approximately 226 lives and preventing over 3,700
injuries each year. Achieving the 2003 target will result in 15 million more
people buckling up, saving 1,130 more lives and preventing 18,500 additional
injuries.
Citizen Centered Programs
Americans expect the
government to assure their safety on the highways. NHTSA is responding to the
public's insistence on safer vehicle travel and is taking the lead in developing
new and supporting proven program interventions. The FY 2003 budget request
includes a strong commitment to changing driver behavior, improving vehicle
crashworthiness, and sustaining research and development activities to support
the agency's behavioral and vehicular programs.
The agency has provided
the American public with strong behavioral programs centering on the highway
transportation environment. These include impaired driving, occupant protection,
and high visibility traffic law enforcement. Recent success in the Click It Or
Ticket campaign demonstrates the efficacy of working with our State and local
partners to achieve our priorities of increasing seat belt use and reducing
impaired driving.
Involvement of our partners in the State and local
governments, safety organizations, law enforcement and judicial areas, and the
private sector has proven to be the most valuable asset to NHTSA's program
success. Throughout FY 2003, we will continue to rely on their expertise and
dedication in adapting and implementing innovative and proven strategies, as
well as their continuing feedback on successful techniques that the agency can
incorporate in future NHTSA programs. Emphasis will be placed on such programs
as passing primary enforcement laws, increasing enforcement of current laws, and
expanding public education on the benefits of child safety seat and seat belt
use.
The success of these partnerships is demonstrated through last
year's new Internet-based child safety seat fitting station locator service.
Using this on-line service, consumers may obtain local contact information for a
child safety seat fitting station or certified child passenger safety technician
in their area to ensure safety seats are installed and used correctly. As of
December 31, 2001, the website locator had 3,464 child safety seat inspection
sites listed, and there were a total of 22,381 certified technicians and 1,037
certified instructors. This year, NHTSA is partnering with Daimler Chrysler to
expand and improve our services by adding a toll free number, allowing those
without access to a computer to receive fitting station and technician
information.
In addition, the NHTSA Auto Safety Hotline will continue to
educate the public about vital transportation safety issues and provide a
mechanism by which consumers can report potential safety defects in motor
vehicles and motor vehicle equipment. In FY 2003, the Hotline will be upgraded;
using advanced features that customers have come to expect from a hotline
service.
NHTSA Programs Promote Safety and Security Priorities
Safety
We are conducting research on vehicles equipped with
advanced occupant protection systems, child restraints, and vehicle tires; new
technologies for field data collection; and modifying the existing electronic
data collection system; improving National Automotive Sampling System data
variables; and continuing to collect data to determine real world effectiveness
of child safety seats in reducing injuries to children in motor vehicle crashes.
Additional activities include expanding our compliance test program to
incorporate proposed new standards and revisions to existing standards that
become effective in FY 2003 and beyond.
FY 2003 will be the first year
of implementation of the Child Restraint Ratings Program and the Dynamic
Rollover Rating Program for passenger vehicles. Funding in FY 2003 will be used
to conduct tests for these two new programs and to develop and disseminate the
ratings information to consumers. Other efforts to improve the safe
transportation of children in vehicles will be supported through testing to
address issues that arise following publication of the final rule on the upgrade
to the child restraint standard, FMVSS No. 213. Following the issuance of final
rules for new tire pressure monitoring systems, upgraded tire standards, and
improved tire labeling for light vehicles, by fall of 2002, the agency will
investigate the safety issues concerning retreaded tires on heavy trucks to
reduce crashes involving tire failures in heavy vehicles.
Real world
crash statistics indicate that 42 percent of tow away frontal crashes are full
frontal, and 56 percent are frontal- offset. Even after all cars and light
trucks have frontal air bags, we estimate there still would be 8,000 deaths and
120,000 moderate to critical injuries in frontal crashes each year. This budget
supports work that will continue toward the issuance of a rule to address
occupant protection in frontal offset crashes. Other important crashworthiness
safety standards work will include occupant protection in rear impacts,
including improved seat strength; school bus and motor coach occupant
protection; and upgraded side impact protection. Support also will be provided
for improvements in crash avoidance standards, including upgrades to the braking
and mirror standards for heavy trucks, and changes to the light vehicle head
lighting standard to address the significant public concerns regarding glare. We
will continue to conduct systematic assessments of all of our motor vehicle
safety standards to ensure that they adequately address current safety problems
and vehicle technology developments.
The Final Rule for frontal crash
protection, using advanced air bag technologies, necessitates future air bags to
be designed to create less risk of serious air bag-induced injuries than current
air bags, and provide improved frontal crash protection for all occupants. NHTSA
is conducting cooperative research with industry in the development of further
advanced air bag technologies. As part of the research on advanced air bags,
NHTSA has completed a series of rigid barrier crash tests with belted 5th and
50'h percentile dummies at 35 mph as well as unbelted 50'h percentile dummies at
25 mph and 30 mph. The crash test results showed that some of the vehicles are
able to meet the injury criteria established in the rule issued in May 2000.
Security
In support of the Department's national security
priority, NHTSA's FY 2003 budget includes reviewing and establishing Corporate
Average
Fuel Economy standards that will contribute towards the
more efficient use of fuel necessary for the Nation's transportation needs, as
well as decreasing America's dependence on foreign petroleum sources and supply
disruptions. Analysis of manufacturers' capability to improve the fuel economy
performance of their light duty vehicles; a review of automotive technologies
that could achieve higher fuel efficiency; the environmental implications of
higher CAFE standards; and the economic practicability of emerging technologies
will provide the basis for developing the most cost effective policies to
increase fuel economy and to reduce fuel consumption and costs per mile
traveled.
In addition, in response to the appalling tragedy of 9-11, our
Emergency Medical Services (EMS) program will stress the integration of routine
EMS response capacity with terrorism readiness resources. The program will
emphasize system upgrades that will serve both routine and emergency incidents
and mass casualty needs, such as improving surveillance and data collection and
strengthening EMS systems through collaboration with public health officials.
Market Based Programs Fostering Competition
Manufacturers
continue to look to NHTSA standards and vehicle safety consumer information as a
challenge in creativity to upgrade their products to exceed the Federal
standards. These challenges have provided bold and innovative achievements in
safer vehicle designs and have helped to stimulate a more competitive market
place. In addition to the NCAP frontal and side impact ratings program, and the
new Child Restraint and the Dynamic Rollover Ratings programs, this budget also
provides for vital work in the areas of safety standards compliance, and of
equipment testing, with emphasis on child restraint systems. We are also
conducting research in tire debeading and tire strength requirements;
possibilities for using advanced state-of-the-art technologies to greatly
improve braking in heavy vehicles; upgrading safety standards for frontal crash,
side impact, and roof crush protection, fuel system integrity, and vehicle
compatibility. NHTSA research provides greater incentives for manufacturers to
engage in their own research to improve their products. Our program activities
all add to strengthening the American economy and encouraging competition for
product safety.
PROGRAM BUDGET DETAILS
SAFETY PERFORMANCE
STANDARDS PROGRAMS
Funding of $10.4 million is requested to support the
Safety Performance Standards programs that include Safety Standards Support, the
New Car Assessment Program (NCAP), and the Fuel Economy and Theft programs.
Safety Standards Support
The budget request of $2 million will
support testing and analytical work for issues that arise on the final rule for
the child restraint standard upgrade; occupant protection in rear impacts,
including seat strength requirements; improving offset frontal crash protection;
upgrading safety standards for the next generation of occupant protection
systems for school buses; examining standards requirements for potential
application to motor coaches; and upgrading side impact safety standards to
provide better occupant head protection. Data collection for adapted vehicle
safety and for non-crash vehicle related fatalities also would be supported.
Crash avoidance rulemaking activities are planned for new requirements for
retread tires and tire pressure monitoring systems on commercial vehicles to
upgrade the heavy truck braking standard to accommodate electronic control
braking systems; to upgrade the heavy truck mirror standard to accommodate cross
view mirrors; to upgrade the light vehicle lighting standard to address issues
related to night time glare; and upgrade the motorcycle standard to improve
motorcycle braking performance. Cost weight and lead time studies for rear
impact protection and bus emergency exits and window retention/release
rulemakings also will be supported. Consumer information work will consist of
developing new campaigns and materials on new and emerging vehicle safety
issues, addressing safe towing practices, and continuing and expanding the Tire
Safety Information campaign. Work will continue on the technology assessments
needed to implement regulatory review for standards that have not had
significant updates for many years.
New Car Assessment Program
Funding of $7.3 million for the New Car Assessment program (NCAP) will
support frontal and side impact testing. The testing will represent about 80
percent of new vehicles when combined with carry-over results from previous
years on vehicles whose designs have not changed. The tests will be split almost
evenly between frontal and side tests. In FY 2003, tripped rollover resistance
using the static stability factor will be measured for approximately 100
vehicles. These tests will provide results for the same percentage. The NCAP
program also will support approximately 100 tests to measure braking performance
and numerous tests to evaluate headlighting performance for planned NCAP crash
avoidance ratings. NCAP funding also supports Consumer Information program
activities to develop and deliver NCAP crash test results and safety information
through brochures, campaigns, web-site enhancements and marketing initiatives.
Increased program funding will allow the agency to meet the requirements of the
TREAD Act.
New NCAP information for the Child Restraint Ratings and the
Dynamic Rollover Rating programs will be developed and distributed to the
public. NCAP funds also will be used to conduct consumer research activities to
determine the type of information most helpful to consumers and the best ways to
present it; develop information for new campaigns and materials on high interest
issues, such as tire safety, braking performance, and other emerging issues;
expand the methods for disseminating vehicle safety consumer information to
reach more people; and develop diversity initiatives and materials to better
reach underserved populations.
Fuel Economy Program
The
requested amount for the Corporate Average Fuel Economy (CAFE) program is $1
million. To allow NHTSA to properly resume its responsibility for evaluating and
setting CAFE standards, following the lifting of the prohibition in the FY 2002
DOT Appropriations Act, there are many actions that must be taken in FY 2003.
Responses to a Request for Comment published in February 2002 will assist the
agency in determining what Model Years 2005- 2010 light truck CAFE standards are
feasible and provide feedback on the findings and recommendations of the
National Academy of Sciences study that was released on January 28, 2002. The
agency must publish a final rule by April 1, 2003. FY 2003 funds will be needed
to complete work on several studies, including a manufacturers' capability
study, a technology review, an environmental assessment, an economic analysis,
and an update and expansion of the CAFE database. These studies are needed in
order to ensure that any changes in
fuel economy standards or
the CAFE program are based on sound science and will improve fuel economy
without compromising safety or costing American jobs.
Theft Prevention
Program
Funding of $51 thousand is needed to support data analysis
activities. In particular, extensive contract support is required to carry out
the analysis of insurer reports required by law. The 49 U.S.C. 33112(h) requires
that the insurance information obtained by the Secretary of Transportation from
insurance and rental/leasing companies shall be periodically compiled and
published in a form that will be helpful to the public, including federal,
State, and local police and Congress. The report focuses on an assessment of
information on theft and recovery of motor vehicles (including passenger cars,
light trucks, and multi- purpose vehicles), comprehensive insurance coverage,
and actions taken by insurers to reduce motor vehicle thefts.
SAFETY
ASSURANCE PROGRAMS
The FY 2003 budget requests $15.8 million for Safety
Assurance, which includes the Vehicle Safety Compliance, the Defects
Investigation, and the Odometer Fraud programs.
Vehicle Safety
Compliance Program
In FY 2003, the agency is requesting $7.5 million for
the Vehicle Safety Compliance program. We will conduct full-scale crash testing
of new motor vehicles for verifying compliance with, among other things, the
safety standards for frontal occupant crash protection (20 tests); dynamic side
impact protection (20 tests); upper interior head protection (15 tests); dynamic
rear and side fuel system integrity (20 tests); and side impact pole tests (4
tests) to assess performance of new technology for head protection introduced in
new vehicles. NHTSA also will continue its equipment-testing program, with
emphasis on child restraint systems. In addition, the agency will expand its
compliance test program to incorporate proposed new standards and revisions to
existing standards that become effective during FY 2003 and beyond.
Safety Defects Investigation Program
The Safety Defects
Investigation Program identifies motor vehicles and items of motor vehicle
equipment that contain safety- related defects and ensures that they are either
repaired or removed from the Nation's highways. In calendar year 2000, about 14
percent of the recalls for safety-related defects (representing over 54 percent
of the vehicles recalled) were influenced by NHTSA investigations. New
initiatives under the Transportation Recall Enhancement, Accountability, and
Documentation (TREAD) Act include issuing an "early warning" regulation
requiring manufacturers to provide extensive information about possible safety
defects. The FY 2003 request for the program is $8.1 million. In addition to
supporting ongoing investigations, these funds will allow NHTSA to finalize
acquisition and implementation of a data warehouse for the Office of Defects
Investigation (ODI). This data warehouse will accommodate the additional data to
be submitted under the TREAD Act and will provide ODI investigators with
improved analytical capabilities, allowing the agency to proactively identify
potential safety problems in a timely manner. ODI will also continue to address
petitions requesting investigations into alleged safety problems; monitor
recalls to assure that the scope of the vehicles included and the remedy are
adequate; continue its outreach programs; and expand the public's access to ODI
files through the Internet.
Odometer Fraud Program
Odometer
tampering continues to be a serious crime and a consumer fraud issue. In
addition to conducting investigations of large- scale interstate odometer fraud
cases for criminal prosecution by the U.S. Department of Justice, the Odometer
Fraud staff works very closely with State enforcement agencies, supporting their
enforcement programs. The FY 2003 funding request is $150 thousand. In FY 2003,
the agency plans to enter into cooperative agreements with four States to train
investigators and support State odometer fraud programs.
HIGHWAY SAFETY
PROGRAMS
NTHSA requests $41.2 million for Highway Safety Programs.
Funding will continue to deliver an effective behavioral program to reduce
traffic deaths and injuries and achieve the agency's goals in reducing impaired
driving and increasing occupant protection.
Occupant Protection
The FY 2003 budget proposal of $11.2 million focuses on three major
areas: seat belts, child passenger safety (including booster seats), and air
bags, while continuing efforts to reach the national goals of 78 percent seat
belt use by 2003 and reducing child passenger fatalities (0-4 years) by 25
percent by 2005. Strategies to reach the goals include expanded partnerships;
public education; highly visible enforcement; passage of effective laws; and
implementing new technologies. Activities include conducting semi-annual
Operation America Buckles Up Children mobilizations; documenting best practices
learned from Section 403 demonstration programs and Sections 157 and 405 grant
programs; and expanding partnerships with diverse organizations and other high
risk and hard to reach populations. NHTSA will also expand its outreach to
minority audiences with national media campaigns through the Advertising
Council, minority media contractors, and the utilization of credible
spokespersons. The Spanish language campaign companion low English proficiency
materials will be expanded. Child Passenger Safety technician training will be
provided to Spanish speaking organizations, and additional training for Urban
African Americans will be conducted. NHTSA plans a community demonstration
initiative to increase the seat belt use among sport utility vehicle occupants
due to the high rollover rate seen in these vehicles. To improve child passenger
safety, the agency will expand and improve a web application designed to provide
consumers with information on the selection, use, and installation of child
restraints in both English and Spanish; conduct a Child Passenger Safety Week;
develop initiatives to increase booster seat use for children between 40 to 80
pounds; and expand the network of public and private sector child safety fitting
stations across the country.
In addition, air bag safety activities
include educating used car buyers on air bag safety issues; expanding public
information and education to promote awareness of existing air bag issues and
emerging air bag technologies; and re-educating the public on dangers associated
with the interaction between air bags and front seat occupants, including
individuals of short stature, pregnant women, infants, and small children.
Impaired Driving Program
NHTSA set a new goal for impaired
driving to reduce the rate of alcohol-related highway fatalities per 100 million
vehicle miles traveled to 0.53 by 2003. This remains an ambitious goal, since
the number of impaired driving fatalities rose in 2000 for the first time since
1995. The NHTSA program, at $9.6 million, will continue to focus on a fourprong
approach: prevention and education; enforcement and adjudication; legislation;
and outreach through partnerships. In addition to the current programs, NHTSA
will complete highly publicized enforcement demonstrations in five States and
promote the best practices that these evaluations produced. We will continue
with two additional demonstration States and engage partners in activities to
support enforcement and prevention efforts. We will also demonstrate the driver
history information records systems data model in several States; continue
training for law enforcement, prosecutors, and judges on issues related to
detecting and sentencing impaired drivers; support the development of new
materials under the You Drink and Drive. You Lose. Campaign; and prioritize and
implement recommendations from the Criminal Justice Summit. Physical screening
for problem drinkers will be expanded.
Emergency Medical Services
The FY 2003 budget requests $2.2 million for emergency medical services
(EMS) to fulfill NHTSA's leadership and system development roles. The FY 2003
EMS program will stress the integration of routine EMS response capacity with
terrorism readiness resources. The program will stress system upgrades that will
serve both routine and emergency incidents and mass casualty needs, such as
improving surveillance and data collection and strengthening EMS systems through
collaboration with public health offices. During FY 2003, the EMS program will
maintain focus on the strategic plan laid out in the EMS Agenda for the Future,
creating new tools and incentives for mobilizing emergency medical professionals
to conduct community injury prevention activities, and developing new methods
for assessing the community value of EMS systems. The Education Agenda is a
comprehensive plan for building an efficient and effective system for educating
new emergency medical technicians.
The terrorist attacks of September 11
highlight the need for better communications systems for emergency medical
services. Wireless E9-1-1 systems, in particular, must be improved. NHTSA will
disseminate technical assistance to support nationwide implementation of
wireless E9-1-1; develop a National Model Scope of Practice for EMS providers;
and market EMS programs, including Bystander Care, to State and local affiliates
of national organizations.
Drugs, Driving and Youth
The major
objective of the Drugs, Driving, and Youth Program is to reduce drug-impaired
driving among youth. NHTSA continues to support the recommendations identified
in the Initiative on Drugs, Driving and Youth, which addressed strengthening
State laws; intensifying State and local enforcement programs; implementing
youth-focused education efforts; and providing grants to States to initiate
programs and laws focusing on impaired youth driving. In FY 2003, funding in the
amount of $1.2 million is requested. In addition to the current impaired driving
programs, NHTSA will expand State enforcement demonstrations in two additional
States, Indiana and Michigan. The agency will develop and pilot test new
comprehensive strategies, including speeding, zero tolerance, and seat belt
violations, for reaching the increasing youth population. NHTSA will continue
work with the college community to reduce underage drinking and increase zero
tolerance enforcement. In addition, NHTSA will focus on developing additional
resources for prosecuting and adjudicating the repeat and high alcohol blood
concentration (BAC) offender, including treatment and sanctioning alternatives.
Action grants will be awarded to national organizations, advocacy groups, and
criminal justice partners to support highly visible enforcement and prevention
activities. NHTSA will continue the national impaired driving public education
campaign to keep the issue in the forefront of public attention. The agency is
continuing to work with States and other partners to implement State alcohol
forums to examine State data and develop action plans and coalitions for
reducing alcohol-related deaths and injuries.
Pedestrian and Bicycle
Safety
The budget requests $1.3 million to support comprehensive
pedestrian, bicycle, and school bus safety programs. The programs focus on
developing and implementing strategies to: (1) prevent pedestrian, bicycle, and
school bus traffic-related fatalities and injuries from occurring; and (2)
prevent and reduce injuries resulting from these incidents. New FY 2003
initiatives include: pilot testing and completing the school bus driver training
program; working with the Head Start program to develop age- appropriate
pedestrian safety training programs for children and their care givers;
encouraging the adoption of innovative pedestrian enforcement strategies by
providing small demonstration grants to communities; and conducting case studies
to determine the effectiveness of the Texas mandate for bicycle education in
elementary schools.
Motorcycle Safety
The budget requests $645
thousand to support a comprehensive motorcycle safety program. NHTSA will
continue to work with a wide array of partners (e.g., motorcycling
organizations, manufacturers, health and medical professionals, and engineers)
to support implementation of selected recommendations in the National Agenda for
Motorcycle Safety. The agency will continue to support initiatives begun in FY
2002, including identification of best practices in motorcycle training and
licensing and identification of potential countermeasures to reverse the
increases in fatalities among older motorcyclists. NHTSA will continue to
support State efforts to enact motorcycle helmet laws; to respond to repeal
efforts by distributing technical assistance materials upon request; to support
innovative strategies to prevent impaired motorcycle crashes; and to increase
motorist awareness of motorcyclists. Efforts will be made to work with national
organizations, especially public health groups, to educate their members about
motorcycle safety issues and provide workshops and exhibits at national
meetings.
Traffic Law Enforcement
The Traffic Law Enforcement
(TLE) request of $2.1 million supports efforts to increase seat belt use and to
reduce impaired driving, speeding, aggressive driving, and other unsafe driving
acts and continue its efforts to promote seat belt and child safety seat use as
a primary responsibility of our Nation's law enforcement agencies. New
initiatives will include the development of model speed enforcement guidelines
based on lessons learned from NHTSA and FHWA sponsored speed management
demonstration projects; expansion of the community demonstration projects with
both the National Organization of Black Law Enforcement Executives (NOBLE) and
the Hispanic American Police Command Officers Association to promote traffic
safety in diverse communities; expansion of training designed to reemphasize a
broad based traffic enforcement program; expansion of training designed to
reemphasize a broad based traffic enforcement program; expansion of training for
law enforcement, prosecutors, and judges to heighten emphasis on aggressive
driving; creation of a model process to help law enforcement agencies improve
their traffic safety planning process; sponsorship of a summit to identify the
gaps in the criminal justice system and to make recommendations for corrections;
and implementation of a traffic enforcement technology project to demonstrate
and measure the impact of effective and efficient traditional and automated
enforcement technologies. NHTSA will also continue to collaborate with Federal,
State, and local partners to address the issue of racial profiling.
Highway Safety Research
The request of $7.1 million for highway
safety behavioral research supports efforts to determine the causes of crashes;
identify target populations; measure perceptions and awareness levels; develop
and test countermeasures; and evaluate the effectiveness of programs to reduce
traffic deaths, injuries, and associated monetary costs. New research and
evaluation initiatives in FY 2003 will develop and test strategies to increase
correct child restraint seat use; examine various technological approaches to
increase seat belt use; analyze belt use patterns from direct recording data;
determine the effectiveness of saturation patrols to reduce impaired driving;
initiate a study, in cooperation with the European Union, of the incidence of
driving under the influence of drugs other than alcohol; evaluate the
effectiveness of assessment and rehabilitation programs for older drivers;
initiate a field test of a new system to reduce illegal passing of stopped
school buses; conduct a national survey of pedestrian and bicyclist behavior;
and examine trends in speed related crashes.
Emerging Issues
NHTSA investigates new traffic risks as they emerge, such as driver
fatigue, increased use of cellular phones and other electronic devices while
driving, and the growing number of older drivers. The FY 2003 request of $1.2
million funds activities including creating public education and information
programs aimed at reducing crashes, injuries, and fatalities resulting from
these new safety risks. NHTSA will provide materials to law enforcement officers
and the drivers they stop who are drowsy (rather than impaired by drugs or
alcohol); broaden the social marketing effort previously targeted to older
drivers, their families, and health care providers to include State driver
licensing agencies and the law enforcement community; and use new research
findings to further refine public education directed toward users of cellular
phones and other telematics and additional distractions to inform drivers about
risks to themselves and others.
Traffic Records and Driver Licensing
The budget request includes $2.5 million for the Traffic Records and
Driver Licensing program to support the agency's increased emphasis on the
availability and use of traffic records. The FY 2003 program will continue its
efforts to improve the timeliness, accuracy, and completeness of State traffic
records systems. Driver licensing and education focuses on implementation of
Graduated Driver Licensing (GDL) Systems. Funding will support State and local
acquisition and analysis of traffic safety data that is necessary to effectively
manage traffic safety activities such as alcohol, safety belt, and GDL programs.
These programs have been shown to be an effective means to reduce the fatality
and injury crash involvement of young novice drivers, with a 9 percent reduction
in Florida, a 26 percent reduction in North Carolina, and a 27 percent reduction
in Michigan.
National Driver Register (NDR)
The National Driver
Register assists State motor vehicle administrators in communicating with other
States to identify problem drivers. The total number of inquiries has increased
69.9 percent from 1993 to 2000. More importantly, during the same time period,
the number of the more expensive interactive (real time) inquiries has increased
321 percent (8.5 million to 35.8 million). The FY 2003 program is requesting
$1.1 million. NHTSA will continue to strive to meet its customer service goal of
(1) an average response time of four seconds, with all inquiries responded to
within seven seconds; and (2) to be available for operation 99 percent of
published operational hours. The Motor Carrier Safety Improvement Act of 1999
requires the States to make NDR inquiries for all license issuance's. Currently,
States are required to make inquiries for all non-minimum age license applicants
and encouraged to check renewals. NHTSA estimates that the number of inquiries
could increase 20 to 50 percent. This requirement will have a significant impact
on operating costs.
RESEARCH AND ANALYSIS PROGRAMS
The FY 2003
Research and Analysis request, in the amount of $56 million, consists of support
for biomechanics, crashworthiness, crash avoidance, driver/vehicle performance,
and heavy vehicle research. The funding requested also supports pneumatic tire
research required by the TREAD Act. In addition, the request includes the
National Center for Statistics and Analysis, which provides vital data on
traffic crashes to the agency, the Department, State and local governments, and
the private sector.
National Transportation Biomechanics Research Center
(NTBRC)
The budget request of $14 million represents a continuation of
the FY 2002 level, which supports the four major efforts pursued by the NTBRC.
Biomechanics research is the cornerstone upon which many of the agency's
performance-based occupant safety initiatives are and will be based. NHTSA will
continue to fund seven Crash Injury Research and Engineering Network (CIREN)
centers, as well as a variety of impact injury research, human simulation and
analysis, crash test dummy component development, and biomechanics of air bag
injuries research efforts. The agency is continuing its research program to
understand the special crash protection needs of the elderly.
Crashworthiness Research
The budget requests $9 million for the
crashworthiness research program. This funding will assist the agency in
enhancing vehicle occupant protection by providing improvements in vehicle
structural and interior compartment design, in combination with improvements in
occupant restraint systems. Achieving these improvements requires research in
analysis of real world crash experience; development of test procedures that
reproduce the crash environment; evaluation of injury likelihood from crash test
measurements; development and evaluation of effective vehicle countermeasures;
and estimates of potential safety benefits. To the extent possible, the program
also fosters, through research, international harmonization of future standards
in the areas of pedestrian, frontal offset, side impact, and vehicle
compatibility.
The FY 2003 research program will continue research to
support upgrading safety standards for frontal crash protection, side impact
protection, roof crush protection, ejection prevention, fuel system integrity,
and child safety. The activities include the development of test devices and
test procedures suitable for compliance testing. The agency will continue to
conduct research to address the issue of vehicle compatibility by analyzing
crash data and fleet characteristics to define the safety problem and to develop
appropriate test procedures for evaluating aggressiveness of vehicles. The
research program also includes development of suitable countermeasures to
address safety problems, and evaluation of the effectiveness of countermeasures
developed. The side impact research will continue to include full vehicle crash.
testing to support the short and long-term rulemaking activities; analysis of
the current and future U.S. crash environment; and testing of vehicles to assess
potential for harmonization and for generating new consumer information. The
program will be expanded to include research on advanced restraint systems, such
as adaptive air bags and inflatable belt systems; pre-crash radar and other
sensing technologies; and automatically adjusting foot pedal controls to suit
various size occupants.
Crash Avoidance
Funding of $6.9 million
is requested to support both driver/vehicle performance and driver behavior
programs. A primary emphasis of the program continues to include understanding
driver workload and reducing driver distraction from in-vehicle devices. NHTSA
research will continue its driver distraction program to support four key
objectives: (1) understanding the dimensions of the safety problem; (2)
measuring the impact of different distractions on the driving task; (3)
identifying equipment interface approaches that minimize driver attention
demands; and (4) developing effective social behavioral change programs. A major
research initiative on adaptive driver interface to minimize distraction
potential and driver workload management is planned. Research will focus on
quantifying the safety impact of distraction through unobtrusive observations of
distracting driver behaviors on the road; assessing voice interfaces as a
possible solution when technologies distract drivers from their primary task of
driving; and working with industry to develop requirements for integrated driver
support systems to automatically prevent drivers from being unsafely distracted.
Research will support behavioral change programs by identifying factors
affecting drivers' willingness to engage in distracting tasks and by conducting
surveys to determine individual differences in how distracting tasks impact
driver performance. Some of this research will be conducted using the National
Advanced Driving Simulator (NADS); addressing development and evaluation of new
Crash Avoidance technologies and driver behavior, performance and other research
issues in the future. Among these is the analysis of the complex driver-vehicle-
environment interactions that are a contributing cause of more than
three-quarters of all vehicle crashes. Furthermore, the development of
standardized NADS test procedures and scenarios will ensure comparability of
data collection across the range of studies planned and allow the development of
a comprehensive driver data resource that can support the development of models
to help predict driver behavior and performance under a variety of conditions.
Two additional research programs will be initiated. These include the effects of
age-related impairments on driver behavior and performance and the effects of
drug use (prescription and non-prescription) on driver.
Pneumatic Tire
Research
The TREAD Act requires that the agency conduct rulemaking to
revise and update the existing tire standards, Federal Motor Vehicle Safety
Standards Nos. 109 and 119. The Act also requires NHTSA to complete rulemaking
to establish a regulation to require a pressure warning system in new motor
vehicles to indicate when a tire is significantly under inflated. In FY 2001,
NHTSA initiated a tire pressure survey; an assessment of pressure warning
systems in light vehicles; and research into such crash prevention aspects of
tire performance as high speed capability, endurance capability, and tire
distortion from normal road and maneuvering conditions. This research provided a
solid foundation for the required regulatory actions program for upgrading the
standard, conducting a tire pressure survey, and conducting research on several
types of pressure warning systems. It also provided a basis for additional
efforts to improve the safety performance of tires. Research was also initiated
to study tire debeading and tire strength requirements. In FY 2003, $613
thousand is requested to continue pneumatic tire research in these and other
areas, such as adhesion performance of internal components of tires, accelerated
aging of tires, and testing tires under aged conditions.
Heavy Vehicles
Funding of $2.2 million is requested for NHTSA's efforts under the
Department's initiative to reduce fatalities in heavy vehicle- related crashes
by 50 percent by the start of the year 2010. The major focus of NHTSA's heavy
truck program will continue to be improving braking performance. Decreases in
stopping distances from highway speeds of up to 30 percent are believed to be
possible by using disc brakes, much more powerful front axle brakes, and
electronic control of brakes. Development of pre- crash data recorders will help
to better define the causes of heavy vehicle crashes. The agency is evaluating
the feasibility of using aerodynamics, similar to devices used by NASCAR race
cars. We also are investigating adaptive suspension systems, which could be used
to counteract incipient rollover; and stability enhancement systems that can be
made a part of electronically controlled braking systems. In addition, research
on improved side and rearward visibility and the elimination of blind spots will
continue, as will research into improved truck occupant protection
countermeasures. The agency is researching the possibility of future replacement
of mirrors in heavy trucks and buses with video systems. This could result in
eliminating blind spots, providing vastly improved vision at night, and reducing
the wind resistance of heavy vehicles, resulting in greater fuel economy.
Beginning in FY 2003, the agency will initiate a long-term research program to
study the human factors associated with these closed circuit video systems.
Intelligent Vehicle Initiative (IVI)
The Intelligent Vehicle
Initiative (IVI) is focused on improving safety through the use of advanced
intelligent technologies for collision avoidance purposes. The aim of this
departmental research program is to develop a better understanding of why
crashes occur and to determine how advanced technologies can be utilized to
reduce the number of crashes and mitigate injuries when crashes do occur. Design
improvements are accomplished by ensuring that the introduction of new
in-vehicle systems does not degrade safety and by facilitating the development,
deployment, and evaluation of effective driver warning collision avoidance
systems. In FY 2003, NHTSA accomplishments will include: (1) completion of the
Automotive Collision Avoidance System Field Operational Test; (2) initiation of
the data collection phase of the Road Departure Crash Warning System Field
Operational Test; (3) completion of the majority of work on the Collision
Avoidance Metrics Partnership project to develop fundamental pre- competitive
research on crash avoidance technology, human factors, and creation of
safety-focused map data bases; (4) initiation of a Field Operational Test of a
heavy vehicle, driver drowsiness alerting system; (5) continuation of the
development of realizable vehicle-based countermeasures for collisions that
occur at intersections; and (6) continuation of efforts to find solutions to the
problem of distraction from in-vehicle systems. Funding in the amount of $22
million is included in the Federal Highway Administration's (FHWA) budget. This
amount is for the total IVI research program. A portion of this amount will be
allocated to NHTSA for the light vehicle research component of the IVI program.
National Advanced Driving Simulator (NADS)
The National Advanced
Driving Simulator installation, testing, and acceptance at the University of
Iowa have been completed. NADS became operational in June 2001, thereby
completing Phase II of the TRW development contract. No funding is requested for
the NADS development in FY 2003. However, funding has been requested under the
Crash Avoidance Program for NADS-based research, which includes support for both
ITS and human factors safety-related programs. Currently, NADS research is
underway to investigate how drivers react to sudden tire failures.
National Center for Statistics and Analysis (NCSA)
The budget
request for NCSA is $22.3 million. Funding provides for collection and analyses
of data on traffic crashes and their outcomes. These activities are vital to the
traffic safety programs of NHTSA, FHWA, FMCSA, and other Departmental programs,
State and local governments, as well as vehicle manufacturers, insurers, and
highway safety public interest groups.
NCSA operates the Fatality
Analysis Reporting System (FARS). This data collection system provides a census
of all fatal highway crashes in the United States. It is an essential data
source for its customers (internal agency and departmental modes and offices,
other Federal agencies, States, research organizations, and interest groups).
These data are analyzed and disseminated for widespread use. Activities will
include: collecting and coding the data from all 50 States, Washington, DC, and
Puerto Rico; creating the electronic data files, consisting of about 41,500
crashes; and creating and delivering FARS system-wide training to all analysts.
New initiatives include geographical coding of all FARS cases to provide
locational analyses capabilities; improving customer service through FARS
website enhancements; and linking the FARS data base with other national data
bases.
Additionally, in-depth information on traffic crashes is obtained
through the National Automotive Sampling System's (NASS) Crashworthiness Data
System (CDS). A network of over 60 trained automotive crash investigators
conduct approximately 4,000 detailed crash investigations in 24 locations
throughout the country. Nationally representative data on crashes occurring in
the United States is vitally important to the agency and to other users. NASS
data are used to assess the tendency and magnitude of the crashes in this
country, and the NASS Crashworthiness Data System provides more in-depth and
descriptive data of occupants and vehicles in real world crashes. The FY 2003
budget request is $10.57 million. New initiatives for FY 2003 include improved
access of data files for on-line data retrieval and analysis; improved crash
severity indicators used on regulatory initiatives; conducting investigations on
vehicles equipped with advanced occupant protection system devices, child
restraints, and vehicle tires; new technologies for field data collection;
improving current NASS data variables; and continuing to collect data to
determine real world effectiveness of child safety seats in reducing injuries to
children in motor vehicle crashes, in support of the TREAD Act.
The
Special Crash Investigation (SCI) program, requesting $1.7 million for FY 2003,
identifies and documents the effects of new technologies in a timely manner so
that the impact on motor vehicle crashes can be assessed quickly. SCI
investigation is the only method to document the crash circumstances, identify
the injury mechanisms, evaluate safety countermeasure effectiveness, and provide
an early detection mechanism for alleged or potential vehicle defects. In FY
2003, SCI will investigate over 200 crashes, including those involving advanced
air bag systems, side air bags, and children in LATCH safety seats. The latter
will allow NHTSA to evaluate the effectiveness of these emerging
occupant-protection systems in real-world crashes.
The Data Analysis
Program, requesting $2 million, provides critical analytical support to the
various agency program offices to accomplish their missions, such as the
development of crashworthiness and crash avoidance rulemaking, identification of
target populations, and monitoring and reporting of traffic safety trends. New
initiatives for FY 2003 include: reviewing new technology to upgrade, as
appropriate, the current customer service response and tracking systems;
improving timeliness of responding to customers' requests for the latest traffic
safety crash data and information through technological and process improvement
activities; reviewing and updating, when appropriate, of existing periodic
reports; and conducting analyses and providing reports in support of agency
programs.
The State Data Program is also a part of the NCSA. State crash
data provide information for analyses and data collection programs that support
NHTSA's mission. Program activities assist analysts and States in their efforts
to understand how to improve the quality and utility of their crash data files.
In FY 2003, the program is requesting $2.5 million in funding. A major activity
will be to support implementation by all States of a uniform guideline for State
crash data. NHTSA promotes the linkage and use of linked crash and injury State
data through a collaborative funding program for States. When merged, the linked
data have extraordinary value for highway safety at the national level. In the
process, the linked data will be standardized, and quality measures will be
developed. Technical assistance, sponsoring research and meetings, demonstrating
linked data base usefulness, and awarding grants to additional States as they
qualify with the necessary crash and medical outcome data files will continue to
be priority activities.
HIGHWAY TRAFFIC SAFETY GRANTS
Through
our performance-based grant program, NHTSA has assisted all States in
identifying their unique highway safety issues, developing strategies, and
implementing effective programs. NHTSA's State grant programs support key
Departmental initiatives, including goals for increasing seat belt use
nationwide and reducing alcohol-involved fatalities. Each State has a critical
role to play in the broad-based regional and National strategic plans developed
to meet the National goals. The requested $225 million in State grant funds for
FY 2003 is critical to meeting the departmental highway safety goals. In view of
the high economic toll caused by traffic crashes, over $150 billion annually,
our budget request is a small investment in State highway safety support.
The Section 402 State and Community Formula Grant Program request for FY
2003 is $165 million. It provides for a coordinated national highway safety
program in every State, the District of Columbia, Puerto Rico, the Trust
Territories, and the Indian Nations for the purpose of reducing highway crashes,
deaths, and injuries. In FY 2003, all States and territories will be continuing
the performance-based management process. Section 402 formula grants support
programs, developed and managed by the States, to address their highway safety
goals, performance measures, and strategic plans.
The FY 2003 Section
402 formula request will support national priority programs, such as encouraging
proper use of occupant protection devices; reducing alcohol and drug-impaired
driving; reducing motorcycle crashes; improving police traffic services;
improving emergency medical services and trauma care systems; increasing
pedestrian and bicyclist safety; improving traffic record systems; and improving
roadway safety. In addition, this funding will enable States to continue and
expand the Safe Communities initiative, a community-based injury control
approach to reducing traffic-related injuries.
Incentive grant programs
provide States with extensive flexibility. States have the option to apply for
these grants. If a state chooses to pursue a grant, the state may choose which
legal and program criteria to implement. NHTSA's incentive grant programs are:
-Section 410 Alcohol-impaired Driving Countermeasures Incentive Grant
Program (requesting $40 million for FY 2003) rewards States that enact stronger
laws and start effective programs to stop drunk drivers and states that
demonstrate consistently high performance in reducing alcohol-related fatality
rates.
-Section 405 Occupant Protection Incentive Grant Program
(requesting $20 million for FY 2003) rewards States that implement strong laws
and programs to increase safety belt and child safety seat use.
Formula
funds are spread over a wide range of highway safety issues, according to goals
and priorities set by the States, and much of the funding is focused on
community-level programs. Incentive funds target national priority initiatives
that can make the biggest impact on the safety bottom line. Incentive funds are
used to encourage States to implement tough laws and programs Statewide. When
the States take the hard steps, the reward is extra funding to help support
their efforts.
CONCLUSION
Madam Chairman, this concludes my
prepared remarks. In closing, I would like to thank you for your continued
support of highway safety. I look forward to working with you in developing a
strong and productive performance-based, results-oriented, FY 2003 highway
safety budget that will provide National leadership through effective and
efficient programs. I would be pleased to answer any questions.
LOAD-DATE: March 5, 2002