Assessment of NHTSA’s Report “Relationships Between Fatality Risk, Mass, and Footprint in Model Year 2004-2011 Passenger Cars and LTVs” (LBNL Phase 1)

Activity data from 79 line-haul and vocational trucks were analyzed to estimate trip-averaged fuel consumption per distance driven and per work performed. The 79 trucks had engine model years ranging from 2008 to 2015 and average (±standard deviation) miles per gallon of 5.5 ± 1.7, which is comparable to other large fleet studies. Engine output work used to overcome various forms of resistance was minimized at vehicle speeds between 54 and 60 mph, which led to best fuel economy. The average gallons-per-brake horsepower-hour (gal/BHP-HR) was 0.058 ± 0.0085. When comparing the gal/BHP-HR per trip speed, higher average trip speeds led to improved fuel economy (lower gal/BHP-HR). In the case of out-of-state line-haul trucks, fuel economy was also dependent on model year. The newer model year out-of-state line-haul truck (2014) had a significant improvement in fuel economy compared with the older model year trucks (2012 and 2013). This could be the result of more stringent CO2 emission standards beginning for model year 2014 trucks under the Phase 1 Greenhouse Gas rule, but data on more vehicles would further corroborate this. The trip-averaged CO2 emissions were calculated for each truck and it was found that some truck groups displayed consistent trip-averaged emissions whereas others displayed high variability despite belonging to the same fleet. Several of the trucks engaged in significant idling, with a median contribution to their CO2 emissions of 4.2%.

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Relative fatality risk in different seating positions versus car model year

Accident Analysis & Prevention ◽

10.1016/0001-4575(89)90072-9 ◽

1989 ◽

Vol 21 (6) ◽

pp. 581-587 ◽

Cited By ~ 3

Author(s):

Leonard Evans ◽

Michael C. Frick

Keyword(s):

Fatality Risk ◽

Car Model ◽

Model Year

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An Assessment of the Effects of Passenger Vehicle Weight and Size on Accident and Fatality Risk Based on Data for 1991 through 2007 Model Year Vehicles

SAE International Journal of Transportation Safety ◽

10.4271/2013-01-0757 ◽

2013 ◽

Vol 1 (1) ◽

pp. 166-191 ◽

Cited By ~ 1

Author(s):

R. Michael Van Auken ◽

John W. Zellner

Keyword(s):

Passenger Vehicle ◽

Fatality Risk ◽

Vehicle Weight ◽

Model Year

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Roof Strength Survey of Production Passenger Cars, Light Trucks, and Vans

Advances in Bioengineering ◽

10.1115/imece2003-43077 ◽

2003 ◽

Author(s):

Jason J. Sigel ◽

Jack Bish ◽

Terence Honikman ◽

Donald Friedman ◽

Carl E. Nash

Keyword(s):

Motor Vehicle ◽

Hydraulic Cylinder ◽

Vehicle Safety ◽

Safety Standard ◽

Passenger Cars ◽

Survey Tool ◽

Light Trucks ◽

Motor Vehicle Safety ◽

Roof Strength ◽

Model Year

We have developed and used a repeatable roof strength survey tool to assess the force resistance characteristics of over 50 passenger car, SUV, pickup, and van roofs. In a rollover, the initial roof-to-ground contact typically fractures and/or separates the vehicle’s bonded windshield. Subsequent trailing-side roof-to-ground impacts apply lateral forces to the roof and its support pillars. In 1971 the National Highway Safety Bureau (NHSB) recognized this rollover sequence and proposed a Federal Motor Vehicle Safety Standard (FMVSS) that tested both sides of the roof in sequence. Our repeatable roof strength survey tool uses a hydraulic cylinder to pull the upper A-pillar, roof rail, windshield header intersection toward the rear of the opposite front door sill imitating the proposed 1971 test, but at a more realistic roll angle. It is used first on one side of the vehicle with the windshield intact before being repositioned on the other side after the fractured and separated windshield is removed and the test repeated. Tests on three vehicles of the same make, model, and model year have validated the repeatability of the test and protocol. Results from all the vehicles demonstrate that in the first side test, the strength of the roof is typically about half the strength recorded in a typical FMVSS 216 test, a further decrease in force resistance occurs after the windshield has failed, and similar elastic restoration of the deformed structure occurs on both sides.

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