Michael R. Appleby

INSURANCE LOSSES IN RELATION TO THE SAFETY CHARACTERISTICS OF AUTOMOBILES DEMONSTRATED BY AN AUTOMATIC VS MANUAL SEAT BELT STUDY

The relationship between automobile insurance and the safety quality of automobiles is reviewed. Application of the automobile safety characteristic of crashworthiness to the auto insurance process, operating under both fault (tort liability) and no-fault conditions is presented, including the effect of the characteristics on ratemaking. Other data from various sources, e.g. manufacturers, government sponsored efforts such as the National Accident Sampling System (NASS), and internal insurance industry sources, are examined. The current status and potential benefit for extending the data collection is discussed. The limitations, benefits, and costs of developing data are discussed together with the potential for incorporation of other data.

Fuel economy and exhaust emissions relationships for low- and high-mileage California automobiles

Fuel shortages in recent years have heightened interest in the relationship of vehicle fuel economy to the control of exhaust emissions. To determine if, with accumulation of mileage, changes in exhaust emissions are accompanied by changes in fuel economy, both were measured on relatively large displacement, domestic 1976 to 1978 production vehicles at low mileage (0 to 15,000 miles) and at high mileage (40,000 to 60,000 miles). An analysis of the data indicates that there is a relationship between fuel economy and two of the three exhaust pollutants measured. The changes in fuel economy and exhaust emissions as well as the relationship between them are described in detail.

COMPARISON OF LABORATORY AND ON-THE-ROAD AUTOMOBILE FUEL ECONOMY DATA FOR A FLEET OF CALIFORNIA AUTOMOBILES

Fuel economy data on 1975-1978 California production automobiles were generated by three methods: the approved carbon balance method, a direct/gravimetric method, and in-use fuel economy. Both low-mileage (0 to 15,000 mi.) and high-mileage (40,000 to 60,000 mi.) data were acquired and analyzed by pairs of automobiles and by engine family. There were significant differences in Environmental Protection Agency (EPA) data on pre-production prototypes and data obtained on the production cars; the carbon balance method resulted in the largest difference. In-use fuel economy of the production cars fell about midway between the combined and city EPA estimates. The direct method of fuel economy measurement represented the in-use fuel economy more accurately than the carbon balance. method. Direct and in-use methods indicated that fuel economy decreased as mileage accumulated, whereas the carbon balance technique showed an increase.

COMPARISONS OF FUEL ECONOMY CHARACTERISTICS OF 1969-73 AND 1979-80 AUTOMOBILES

Fuel economy data developed as a result of two series of automobile tests were compared and discussed. The tests were performed in 1973 and 1979, on representative samples of 1969-73 and 1979-80 model year automobiles respectively. Fuel economy of the test autos was determined under the following conditions: constant speed, the effect of air conditioning, open windows, tire pressure, acceleration rate, and on-the-road tests involving freeway, light city and heavy city driving.

Driver performance and fuel economy

Ninety drivers drove a city route under closely controlled conditions. Driver behaviors were scored and the vehicle was instrumented to record variables relevant to fuel economy. Fuel economy was related largely to average speed and number of variations in speed. Of the driver performance variables, only following distance related to fuel economy. Leaving adequate headway is a strategy that should result in both a saving in fuel and greater safety.

Exhaust Emission Levels of In-Use 1975 & 1976 California Automobiles

Exhaust emission data for 1975 and 1976 California automobiles were generated, using the Federal Test Procedure, at the time of their delivery and after the vehicle engines had matured. The emission test results indicate the degree of emissions control achieved compared to pre-1966 uncontrolled automobiles. Also differences between green and mature engines and the statistical differences in the test data are described. Conclusions discuss statistical trends of the results and how the data relates to current and possible future vehicle emissions, ambient air quality reductions, and other related trade-off factors.

Incidents Caused by Vehicle Defects-Analysis of Their Characteristics

Data from in-depth investigations of 1,087 incidents caused by vehicle defects reported to an automobile insurer were examined, compiled into various categories and analyzed. Significant results were that 530 (49%) of the incidents involved vehicle fuel system failures which caused fires. Brake system failures accounted for 301 of the remaining 557 incidents. Conclusions and recommendations are made supportive of countermeasures such as recall campaigns, upgrading of vehicle service facilities and vehicle owner education. The cost effectiveness of mandatory periodic motor vehicle inspection systems is questioned, further research, generally on vehicle safety defects and specifically on the causes of vehicle engine fires, is recommended. /HSRI/

Real World Relevance of Bumper Standards

Bumper standards are examined for real world relevance by performing a literature review and comparing laboratory type test data with actual collision data. Conflicting or lack of data precluded reaching a conclusion that bumper standards result in safety benefits for pedestrians and vehicle occupants. Vehicle damage data are also examined and similar conclusions are made.

AUTOMOBILE DAMAGEABILITY AND INSURANCE COSTS

This paper concerns automobile damageability resulting from low-speed collisions. Both crash test and real collision data related to speed and repair costs are examined, as are current legislation and new engineering practices and hardware designed to reduce damage. Examination of the data led to several conclusions, among them that, contrary to widespread belief, manufacturers are not building more fragile cars now. It was also found that 1973 model cars will incur lower repair costs. Other consumer benefits and cost penalties are examined in detail.