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It is well known that as the weight of some automobile subsystems is reduced, there is the potential for further reduction in total weight. In preparing an estimate of automobile fuel economy in the post-1985 period, it became necessary to estimate approximate overall weight propagation factors suitable for such an analysis. The derivation of the factors is based on separating total automobile weight into weight sensitive and weight insensitive parts, and developing regression equations for the weight sensitive part. The data used to develop the regression equations were taken from the literature on weight propagation, and from National Highway Traffic Safety Administration (NHTSA) sponsored vehicle teardown studies. Two factors were determined, one for a totally new vehicle, and another for upgrading an existing design.

Highway safety for older persons is an issue whose importance is increasing as America's population ages. Recognizing this, the National Highway Traffic Safety Administration (NHTSA) developed a plan for a comprehensive program for improving the safety of older persons. This paper presents an overview of the plan, which envisions a balanced program covering both behavioral and vehicle countermeasures, with projects having the potential for both near term and longer term impacts on the issue. It presumes that the agency will work closely with the States and other groups concerned with the safety of older persons to gain their cooperation and support. The plan includes projects in problem identification, occupant protection, driver licensing, pedestrian safety, consumer information, and vehicle safety.

A simple model of the energy required to negotiate the two Federal test cycles is described and then used as a bssis for a graphic representation of the relative energy consumption. The utility of the concept is demonstrated by comparing certification fuel economy data and projections with the aid of the relative energy consumption plot.

Few practical applications of the organic Rankine cycle powerplant have been realized despite much interest expressed in the literature. One reason is high development cost for as yet unsubstantiated advantages; another is the technical problem of an ideal working fluid, which is crucial in this powerplant concept. As a preliminary, these authors attempt to define an “ideal” fluid, which can be then constructed by the chemical industry. To this end, the thermodynamic and aerodynamic characteristics of such a fluid are analyzed. Examples of specifications are then introduced. The conclusion is that “ideal” fluids can be specified as a function of application

An estimate was made of the economic cost to society of motor vehicle accidents in 1980, including medical costs, productivity losses, property damage, legal actions, coroner expenses, emergency services, and insurance and public administration. Both total and unit costs were estimated for each of these categories. The sensitivity of the total was estimated for changes in the incidence of serious injury and for different discount rates.

The current characteristics of the under 16 year-old U.S. population injured in motor vehicle crashes was determined for motor vehicle occupants, pedestrians and bicyclists. Age, gender, restraint usage, type and severity of injury, length of stay, levels of impairment, charges for treatment, and source of payments were considered. Although injuries and fatalities experienced by this age group are under-represented relative to population, the group is overrepresented in police reported bicycle injuries and fatalities and pedestrian injuries.

Skeleton production plans are developed for several scenarios. Weight estimates are made of each “base level.” Engines and transmissions are matched to the new weight, and a value of fuel economy, without other technological improvements, is determined. Fuel economy improvements due to other technological changes such as reduced aerodynamic drag, reduced tire rolling losses, the application of improved lubricants, etc., are added. Annual fuel economy estimates, by manufacturer, for each scenario, result. A brief review is included of the evolution of this methodology.

This paper describes the socio-economic impacts of motor vehicle crashes on those injured, their families, the community, governments at all levels, and various other institutions. The main conclusions of the study are that injuries resulting from motor vehicle crashes have negative socio-economic impacts on society, that these impacts are large, and that these impacts have significant long range effects.

Various approaches to establishing research priorities are reviewed and the desirability of a life based rather than an economic based metric is discussed. The concept of using impairment for this purpose is explored. The development of a data base covering the impairment resulting from motor vehicle crashes is described, based on the incidence and demographic data in the 1982-1004 National Accident Sampling System (NASS), standard life tables, and factors for whole-body impairment. A similar analysis was made of the years of life lost as the result of motor vehicle crashes using 1935 Fatal Accident Reporting System (FARS) data and standard life tables. Examples are presented on how these data could be used to establish priorities.

A study was made of the incidence of traffic related injuries, the related disability and impairment, and the resulting economic consequences. Crash data covering the incidence of injuries and their distribution by injury type and severity show that nearly three and a half million persons per year are injured in traffic crashes, with roughly half of them experiencing at least one day of disability. Brain and spinal cord injuries, both believed to have long term consequences, were examined in greater detail. Epidemiological data covering these injuries indicate about 60,000 persons suffer disabling brain injuries and about 4,000 persons suffer disabling spinal cord injuries each year. These are significantly larger incidence values for these two injury types than shown by the crash data. There is little quantatative data on the disability and impairment resulting from traffic crashes, nor is there agreement on how to report such data.