reply to post by Karlhungis
People are pushing OPEC to increase production but OPEC won't do it because it isn't a supply issue. Oil prices are high due to speculators and
tension in the Mid East.
Here follow some selected numbers showing great improvement in US highway safety, along with my own commentary on the Corporate Average Fuel Economy -
CAFÉ - and other important issues related to motor vehicles.
2004. 42,636 people died on the nation’s highways down from 42,884 in 2003. The fatality rate per 100 million vehicle miles traveled was 1.46 in
2004, down from 1.48 in 2003. The fatality rate has been steadily improving since 1966 when 50,894 people died and the rate was 5.5.
NHTSA's Fatality Analysis Reporting System (FARS) also shows that, between 2003 and 2004:
1) Motorcycle fatalities increased from 3,714 to 4,008, an 8 percent rise.
2) Alcohol-related fatalities dropped from 17,105 to 16,694, a 2.4 percent decline.
3) Rollover deaths among passenger vehicle occupants increased 1.1 percent from 10,442 to 10,553.
4) Pedestrian deaths declined 2.8 percent from 4,774 in 2003 to 4,641.
5) Fatalities from large truck crashes increased slightly from 5,036 to 5,190.
6) Total fatalities in sport utility vehicles (SUVs) increased 5.6 percent, from 4,483 to 4735, while fatalities in passenger cars, pickup trucks and
vans decreased a total of 834.
7) Passenger vehicle occupant fatalities dropped to 31,693 – the lowest since 1992. Declining fatalities in passenger cars are consistent with more
crashworthy vehicles in the fleet and increases in safety belt use.
In 2004, 55 percent (down from 56 percent in 2003) of those killed in passenger vehicles were not wearing safety belts. This underscores the value of
the need for states to adopt primary safety belt laws. usgovinfo.about.com...
NHTSA has estimated that highway crashes cost society $230.6 billion a year, about $820 per person. www.nhtsa.gov...
In the United States, nearly 44,000 people die each year from transportation-related crashes
Compare the US highway death tool with three other countries.
1979 Fatalities versus 2002 Fatalities and the Percent Change
1979 United States, 51,093; 2002, 42,815 down 16.2%
1979 Great Britain, 6,352; 2002, 3,431 down 46.0%
1979 Canada, 5,863; 2002, 2,936 down 49.9%
1979 Australia, 3,508; 2002, 1,715 down 51.1%
For a wide range of motor vehicle data from 1994 to 2006, of highway fatalities, see the very excellent FARS - Fatality Analysis Reporting System
and also, the www.nhtsa.gov...
Worldwide, more than a million people die each year because of transportation-related crashes. To highlight this problem, the Centers for Disease
Control and Prevention is joining forces with the World Health Organization, other U.S. federal agencies, and public health and transportation
partners holding the first World Health Day in 2004.
Corporate Average Fuel Economy (C A F E )
First enacted by Congress in 1975, the purpose of CAFÉ is to reduce energy consumption by increasing the fuel economy of cars and light trucks.
Regulating CAFÉ is the responsibility of NHTSA and the Environmental Protection Agency (EPA). NHTSA sets fuel economy standards for cars and light
trucks sold in the U.S.; EPA calculates the average fuel economy for each manufacturer.
The CAFÉ began in 1977, fixed at 17.6 mpg. By 1987, the CAFÉ was raised to 27.0 mpg. However, compare that increase (30.6%) with the current CAFÉ
with 1994, 27.5, and the current industry standard set in 2004, 29.3 giving an increase of 6.5%. About one-fifth the former increase. The American
car maker industry has steadfastly resisted any increase in the CAFÉ. Congress has cheerfully gone along. Now WE must pay for bad government.
Lesson. How to be “cute” and evade the intent of the CAFÉ law at the same time? Ford’s entry level half ton pickup, first called the F1 in
1946, then the F100, was well within the new CAFÉ law that covered all vehicles up to 6,000 lbs. gross weight as rated by manufacturers. Ford, along
with GM and Chrysler, created a NEW gross weight series of truck to evade those standards.
In Ford’s case it was the F150 introduced in 1975 to circumvent coming emissions requirements. The new rating was 6,050 lbs. GVW. With the old ½
ton F100 still in production, the new half ton F150 was referred to as the "heavy half" ton by some people. Chevy 1500 and Dodge 1500 are the
“heavy half” ton versions of the Ford F150.
Congress quickly became aware of this evasion but “let it rest.” This maneuver by the truck makers did save buyers between $1,000 and $2,000 per
truck as the estimated cost of new EPA and CAFÉ requirements. OTOH, this also allowed perhaps 30 million vehicles on the road to pollute the
atmosphere which did not belong just to the “Good Ole Boys” or the truck makers.
[edit on 6/9/2008 by donwhite]