EXECUTIVE SUMMARY

 

 

The National Highway Traffic Safety Administration (NHTSA) began to evaluate the effectiveness of its Federal Motor Vehicle Safety Standards (FMVSS) in 1975.  By October 2004, NHTSA had evaluated virtually all the life-saving technologies introduced in passenger cars and in LTVs (light trucks and vans – i.e., pickup trucks, sport utility vehicles, minivans and full-size vans) from about 1960 up through the later 1990’s.  The agency is now ready to estimate the number of lives saved from 1960 to 2002, year-by-year, by the combination of all these life-saving technologies, and by each individual technology.

 

Past evaluation reports estimated the effectiveness of a safety technology – a percentage reduction of fatalities – by statistically analyzing crash data on vehicles produced just before vs. just after a make-model received that technology.  Effectiveness, if accurately estimated, should not change much over time.  But the benefits of a technology – the absolute number of lives saved in a year – readily change from year to year depending on the number of vehicles equipped with the technology, their mileage and the crash-involvement rate of the driving population (exposure).  This report will:

 

• Review the effectiveness estimates in past evaluations of safety technologies for cars and LTVs, describing how they work, and the history of the FMVSS that regulate them.
• Develop a model that uses Fatality Analysis Reporting System (FARS) data and these past effectiveness estimates to calculate how many lives the following technologies have saved, individually and in combination, in each year from 1960 to 2002:

 

                                                                                                                                               Heavy

FMVSS: Safety Technologies                                                                Cars          LTVs        Trucks

 

105:   Dual master cylinders & front disc brakes[1]                                     X               X

108:   Conspicuity tape for heavy trailers                                                                                     X[2]

(201)  Voluntary mid/lower instrument panel improvements                       X               X

203/204: Energy-absorbing steering assemblies                                        X               X

206:   Improved door locks                                                                     X               X

208:   Lap belts                                                                                       X               X

          3-point belts                                                                                  X               X

          2-point automatic belts                                                                  X

          Voluntary NCAP-related improvements for belted occs.                X

          Frontal air bags                                                                             X               X

212:   Adhesive windshield bonding                                                         X               X

213:   Child safety seats                                                                           X               X

214:   Side door beams                                                                           X               X

          Voluntary (pre-1994) side impact protection in 2-door cars           X

216:   Roof crush strength (eliminate true hardtops)                                  X

In addition to safety equipment installed to meet specific FMVSS, the model tallies lives saved by installations in advance of the FMVSS, and by non-compulsory improvements, as shown in the preceding list, such as the redesign of mid and lower instrument panels and modifications to improve performance on the New Car Assessment Program.   The model includes car/LTV occupants saved by car/LTV technologies or child safety seats (99 percent of the total), plus pedestrians/bicyclists/ motorcyclists saved by car/LTV brake improvements, and car/LTV occupants saved by conspicuity tape on heavy trailers.

 

The model does not include technologies so recent that NHTSA has not yet evaluated them based on statistical analysis of crash data, such as the dynamic-test standard for side impact protection (1994-97 phase-in), or head air bags.  The study is limited to technologies in cars and LTVs, or that save lives of car/LTV occupants; for example, motorcycle helmets are not included.  It is limited to vehicle technologies.  It does not estimate the effects of behavioral safety programs (such as the reduction of impaired driving) – except, of course, to the extent that programs to increase belt use have contributed greatly to the number of lives saved by belts; roadway and traffic engineering improvements; and shifts in the vehicle fleet – e.g., from large to small cars, or from cars to LTVs.  The model is limited to estimating fatality reduction by the safety technologies: NHTSA does not have enough “building blocks” (evaluation results) to develop estimates for the numbers of nonfatal injuries prevented over the years.

 

How the model works  Consider 1,000 cases of driver fatalities in directly frontal multivehicle crashes in cars with 1960 technology: no energy-absorbing steering columns, all drivers unbelted, no air bags.  A NHTSA evaluation estimates that energy-absorbing columns reduce fatalities of drivers in frontal crashes by 12.1 percent.  Thus, if these cars had been equipped with them, there would have been only 879 fatalities, a saving of 121 lives.  Another evaluation estimates that 3-point belts, in cars with energy-absorbing columns, reduce drivers’ fatality risk by 42 percent in these types of crashes.  If the cars had been equipped with 3-point belts in addition to energy-absorbing columns, and the drivers had buckled up, the 879 fatalities would have diminished to 510, saving another 369 lives.  A third evaluation estimates that air bags reduce fatality risk by 25.3 percent for belted drivers in these types of crashes, in cars with energy-absorbing columns.  Air bags would have cut the 510 fatalities down to 381, saving another 129 lives.

 

The model uses 1975-2002 FARS data and performs the same calculations in reverse order: e.g., there might be 381 actual FARS cases of 3-point-belted driver fatalities in directly frontal multivehicle crashes in model year 1999 cars, all of which are equipped with air bags and energy-absorbing columns.  If air bags, the most recent (1990’s) safety technology, had been removed from the cars, fatalities would have increased to 510.  In other words, there must have been 129 potentially fatal collisions in these model year 1999 cars that did not become FARS cases because air bags saved the driver’s life.  If the 3-point belts, a 1970’s technology, had also been removed from the cars, and the drivers had been unbelted, the fatalities would have increased to 879.  Finally, if the energy-absorbing columns, a 1960’s technology, had been replaced by rigid columns, degrading these cars all the way back to a 1960 level of safety, fatalities would have increased to 1,000.  The three technologies, in combination, saved 619 lives: 129 by air bags, 369 by 3-point belts and 121 by energy-absorbing columns.  In summary, FARS cases of fatalities in vehicles equipped with modern safety technologies constitute evidence of an even larger number of fatalities that would have occurred without those technologies.  This approach, based on “reverse chronological order” is not the only one that could have been used in the model; however, alternative approaches would have generated the same estimate of overall lives saved in 1960-2002, differing only in how they allocated that total among the individual safety technologies.

 

FARS data have been available since 1975, but the FMVSS date back to January 1, 1968, and some technologies were introduced before that.  An extension of the model allows estimates of lives saved in 1960-1974.

 

Lives saved in 1960-2002  Safety technologies saved an estimated 328,551 lives from 1960 through 2002.  Table 1 shows that the annual number of lives saved grew quite steadily from 115 in 1960, when a small number of people used lap belts, to 24,561 in 2002, when most cars and LTVs were equipped with numerous modern safety technologies and belt use on the road achieved 75 percent.  (Safety belt use continued to increase after 2002, and reached 80 percent in 2004.)

 

Figure 1 tracks the benefits of vehicle safety technologies.  Fewer than 1,000 lives per year were saved in 1960-67.  Starting in 1968, vehicles incorporating most of the safety improvements of the 1960’s superseded older vehicles; lives saved reached 4,000 in 1978, but remained at that level for 6 years as belt use temporarily declined.  The greatest increase, from 4,835 in 1984 to 11,265 in 1988, came with buckle-up laws.  Since 1988, continued increases in belt use, air bags and other recent technologies, and a steadily escalating “base” of more vehicles and more VMT (vehicle miles of travel) have helped the fatality reduction grow steadily, exceeding 15,000 in 1994 and 20,000 in 2000, reaching 24,561 in 2002.

TABLE 1: LIVES SAVED BY VEHICLE SAFETY TECHNOLOGIES, 1960-2002

 

(Car and LTV occupants saved,

plus non-occupants and motorcyclists saved by car/LTV brake improvements)

 

 

                                                      LIVES

                               CY                     SAVED             

 

                              1960                      115       

                              1961                      117        

                              1962                      135       

                              1963                      160       

                              1964                      203       

                              1965                      251       

                              1966                      339       

                              1967                      509       

                              1968                      816       

                              1969                    1,179       

                              1970                    1,447       

                              1971                    1,774       

                              1972                    2,226       

                              1973                    2,576       

                              1974                    2,518       

                              1975                    3,058       

                              1976                    3,240        

                              1977                    3,671       

                              1978                    4,040       

                              1979                    4,299       

                              1980                    4,539       

                              1981                    4,455       

                              1982                    4,057       

                              1983                    4,248       

                              1984                    4,835       

                              1985                    6,389       

                              1986                    8,523       

                              1987                    9,973       

                              1988                   11,265       

                              1989                   11,487       

                              1990                   11,711       

                              1991                   12,194       

                              1992                   12,483       

                              1993                   13,796       

                              1994                   15,154       

                              1995                   16,117       

                              1996                   17,813       

                              1997                   18,560       

                              1998                   19,380       

                              1999                   19,942       

                              2000                   21,789       

                              2001                   22,605       

                              2002                   24,561       

                                                ===========   

                                                    328,551       

FIGURE 1: LIVES SAVED BY VEHICLE SAFETY TECHNOLOGIES, 1960-2002

 

 

 

      ‚

25000 ˆ

      ‚                                                                  belt use          O

      ‚                                                                  keeps

      ‚                                                                  increasing      O

      ‚                                                                                O

      ‚                                                               + air bags

      ‚

20000 ˆ                                                          + more vehicles     O

      ‚                                                            and VMT         O

      ‚                                                                          O

      ‚                                                                        O

      ‚

      ‚                                                                      O

      ‚

15000 ˆ                                                                    O

      ‚

      ‚                                                                  O

      ‚

      ‚                                                              O O

      ‚                                                        O O O

      ‚

10000 ˆ                                                      O  BUCKLE

      ‚

      ‚                                                    O     UP

      ‚

      ‚                                                        LAWS

      ‚                                                  O

      ‚

 5000 ˆ                                                O

      ‚                       energy       O O O O O O 

      ‚                       crisis   O O  declining belt use

      ‚                          O O O

      ‚                        O   early non-belt

      ‚                  O O O     technologies phase in

      ‚              O O

    0 ˆO O O O O O O

      Šˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆ||ƒˆƒ

 

       1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   2   2

       9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   0   0

       6   6   6   6   6   7   7   7   7   7   8   8   8   8   8   9   9   9   9   9   0   0

       0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2

 

                                            CALENDAR YEAR

Car/LTV occupants: actual fatalities, potential fatalities and percent saved  Among the 328,551 lives saved in 1960-2002, 326,371 were occupants of cars and LTVs.  (The remaining 2,180 were pedestrians, bicyclists and motorcyclists who avoided fatal impacts by cars or LTVs because dual master cylinders or front disc brakes improved the car or LTV’s braking performance.)  The sum of the actual fatalities and the lives saved is the number of fatalities that potentially would have happened if cars and LTVs still had 1960 safety technology and nobody used safety belts.  Table 2 shows 1,443,030 actual car/LTV occupant fatalities in 1960-2002; without the 326,371 lives saved, there would have been 1,796,401 potential fatalities.  Actual car and LTV occupant fatalities only increased from 28,183 in 1960 to 32,737 in 2002.  Without the vehicle safety technologies and increases in belt use, they would have more than doubled, from 28,298 in 1960 to 57,242 in 2002.

 

Figure 2 compares the trends in actual and potential fatalities.  Up to the early 1980’s, both trend lines were fairly close together, and both moved up or down in response to baby boomers starting to drive (1960’s), energy crisis (1970’s) and recession (early 1980’s).  From the mid 1980’s, vehicle safety made a big difference.  Potential fatalities kept rising as registered vehicles and VMT increased in an affluent society.  But increased belt use, air bags and other vehicle safety technologies held the line on actual fatalities at about 32,000 a year.

 

The overall, combined effectiveness of the vehicle safety technologies is the percent of potential fatalities that were saved, as shown in the right column of Table 2.  The effectiveness grew in every year from 1960 to 2002, from a humble 0.40 percent in 1960 to a very substantial 42.81 percent fatality reduction in 2002.  Figure 3 charts the trend, showing:

 

• Not much effect before the FMVSS.
• Steady growth in the early-to-mid 1970’s as the early FMVSS phased in.
• A slowdown in 1978-82, when belt use declined prior to national buckle-up campaigns.
• The largest gains came with the buckle-up laws in the mid-to-late 1980’s.
• Steady progress since the late 1980’s thanks to continued increases in belt use, air bags and other recent FMVSS.

TABLE 2: ACTUAL OCCUPANT FATALITIES, POTENTIAL FATALITIES WITHOUT

THE VEHICLE SAFETY TECHNOLOGIES, AND LIVES SAVED IN CARS/LTVs

 

CY	Actual	W/o Safety Techs	Lives Saved	Percent Saved
1960	28,183	28,298	115	0.40
1961	28,087	28,204	117	0.41
1962	30,544	30,679	135	0.44
1963	32,664	32,823	159	0.49
1964	35,603	35,805	202	0.56
1965	36,518	36,767	249	0.68
1966	39,130	39,465	334	0.85
1967	39,327	39,826	499	1.25
1968	41,019	41,818	799	1.91
1969	42,117	43,273	1,156	2.67
1970	39,556	40,972	1,415	3.45
1971	38,916	40,651	1,735	4.27
1972	40,103	42,281	2,178	5.15
1973	38,739	41,258	2,520	6.11
1974	31,145	33,608	2,463	7.33
1975	31,361	34,355	2,995	8.72
1976	32,222	35,398	3,176	8.97
1977	33,173	36,772	3,599	9.79
1978	34,988	38,951	3,964	10.18
1979	35,108	39,325	4,217	10.72
1980	35,097	39,554	4,456	11.27
1981	33,911	38,284	4,373	11.42
1982	29,855	33,834	3,979	11.76
1983	29,209	33,384	4,176	12.51
1984	30,177	34,935	4,758	13.62
1985	30,044	36,357	6,314	17.37
1986	32,380	40,827	8,447	20.69
1987	33,306	43,203	9,898	22.91
1988	34,217	45,407	11,190	24.64
1989	33,709	45,127	11,418	25.30
1990	32,830	44,470	11,640	26.18
1991	30,928	43,060	12,131	28.17
1992	29,542	41,966	12,424	29.60
1993	30,182	43,917	13,735	31.27
1994	30,979	46,075	15,096	32.76
1995	32,057	48,113	16,056	33.37
1996	32,534	50,289	17,755	35.31
1997	32,501	51,003	18,502	36.28
1998	31,940	51,263	19,323	37.69
1999	32,151	52,038	19,887	38.22
2000	32,234	53,968	21,734	40.27
2001	32,009	54,558	22,548	41.33
2002	32,737	57,242	24,506	42.81
	1,443,030	1,769,401	326,371

FIGURE 2: ACTUAL VS. POTENTIAL CAR/LTV OCCUPANT FATALITIES

 

(“A” = actual fatalities; “P” = potential fatalities without the vehicle safety technologies)

 

 

 60000 ˆ

       ‚

       ‚                                                                  potential         P

 55000 ˆ                                                                     fatalities   P

       ‚                                                                                P

       ‚                                                                          P P P

 50000 ˆ                                                                        P  keep rising

       ‚                                                                      P

       ‚                                                                    P

 45000 ˆ                                                        P P P

       ‚                  P                                   P       P   P

       ‚                A A P   P P                                     P

 40000 ˆ            P A     A P A             P P           P  FMVSS start to

       ‚ baby-      A         A   A         P     P           make a big difference

       ‚ boomers  A           energy      P     recession P

 35000 ˆ start  A             crisis  P P   A A A       P       A

       ‚      A                     P     A       A P P       A   A A           A A         A

       ‚ driving                    A A A                   A         A     A A     A A A A

 30000 ˆ    A                                       A A A A             A A

       ‚A A

       ‚                                                              The FMVSS hold the line!

 25000 ˆ

       ‚

       ‚

 20000 ˆ

       ‚

       ‚

 15000 ˆ

       ‚

       ‚

 10000 ˆ

       ‚

       ‚

  5000 ˆ

       ‚

       ‚

     0 ˆ

       ‚

      

        1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   2   2

        9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   0   0

        6   6   6   6   6   7   7   7   7   7   8   8   8   8   8   9   9   9   9   9   0   0

        0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2

 

                                            CALENDAR YEAR

FIGURE 3: PERCENT OF POTENTIAL FATALITIES SAVED BY VEHICLE SAFETY TECHNOLOGIES, 1960-2002

 

 

   45 ˆ

      ‚

      ‚                                                                                    O

      ‚                                                                  more belt use   O

   40 ˆ                                                                                O

      ‚                                                                  + air bags  O

      ‚                                                                            O

      ‚                                                                          O

   35 ˆ                                                                        O

      ‚                                                                      O

      ‚                                                                    O

      ‚                                                                  O

   30 ˆ                                                                O

      ‚                                                              O

      ‚

      ‚                                                            O

   25 ˆ                                                        O O

      ‚

      ‚                                                      O

      ‚                                                    O

   20 ˆ

      ‚                                                      buckle-up

      ‚                                                  O     laws

      ‚

   15 ˆ

      ‚                                                O

      ‚                                              O

      ‚                                      O O O O

   10 ˆ                                  O O  declining belt use

      ‚                              O O      

      ‚                            O  early

      ‚                          O   non-belt

    5 ˆ                        O    FMVSS

      ‚                    O O     phase in

      ‚                O O

      ‚          O O O

    0 ˆO O O O O

      ‚

     

       1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   1   2   2

       9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   9   0   0

       6   6   6   6   6   7   7   7   7   7   8   8   8   8   8   9   9   9   9   9   0   0

       0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2   4   6   8   0   2

 

                                          CALENDAR YEAR

 

 

Estimates of lives saved by each FMVSS  Car/LTV safety technologies saved an estimated 24,561 lives in 2002, comprising 14,175 car occupants, 10,331 LTV occupants and 56 pedestrians, bicyclists and motorcyclists saved by car/LTV braking improvements.  Table 3 shows how many lives were saved by the individual FMVSS – i.e., by the technologies associated with each FMVSS:

 

• Safety belts are by far the most important occupant protection, saving an estimated 14,570 lives[3]: over half the total of 24,561.  The estimate includes safety belts of all types (3-point, lap-only, automatic), at all designated seat positions.  Safety belts are designed to keep occupants within the vehicle and close to their original seating position, provide “ride-down” by gradually decelerating the occupant as the vehicle deforms and absorbs energy, and, if possible, prevent occupants from contacting harmful interior surfaces or one another (however, NHTSA recommends correctly installed, age-appropriate safety or booster seats for child passengers until they are at least 8 years old, unless they are at least 4’9" tall).  Safety belts are especially important in LTVs, where a large proportion of unrestrained fatalities are ejections and/or rollover crashes; belts saved 6,872 lives in LTVs, nearly two-thirds of the 10,331 LTV occupants saved.
• Frontal air bags saved 2,473 lives in 2002[4], when 63 percent of cars and LTVs on the road were equipped with driver or dual air bags.  Benefits can be expected to grow in future years as the on-road fleet approaches 100 percent air bag equipped.  Air bags have significant benefits in frontal and partially frontal impacts for nearly all occupants age 13 and older, including the oldest drivers and passengers, by providing energy absorption and ride-down and by preventing head contacts with the windshield or windshield header.  Risk from air bags to child passengers age 12 and younger can be eliminated by riding in the back seat, correctly restrained – or by turning off the on-off switch in pickup trucks where children cannot ride in a back seat correctly restrained.
• Energy-absorbing steering assemblies meeting FMVSS 203 and 204 are an important “built-in” safety technology that saved an estimated 2,657 lives in 2002.  In the 1960’s, they were the first basic protection for drivers in frontal crashes, designed to cushion their impact into the steering assembly.  Today, the combination of energy-absorbing columns, safety belts and air bags provides far better protection for the driver in frontal crashes. 
• Improvements to door locks, latches and hinges, generally implemented by manufacturers in the 1960’s and regulated by industry standards subsequently incorporated into FMVSS 206, saved 1,398 lives in 2002.  They reduce the risk of occupant ejection by keeping doors closed in rollover crashes.

TABLE 3: ESTIMATES OF LIVES SAVED BY SAFETY TECHNOLOGIES IN 2002

FMVSS & Safety Technology	Car Occupants	LTV Occupants	Pedestrians Bicyclists Motorcyclists	TOTAL
105: Dual master cylinders & front disc brakes	288	199	56	538
108: Conspicuity tape for heavy trailers	91	68		159
201: Voluntary mid/lower instrument panel improvements	631	299		930
203/204: Energy-absorbing steering assemblies	1,660	997		2,657
206: Improved door locks	704	694		1,398
208: Safety belts – all types, all seat positions	7,699	6,872		14,570*
208: Frontal air bags	1,642	831		2,473*
212: Adhesive windshield bonding	229	118		347
213: Child safety seats	223	112		335*
214: Side door beams & voluntary (pre-1994) TTI(d) reductions	848	146		994
216: Roof crush strength (eliminate true hardtops)	161			161
Total	14,175	10,331	56	24,561

* NHTSA’s official estimates of lives saved by safety belts (14,164), air bags (2,248) and child restraints (376), published in Traffic Safety Facts 2002 – Occupant Protection, were computed by a similar method.  This report’s estimates are not identical; slightly different computational procedures were used to estimate the lives saved by all vehicle safety technologies, not just belts, air bags and safety seats.   

• Side door beams in cars and LTVs meeting the original static crush test of FMVSS 214, plus modifications to 2-door cars in anticipation of the dynamic test requirement later added to FMVSS 214 saved 994 lives in side impacts.  Side door beams are primarily effective in side impacts with fixed objects, such as trees or poles. 
• Improvements to mid- and lower instrument panels, not actually required by FMVSS 201 but historically and functionally associated with that standard to some extent, saved an estimated 930 right-front passengers in frontal crashes in 2002.  Instrument panels were redesigned, using energy-absorbing materials, to decelerate occupants at a safe rate and keep them in an upright position during frontal crashes.
• Car/LTV braking improvements directly or indirectly associated with FMVSS 105 include dual master cylinders and front disc brakes.  By eliminating brake failure or helping cars and LTVs stop more effectively, they saved 538 lives in 2002, including 56 pedestrians, bicyclists or motorcyclists
• Adhesive windshield bonding saved 347 lives in 2002 by keeping the windshield attached to the vehicle in severe impacts and preventing occupant ejection via the windshield portal.  FMVSS 212 regulates windshield mounting.
• Child safety seats meeting FMVSS 213 saved an estimated 335 young passengers in 2002.[5]  Child safety seats are the basic protection system for passengers who are too small to obtain full benefits from safety belts.  Newborns should start with rear-facing infant seats, graduate to forward-facing toddler seats, booster seats and, finally, when they are at least 9 years old or 4’9” tall, to adult safety belts.
• FMVSS 216, roof crush strength, is associated with the redesign of true hardtops as pillared hardtops or sedans during the 1970’s.  True hardtops had no B-pillars to support the roof, making it more susceptible to crush in a rollover.  If cars were still built that way there would have been 161 additional fatalities in 2002.
• FMVSS 108 requires red-and-white conspicuity tape on heavy truck trailers.  The tape reflects another vehicle’s headlights strongly and it is highly visible in the dark.  Although this device is furnished on heavy trailers, not cars or LTVs, it is the occupants of cars and LTVs who primarily benefit by avoiding collisions with the trailers.  The tape saved an estimated 159 car and LTV occupants in 2002.

Table 4 shows cumulative lives saved from 1960 through 2002: 232,255 car occupants and 94,117 LTV occupants, plus 2,180 pedestrians, bicyclists and motorcyclists saved by car/LTV braking improvements, for an estimated total of 328,551.  Safety belts (168,524) accounted for more than half the total.  Air bags, one of the most recent technologies, had saved 12,074 lives by the end of 2002, and child safety seats, 5,954.  The “built in” non-belt technologies regulated by the remaining nine FMVSS in Table 4 (105, 108, 201, 203/204, 206, 212, 214 and 216) add up to 142,000 lives saved; energy-absorbing steering assemblies, improved door locks, and voluntary instrument panel improvements saved the most lives.

 

TABLE 4: ESTIMATES OF LIVES SAVED BY SAFETY TECHNOLOGIES IN 1960-2002

FMVSS & Safety Technology	Car Occupants	LTV Occupants	Pedestrians Bicyclists Motorcyclists	TOTAL
105: Dual master cylinders & front disc brakes	7,993	2,880	2,180	13,053
108: Conspicuity tape for heavy trailers	683	422		1,105
201: Voluntary mid/lower instrument panel improvements	16,670	4,373		21,043
203/204: Energy-absorbing steering assemblies	41,545	11,472		53,017
206: Improved door locks	19,504	9,398		28,902
208: Safety belts – all types, all seat positions	109,519	59,004		168,524
208: Frontal air bags	8,770	3,304		12,074
212: Adhesive windshield bonding	5,248	1,462		6,710
213: Child safety seats	4,854	1,100		5,954
214: Side door beams & voluntary (pre-1994) TTI(d) reductions	14,002	701		14,703
216: Roof crush strength (eliminate true hardtops)	3,466			3,466
Total	232,255	94,117	2,180	328,551

The complete report is available here in pdf format. Part-1 Part-2

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