Lexus and Scholastic announce Lexus Eco Challenge #2 winners
All Winning Teams Invited to Participate in the Final Challenge for $270,000 in Grants and Scholarships
Creating rain gardens, building a biodiesel processor, and promoting the use of solar chimneys were some of the actions taken by the winning teams in the second round of the Lexus Eco Challenge, an educational program and contest that empowers young people to make a positive difference for the environment. The 15 winning middle and high schools teams in Challenge #2 were awarded $10,000 each and are now qualified to participate in the Final Challenge for a chance at one of two $30,000 grand prizes and 14 $15,000 first-place awards. In all, Lexus will award a total of $500,000 in grants and scholarships throughout this year’s program. All award money is shared among the students, teacher advisor and school.
“Since launching the Lexus Eco Challenge three years ago, we’ve enjoyed watching as thousands of students have stepped up to protect our environment, and this latest round of entries did not disappoint us,” said Mark Templin, Lexus group vice president and general manager. “We’ve been impressed, humbled, and most of all, inspired by the dedication of the teams and their teacher advisors.”
For each of the challenges, teams are required to define an environmental issue that is important to them, develop an action plan to address the issue, implement the plan, and report on the results. The Challenge #2 winning teams that best addressed environmental challenges associated with air and climate were (winners listed in alphabetical order by state along with city, team name. school name, and each project’s subject).
High School Winners:
– Florida (Newberry) – “P.A.N.T.H.E.R. – Providing a New Way to Help Environmental Restoration” – Newberry High School – “Green” Christmas initiative
– Georgia (Atlanta) – “Westminster Greencats” – The Westminster Schools – Reducing greenhouse gases and investing in renewable energy sources
– Hawaii (Honolulu) – “LEXgo” – W.R. Farrington High School – Preservation and recycling
– Illinois (Chicago) – “McAuley EcoMacs: Operation Haiti” – Mother McAuley High School – Built a biodiesel processor and solar-thermal heating system
– Missouri (St. Louis) – “Team Neon” – Parkway North High School -Addressed destruction of natural prairies
– New Jersey (Manalapan) – “Project Blue Sky” – Manalapan High School – Educated about renewable energy sources
– Pennsylvania (Souderton) – “SAVE – Students Against Violating the Earth” – Souderton Area High School – Encouraged use of solar chimneys
– Utah (Orem) – “R.A.W.R. – Rocky-Mountain Area Wildlife Research” – Timpanogos High School – Environmental research and education about effects of climate change
Middle School Winners:
– Florida (Boca Raton) – “Tap In Too” – Logger’s Run Middle School – Recycling plastic water bottles and switching to reusable water bottles
– Kentucky (Lexington) – “E.F.B.S. – Eco-Friendly Bag Savers” – SCAPA Bluegrass – Impact of plastic and paper bags on the environment
– New York (East Greenbush) – “Goff Gone Green” – Howard L. Goff Middle School – Conservation of fossil fuels
– New York (Rosedale) – “The Eco Team” – PS 270 – Air pollution reduction
– South Carolina (Hanahan) – “HMS Hawks” – Hanahan Middle School – Conserving fossil fuels by reducing energy use.
– Utah (Holladay) – “Unplug the Thug” – Olympus Junior High – Energy conservation by unplugging cell phone chargers
– Wisconsin (Milwaukee) – “Bayside Pollution Revolution” – Bayside Middle School – Energy conservation by reducing use of electricity
This year’s Lexus Eco Challenge launched on Sept. 28, 2009, and concludes with the announcement of the first place and grand-prize-winning teams during Earth Month in April 2010. All winners from Challenges #1 and #2 have been invited to participate in the Final Challenge with an entry deadline of March 16, 2010.
In addition to the ongoing contest, the Lexus Eco Challenge also includes educational materials developed by Scholastic to encourage teachers to integrate creative lesson plans into their classrooms to help teach students about the environment. For each challenge, the Web site (www.scholastic.com/lexus) has lesson plans and teacher instructions including questions to help guide a discussion about the current challenge, facts about the topic, and guidelines for a specific classroom project.
The Lexus Eco Challenge is part of The Lexus Pursuit of Potential, a philanthropic initiative that generates up to $3 million in donations each year for organizations that help build, shape and improve children’s lives.
Ford leads the industry on fuel economy improvement, driven by powertrain advancements
Ford Motor Company has improved in fuel economy more than any other major automaker since 2004, according to a recent report by the U.S. Environmental Protection Agency. The EPA rated Ford’s combined car and truck fuel economy improvement at nearly 20 percent, almost double the next closest competitor.
Ford credits its recent gains in fuel economy in part to its introduction of the Ford Escape and Mercury Mariner hybrids and numerous incremental aerodynamic, mechanical, energy management and weight-saving improvements across its vehicle lineup. Going forward, it expects the 2009 introduction of the Ford Fusion and Mercury Milan hybrids and its fuel-efficient EcoBoost engines to further improve its fleet-wide fuel economy.
Dramatic fuel efficiency improvement is evident throughout Ford’s vehicle lineup – from cars and crossovers to sport utilities and trucks. Depending on powertrain specifications, the 2010 Fusion, Fusion Hybrid, Escape Hybrid, Taurus SHO, Flex, F-Series and Transit Connect offer best-in-class or unsurpassed fuel economy. The same can be said of the 2010 Lincoln MKS and MKT and Navigator, Mercury Milan Hybrid and Mariner Hybrid.
Ford expects to see its overall fuel economy continue to rise in 2010 with the introduction of the 2011 Ford Fiesta and redesigned 2011 Ford Focus – both high-mileage small cars.
“2009 has been a breakthrough year for Ford, leading with the launch of EcoBoost and the introduction of new products that will result in further improvement in 2010,” said Sue Cischke, group vice president, Sustainability, Environment and Safety Engineering. “Our commitment to delivering affordable, fuel-efficient vehicles for millions has never been stronger or better demonstrated.”
Not only is the improved fuel efficiency good for customers’ wallets, it benefits the environment as well. As a result of the boost, Ford lowered its tailpipe CO2 emissions more than any other automaker with a fleet-wide average of 434 grams per mile – 37 grams lower than its 2007 total and 25 grams lower than 2008.
A powerful difference maker
The fuel efficiency of the 2010 Ford Fusion improved 21 percent over the 2009 model, jumping from 28 mpg to 34 mpg in highway driving, and leap-frogging the competition. Powertrain improvements were a big difference maker. Fusion and other new models benefit from the introduction of Ford’s new six-speed transmission, which offers a wider gear span than four-speed transmissions.
The six-speed allowed Ford’s engineers the flexibility to tune the powertrain for greater responsiveness in low gears and better fuel economy in the taller gears. The new double-overdrive gearbox is designed to contribute up to 4 percent fuel economy improvement. Ford has committed that almost 100 percent of its transmissions will be advanced six-speed gearboxes by 2013.
Ford’s EcoBoost breakthrough
This year, Ford introduced its new line of powerful, fuel-efficient EcoBoost engines, available in the Ford Taurus, Ford Flex, Lincoln MKS and Lincoln MKT. Recently honored with a Popular Mechanics’ Breakthrough Award, EcoBoost uses gasoline turbocharged direct-injection technology for up to 20 percent better fuel economy, 15 percent fewer CO2 emissions and superior driving performance versus larger-displacement engines.
On average, nearly one in five buyers of the Taurus, Flex, Lincoln MKS and MKT have opted for EcoBoost since the engine lineup’s introduction in August. By 2013, Ford will offer EcoBoost engines in 90 percent of its product lineup with annual volume of vehicles with EcoBoost at 1.3 million globally.
“We are committed to delivering new products with the best fuel economy in every segment in which we compete – driven in large part by substantial advancements in powertrain technology,” said Barb Samardzich, vice president, Ford Global Powertrain Engineering. “We are focusing on sustainable technology solutions that can be used not for hundreds or thousands of cars, but for millions of cars, because that is how Ford truly will make a difference.”
It’s all about incremental improvements
The fact that the 2010 Ford Taurus and 2009 Ford F-150 are up to 12 and 17 percent respectively better on fuel economy than their 2004 predecessors isn’t due to one “silver bullet” solution but a host of vehicle enhancements, including aerodynamic refinements, weight efficiency and mechanical improvements.
The progress made by Ford during the past few years reflects an engineering philosophy that every joule of energy gained through incremental improvement is precious. Ford engineers work tirelessly using a systems approach to manage vehicle energy and implement a variety of design and engineering solutions that can each improve fuel economy by 1 percent or more. Taken together, the improvements help deliver significant savings for consumers at the pump.
Aerodynamics
The ease with which a vehicle moves through air greatly influences its fuel efficiency. Ford engineers use sophisticated computer modeling and wind tunnel testing to painstakingly tweak vehicle designs millimeter by millimeter to get the best possible aerodynamics without losing sight of the designers’ original vision. The energy saving can be significant. A 10 percent reduction in aerodynamic drag increases fuel economy by approximately 1 percent for cars and approximately 2 percent for trucks with conventional internal combustion engines.
The 2010 Fusion, Mercury Milan and Lincoln MKZ are 5 percent more efficient than outgoing models in terms of drag coefficient, which measures the force that pulls a vehicle back when it is moving. The Fusion S leads the group with a segment-topping 34 mpg highway rating, in part because it is 8 percent more aerodynamically efficient than the outgoing model.
Weight reduction
Reducing vehicle weight also is a critical part of fuel economy improvement. For every 10 percent reduction in weight, fuel consumption is estimated to improve by 3 percent. According to a recent study, replacing heavier materials with lightweight materials is nearly as important as hybrid technology for automakers to meet the expected increase in the One National Program regulations by 2016.
Ford increasingly uses light-gauge, high-strength steel and lightweight materials such as aluminum and magnesium to meet weight reduction goals ranging from 250 to as much as 750 pounds. In turn, weight savings in body and structural materials allow for the use of smaller-displacement engines and lighter-weight suspensions and chassis components.
The Fusion team eliminated 125 pounds for the S-Series fuel economy leader. The size of the radiator, for example, has been reduced in size by one-third with no degradation in performance. Also, 16-inch aluminum wheels and low-rolling resistance tires help aid aerodynamics while still delivering top performance.
Energy management
Ford is eliminating energy waste in every vehicle system, including power steering. Ford’s new Electric Power Assist Steering (EPAS) can improve fuel economy up to 3 percent, while reducing CO2 emissions and enhancing steering performance. EPAS saves fuel primarily because the steering system is powered by an electric motor connected to the vehicle’s battery, as opposed to engine-mounted hydraulic pump steering systems. By 2012 Ford plans to fit nearly 90 percent of the Ford, Lincoln and Mercury lineup with EPAS.
“While we are implementing our near-, mid- and long-term plans, we are continuing to achieve efficiencies throughout the vehicle in areas that can quickly lead to fuel economy improvement today,” said Derrick Kuzak, Ford’s group vice president of Global Product Development. “Whether we’re reducing wind drag, eliminating engine-driven power steering pumps or switching to low-friction engine oil, this attention to every detail and these small improvements collectively deliver significant fuel economy gains for our customers.”
A new frontier of electric vehicles
In 2009, Ford launched an aggressive plan to bring pure battery-electric vehicles, next-generation lithium-ion battery powered hybrids and a plug-in hybrid to market quickly and more affordably during the next four years.
The vehicles include:
– Transit Connect battery-electric commercial van in 2010
– Focus Electric passenger car in 2011
– Next-generation hybrid vehicle in 2012
– Plug-in hybrid in 2012
These new vehicles pave the way for additional applications in the future, using Ford’s high-volume global small car and midsize car platforms. The use of global platforms showcases Ford’s ability to develop products with worldwide market opportunities in mind. Powering the company’s electrification drive is its ONE Ford global product vision.
As part of Ford’s electrification plan, it will bring battery system design, development and manufacturing in house as a core competency in support of the development of its next-generation hybrid vehicle in 2012. This underscores Ford’s commitment and belief in the growth potential for electrified transportation. Ford will continue to work with supplier Johnson Controls-Saft on the design and development of battery cells and packs for Ford’s PHEV that also launches in 2012.
“Next-generation hybrids, plug-in hybrids and pure battery-powered vehicles are the logical next steps in our pursuit of greater fuel economy and sustainability,” said Nancy Gioia, Ford director of Global Electrification. “A growing number of consumers want that kind of choice, and we want to be in a position to deliver it to them across multiple vehicle categories.”
Source: Ford Motor Company
Audi A3 TDI named 2010 Green Car of the Year
EPA-estimated 42 MPG highway is highest of any luxury car sold in the U.S. – Audi TDI clean diesel 2.0 engine delivers optimal power with uniquely low emissions
The Green Car of the Year(R) award is the industry measure of environmental innovation
Green and performance luxury needn’t be mutually exclusive concepts. That’s a core belief at Audi. Today, that philosophy paid off with the all-new A3 TDI earning the prestigious title of 2010 Green Car of the Year®.
The announcement came this morning during the Los Angeles Auto Show as Ron Cogan, editor and publisher of Green Car Journal and editor of GreenCar.com presented the award to Audi of America President Johan de Nysschen. The Audi A3 TDI was among five model finalists nominated for the award, which began in 2005.
The 2010 Audi A3 TDI arrived at U.S. dealerships last month and initial sales have been promising. The A3 TDI is the latest example of the fuel economy and greenhouse gas emissions benefits provided by the critically acclaimed TDI clean diesel product line, following the wildly popular Q7 TDI, which launched in June 2009. TDI clean diesel technology was first developed by Audi 20 years ago and has come to signify the brand’s commitment to trailblazing automotive performance executed in an environmentally responsible way.
The groundbreaking TDI 2.0 engine available in the A3 delivers 140 hp and 236 lb-ft of torque, yet achieves an EPA-estimated 42 mpg highway fuel economy that is the best of any luxury car sold in America. That means the Audi A3 TDI achieve 50% better fuel economy than a comparable gasoline engine.
“We consider the Green Car of the Year® title one of the most important industry accolades,” said Johan de Nysschen, President, Audi of America. “It is of paramount importance for us to develop vehicles that achieve the very touchstones this award stands for — fuel efficiency and environmental impact. Rather than novelty features, we consider these attributes imperative to the future of automobile design. We are honored with this recognition for the Audi A3 TDI.”
In addition to setting the new industry standard in fuel efficiency, the 2010 A3 TDI remains a stylistic pacesetter as well. All new A3 models now come standard with S line exterior equipment. In addition the wheels have been upgraded and standard Xenon headlights with LED daytime running lights are available on Premium Plus models. “The Audi A3 TDI really defines what a ‘green’ car should be,” said Cogan. “At 42 mpg, it sets the bar for highway fuel efficiency in the luxury car segment. Its 50-state certified clean diesel engine is quiet, responsive, and achieves its mission without the need for exotic technologies. Plus, it’s sporty and just plain fun to drive.”
Indeed, the TDI technology in the A3 has a strong performance heritage. Audi was the first automaker to find success with diesel engines in motorsports, winning several times at the grueling 24 Hours of Le Mans and the 12 Hours of Sebring, among other competitions. That same fundamental technology is found in the A3 TDI, meaning motorists do not have to sacrifice performance for efficiency.
Source: Audi of America Inc.
EcoBoost engine attracts younger buyers to Ford
EcoBoost(TM) engine technology is driving younger, more affluent customers to Ford showrooms. And many of these buyers are hot to trade in their competitive-make vehicles to get their hands on one equipped with the fuel-efficient direct-injection turbocharged EcoBoost engine.
“EcoBoost technology is helping bring in a new customer to Ford dealer showrooms,” said Amy Marentic, Ford group marketing manager. “This customer is younger, more affluent, and more often trades in competitive products.”
Living proof is the all-new Ford Taurus SHO, with EcoBoost as standard. The average SHO buyer is 54 years old – 10-plus years younger than the base-model Taurus customer – and second youngest in its segment. The median household income of the SHO buyer is $20,000 more than the base Taurus customer. And as for conquests, nearly 55 percent of buyers are trading in Toyota Avalons, Nissan Altimas and Chevy Monte Carlos, among other competitive products, to drive away in a Taurus SHO. That’s the second-highest conquest rate in the segment.
Moreover, added Marentic, Taurus SHO customers want more and are willing to spend more to get it. “We’re seeing transaction rate improvements as EcoBoost buyers tend to package more options in their purchase, and the vehicles are selling with less incentives,” she said.
Taurus SHO has the highest average transaction price in the segment, with customers paying $10,000 or more above base-model price to enjoy not only the fuel efficiency and performance of the EcoBoost engine, but other premium package amenities such as all-wheel drive, Ford SYNC®, 19-inch wheels and a reverse sensing system.
EcoBoost spread
Other vehicles that offer EcoBoost, such as the Ford Flex and Lincoln MKS, are exhibiting other demographic phenomena.
Lincoln MKS with EcoBoost – along with Taurus SHO – is helping attract more 35- to 55-year-old males, a demographic the company has been working hard to bring back to the Ford fold. “Our sedans with EcoBoost are improving traffic with this demographic that has eluded Ford in recent years,” confirmed Marentic. This group of shoppers, in fact, represents nearly 35 percent of Lincoln MKS with EcoBoost buyers, which is more than 5 percentage points higher than the MKS equipped with the 3.7-liter engine. For Taurus SHO, it’s above 40 percent, more than double the 35- to 55-year-old males that purchase a base-model Taurus.
Other customers making the jump to Ford vehicles are hitting the Flex with EcoBoost equally hard; three out of four buyers are trading in a competitive product, including the Toyota Highlander, GMC Acadia and Chevy Traverse.
“No one else offers the level of performance and versatility of Flex with EcoBoost,” said Kate Pearce, Flex marketing manager. “It’s a compelling buy in the crossover segment for customers who are looking for the power and performance of a traditional V-8 but do not want to sacrifice this for fuel economy.”
More with EcoBoost
EcoBoost technology incorporates direct injection and turbocharging, allowing for the downsizing of engines, to provide customers with up to a 20 percent improvement in fuel economy and 15 percent reduction in emissions versus larger-displacement engines. With the 3.5-liter EcoBoost V-6, customers can expect V-8 performance but V-6 fuel efficiency.
Sales of Ford’s 3.5-liter EcoBoost-equipped vehicles have already exceeded company projections, with October sales twice as high as September.
Ford will complement the 3.5-liter EcoBoost V-6 engine with the launch of new 1.6-liter and 2.0-liter four-cylinder variants next year, which will be offered on several global Ford products, including midsize and large vehicles.
Source: Ford Motor Company
Economy and public health will benefit if clean car standards are well-designed, Group testifies
EPA Urged to Revise Proposed Zero Emission Rate for Electric Plug-In Vehicles
California’s and the nation’s economy and environment will reap significant benefits – and avoid costly impacts – if proposed federal standards to establish national vehicle greenhouse gas and fuel economy standards for new cars and trucks sold in the United States “are rigorous and well-designed.” That was the testimony by a policy specialist from Environmental Defense Fund (EDF) at the third and final hearing on the proposed rulemaking for the standards held by EPA and the U.S. Department of Transportation (DOT).
“The fundamental promise of the presidential accord – and the bedrock responsibility for the Environmental Protection Agency and Department of Transportation in finalizing the proposed standards – is to achieve profound and lasting progress in national security, climate stability and economic opportunity,” testified Erica Fick, clean energy fellow for Environmental Defense Fund. “Consumers should save an estimated $3,000 over the life of each of these cleaner vehicles. We respectfully request that federal policy-makers finalize rigorous and protective standards to ensure the promise of the president’s compact is realized.”
To establish one well-designed policy, EDF challenged the EPA to reconsider how it approaches accounting for greenhouse gas emissions resulting from generating electricity to power plug-in vehicles.
“The EPA’s proposal to assign a zero greenhouse gas emission rate for the electric portion of plug-in electric vehicles seriously misses the mark,” added Fick. “EPA must ensure that the pollution associated with the upstream electricity generation that powers plug-in vehicles is fully accounted for in the emissions assigned to these vehicles.”
The proposed federal standards – based on California’s clean car law – would apply to new model year 2012 to 2016 vehicles and reduce global warming pollution from transportation nationally by an estimated 21 percent by 2030. Transportation is a major sector of emissions that accounts for about 20 percent of all greenhouse gases nationwide.
The standards would apply to vehicles that are responsible for about 40 percent of all U.S. oil consumption and, if approved, would reduce consumption of oil by 1.8 billion barrels while achieving a five percent annual improvement in fuel efficiency for the nation’s passenger vehicle fleet.
Fick noted that California has more than 30 million registered vehicles that are a major contributor to global warming pollution in the state. California’s coastline spans more than 1,000 miles, and 70 percent of California’s population lives within 60 miles of the coast. Recent analysis predicts a 1.4 meter rise in sea level by 2100 putting 480,000 people at risk. Global warming is likely to make water management more difficult, contentious and expensive by disrupting snowmelt patterns that provide drinking water for over 20 million Californians and irrigation water for California’s $30 billion agricultural industry. Heat waves are projected to become longer, hotter, and more frequent, leading to more heat-related deaths. Hotter and drier weather also will lead to harmful wildfires that threaten lives and property.
When finalized and carried out, the standards will have important societal benefits, Fick testified. They include breaking our nation’s addiction to foreign oil, encouraging domestic clean energy technologies that will lead the way in the 21st century global marketplace, and significantly reducing the global warming pollution that imperils our planet and will harm our economy. Fick said the proposal represents an important step forward in addressing the grim impacts of a changing climate, but she cautioned that to secure these critical benefits, the final standards must be rigorous and well designed by:
– Accounting for Societal Benefits of Protective Action: To maximize benefits, it is essential to fully account for extraordinary and far-reaching protections that result from reducing emissions. The full range of environmental, social, and economic impacts of emissions should be factored in when calculating carbon’s societal costs and co-benefits of the proposed standards – such as health benefits from reductions in smog-forming air pollutants – must be incorporated in economic analysis, which must also account for catastrophic impacts. The final rule must reflect this through appropriate economic assumptions and use of ethical considerations beyond the scope of economic analysis alone.
– Ensuring Fleet Mix Assumptions. Reductions to be realized by these standards are dependent on assumptions about fleet composition in
model years 2012-2016. EDF urges federal policymakers to find ways to ensure fleet mix assumptions reflect real-world fleet composition.
– Preparing for model year 2017 and beyond. The standards apply to model years 2012 through 2016. EDF urges the EPA to begin work as soon as possible to prepare standards for model year 2017 and beyond.
Information about the clean car standards rulemaking can be found at: www.epa.gov/otaq/climate/regulations.htm.
Source: Environmental Defense Fund
New national study of crash-involved children reaffirms recommendations for booster seat through age 8
Boosters especially effective in side impact crashes
A study released in Pediatrics by The Children’s Hospital of Philadelphia offers updated evidence that children ages 4 to 8 who are restrained in the rear seat of a car in a belt-positioning booster seat are 45 percent less likely to be injured in a crash compared with children using a seat belt alone. Furthermore, the study showed there was no difference in the level of protection offered by backless versus high back booster seats. Of those riding in booster seats, children involved in side-impact crashes saw the greatest reduction in injury risk.
Researchers at The Children’s Hospital of Philadelphia’s Center for Injury Research and Prevention studied more than 7,000 children ages 4 to 8 involved in real-world crashes between 1998 and 2007.
“We wanted to take a fresh look at booster seats’ effectiveness to reduce injury among this age group, because when we first evaluated the protective benefits of booster seats in 2002, most children using them were 4 and 5 years old,” explains lead researcher Kristy Arbogast, Ph.D., Director of Engineering at CHOP’s Center for Injury Research and Prevention. “Since then, usage rates among older kids ages 6- to 8 have tripled, and we wanted to be sure these older kids were as well-protected by booster seats as the younger ones, now that we had more data. We found that injury reduction offered by booster seats remains significant even when a greater proportion of older children are included in the study.”
Researchers attribute the sharp increase in booster seat use among older children, in part, to many states passing upgrades to their child restraint laws that require booster seats for children older than age 4. The upper age limit of these booster laws varies by state and ranges from 6 through 8 years. Passage of these laws is associated with a nearly 40% increase in child restraint use among children up to age 8. While 47 states have booster seat laws, only 25 states and the District of Columbia require booster seats for children up to at least age 8. Florida, Arizona, and South Dakota have no booster seat law. The CHOP researchers recommend policymakers work to close these gaps in the laws to cover children to at least age 8 so that parents have the best information to protect their children.
“Based this new analysis of a decade’s worth of data on children involved in crashes, policymakers, pediatricians and health educators should continue to recommend as best practice the use of belt-positioning booster seats once a child outgrows a harnessed based child restraint until he/she is at least 8 years of age,” says Dennis Durbin, M.D., M.S.C.E., Co-Scientific Director of The Center for Injury Research and Prevention and study co-author. “Additionally, these results can give confidence to parents and health educators that choosing between a high back versus a backless booster seat for their child does not represent a compromise in safety.”
More information about this study, along with videos and fact sheets for parents about how to choose and install the right child restraint for your child and you vehicle are available at www.chop.edu/carseat. Additionally, an up-to-date chart of state booster seat laws and information is available at http://www.iihs.org/laws/childrestraint.aspx.
Study finds differing long-term effects of hand-held cellphone laws
Phoning while driving and texting behind the wheel are in the news. This is the highway safety issue of the moment, the subject of cartoons and, on a more serious side, the focus of legislation. A key question is whether such laws succeed in changing patterns of driver cellphone use.
Insurance Institute for Highway Safety researchers recently conducted a new round of observations of driver use of hand-held phones in 3 jurisdictions where the practice is banned. The findings, along with results of previous studies, reveal differing effects. In the District of Columbia, the proportion of drivers using hand-held phones dropped by about half immediately after a ban took effect in 2004. Nearly 5 years later use has edged up a little, but the decline is largely holding relative to nearby Virginia and Maryland.
The story is different in New York, the first US state to prohibit drivers from using hand-held phones in 2001. Connecticut enacted a ban in 2005. Comparing trends in these states over time, researchers found immediate effects of both laws. Cellphone use declined an estimated 76 percent in Connecticut and 47 percent in New York. But then use began going back up.
Effects of the laws over time: To quantify the long-term effects, researchers observed phone use multiple times during 2001-09 in both the study states and nearby communities without phone bans. The purpose was to estimate the proportion of drivers expected to be using hand-held phones if the laws hadn’t been enacted. By this measure, hand-held phone use was an estimated 65 percent lower in Connecticut, 24 percent lower in New York, and 43 lower in the District of Columbia than would have been expected without the laws.
In Connecticut and New York, phone use was higher in spring 2009 among women of all ages compared with men and higher among drivers younger than 25 versus 25-59 year-olds. Only 1 percent of drivers 60 and older were observed using phones.
“What’s clear from the surveys, despite some variability in their findings, is that bans on hand-held phoning while driving can have big and long-term effects, but the safety implications still aren’t clear,” says Institute president Adrian Lund. “Many drivers still use their hand-held phones, even where it’s banned, and other drivers simply switch to hands-free phones, which doesn’t help because crash risk is about the same, regardless of phone type.”
Phone use, texting, and crash risk: The question of the risk associated with using various electronic devices while driving was the focus of debate at a recent summit convened by Ray LaHood, US Secretary of Transportation. Participants cited a number of studies.
For example, 2006 research from the Virginia Tech Transportation Institute involved instrumenting cars with video and sensors to estimate the risk associated with phoning. The main finding is an almost 3-fold increase in the odds of crashing or nearly crashing when dialing a hand-held phone. The increase is 1.3 for talking. However, this study included only 100 cars and not many crashes occurred during the study period, so the results are inconclusive.
Researchers at the same organization say the risk associated with text messaging may be much higher, based on a new study of truck drivers. The main finding is a 23-fold increase in the odds of crashing, nearly crashing, or drifting from a travel lane among truckers who texted while they drove. A limitation is that most of the incidents involved lane drift or other driver error, not crashes, and it’s unknown how such incidents relate to actual crashes.
Two studies that rely on the cellphone records of crash-involved drivers show big increases in crash risk when drivers talk on phones, whether hands-free or hand-held. The risk of a crash involving injury or property damage is 4 times as high.
Other studies have been conducted on simulators. Virtually all of these confirm that phoning impairs driving performance, and the impairment is similar for hand-held and hands-free phones.
“Whether the risk associated with phoning or texting while driving is 4-fold or 23-fold or somewhere in between, the fact of the risk is clear,” Lund points out. “Manual dialing and texting seem especially risky, but talking also involves crash risk, and drivers spend more time talking on phones than dialing.”
Besides the precise risk associated with hand-held phone use, there’s more researchers don’t know. Banning hand-held phones does reduce their use while driving, for example, but it isn’t known whether such bans also reduce crashes. Nor is it known how drivers respond when hand-held phones are banned. This has important implications concerning the laws state legislators are considering.
Laws may be difficult to enforce: The crash risk is about the same, whether drivers use hand-held or hands-free phones, so if motorists respond to hand-held bans by switching the type of phone they use, they may not be reducing crash risk. What they’re doing, though, is engaging in a practice that’s harder to curb because laws against it are harder to enforce.
“Police officers can see whether a driver is holding a phone to the ear, but it’s going to be much harder to determine if a driver is sending a text message or talking on a hands-free phone,” Lund points out.
No US state currently bans all drivers from using hands-free phones. Twenty-one states and the District of Columbia prohibit beginning drivers from using any type of phone, including hands-free, but these laws are hard to enforce. This was the finding in North Carolina, where teenage drivers didn’t curtail phone use in response to such a ban, in part because they didn’t think the law was being enforced.
Technology could make a difference: The best approach would be to use technology to control how and when motorists use their cellphones. Devices are in the works that would block phone use in moving vehicles, but a problem is that such devices would block phoning by passengers as well as drivers. To get around this, some systems include a passenger mode, but it’s unclear whether drivers can be prevented from activating it to circumvent the whole purpose of the devices.
The main use of such technology may be among fleet managers to control phone use by employees or among parents who want to monitor their teenage drivers. However, phone blockers of any sort aren’t yet in widespread use, and their effects aren’t known.
Source: Insurance Institute for Highway Safety
Warning to motorists: Fall is peak season for deer-vehicle collisions
The I.I.I. Offers Tips to Avoid Deer-Related Accidents
Cars and deer can be a lethal combination. Deer migration and mating season generally runs from October through December, and causes a dramatic increase in the movement of the deer population. As a result, more deer-vehicle collisions occur in this period than at any other time of year, so drivers need to be especially cautious, according to the Insurance Information Institute (I.I.I.).
The I.I.I. estimates that there are more than 1.6 million deer-vehicle collisions each year, resulting in 150 occupant deaths, tens of thousands of injuries and over $3.6 billion in vehicle damage. An additional billion dollars is spent on medical payments for injuries to people in the car and out-of-pocket expenses paid by vehicle owners, bringing the total cost to approximately $4.6 billion. The average claim for deer-vehicle collisions is $3,000, with costs varying depending on the type of vehicle and severity of the damage.
Studies by the Insurance Institute for Highway Safety (IIHS) show that three out of four vehicle-animal collisions involve deer, and that November is the peak month for these accidents. These collisions also account for tens of thousands of injuries each year, according to the National Safety Council.
“As our wildlife habitat continues to shrink, accidents with deer and other animals are likely to increase. Drivers should stay alert and pay particular attention to the sides of the road, especially during the hours just before dusk and just before daylight. “said Jeanne M. Salvatore, senior vice president and consumer spokesperson for the I.I.I.
Not only is urban sprawl displacing deer from their natural habitat, but the deer population is also growing. As a result, many of them find their way onto highways and into suburban neighborhoods, especially during deer season.
Some states experience more deer related collisions than others. According to a study of annual claims statistics, the states with the highest claim frequency are West Virginia, Michigan, Arkansas, South Dakota, Wisconsin, North Dakota and Virginia.
Fortunately, there are steps you can take to decrease the likelihood of being involved in a deer-vehicle collision.
Drivers should be aware of the following:
– Deer are not just found on rural roads near wooded areas; many deer crashes occur on busy highways near cities.
– Deer are unpredictable, especially when faced with glaring headlights, blowing horns and fast-moving vehicles. They often dart into traffic.
– Deer often move in groups. If you see one, there are likely to be more in the vicinity.
Drivers should take the following precautions:
– Drive with caution when moving through deer-crossing zones, in areas known to have a large deer population and in areas where roads divide agricultural fields from forestland.
– Always wear your seatbelt. The IIHS reports that in a study of fatal animal crashes, 60 percent of people killed were not wearing a seatbelt. sixty-five percent of people killed in animal related crashes while riding motorcycles were not wearing a helmet.
– When driving at night, use high beam headlights when there is no oncoming traffic. The high beams will better illuminate the eyes of any deer on or near the roadway.
– Be especially attentive from sunset to midnight and during the hours shortly before or after sunrise. These are the highest risk times for deer-vehicle collisions
– Brake firmly when you notice a deer in or near your path, but stay in your lane. Many serious crashes occur when drivers swerve to avoid a deer and hit another vehicle or lose control of their cars.
– Do not rely on devices such as deer whistles, deer fences and reflectors to deter deer. These devices have not proven effective.
In the event your vehicle strikes a deer, try to avoid going near or touching the animal. A frightened and wounded deer can hurt you or further injure itself. If the deer is blocking the roadway and poses a danger to other motorists, you should call the police immediately.
Contact your insurance agent or company representative as quickly as possible to report any damage to your car. Collision with a deer or other animals is covered under the optional comprehensive portion of your automobile policy.
Source: Insurance Information Institute
Nissan LEAF Electric Car reservations to begin in the U.S. in Spring 2010
Nissan North America Targets 20,000 Reservations by Launch Near End of 2010; Will Expand Production to U.S. in 2012
In response to strong initial demand for the Nissan LEAF zero-emission electric car, Nissan North America, Inc. announced it will begin taking reservations for LEAF in spring 2010. Nearly 22,000 people in North America have contacted Nissan since the company unveiled the car in August.
“The groundswell of interest, especially from people in our initial launch markets, demonstrates to us the importance of a reservation system,” said Carlos Tavares, head of Nissan’s operations in North, Central and South America. “Our goal is to confirm at least 20,000 reservations for Nissan LEAF by the time we deliver the world’s first mass-market zero-emission car in late 2010.”
Nissan will invite people to “opt-in” and receive updates and information about LEAF through a reservation system that will tell them when the electric car is available – either for test drives or to take home. Participants will receive the latest news about the company’s zero-emission activities as well as information about Nissan LEAF and how to become “plug-in ready.”
“We’ll continue to reach out to this enthusiastic and rapidly growing group as we approach launch,” said Tavares.
About 70 percent of the people in North America who have contacted Nissan about LEAF reside in markets where the all-electric zero-emission car first will be brought to market.
Of those who have contacted Nissan, about half report that they want to obtain LEAF as soon as it’s available, and another 45 percent indicate interest in owning an electric vehicle within the next two to three years. Metro areas with the strongest consumer responses are San Diego, Calif.; Tucson, Ariz.; Seattle; Portland, Ore.; and Los Angeles – all of which are among the first markets where LEAF will be available globally.
More than 90 percent of the people who have contacted Nissan indicate that they drive less than 100 miles daily, which is the range of LEAF when fully charged. Meanwhile, 75 percent indicate that they are members of two-car households – prime candidates for an efficient commuter car like the all-electric, zero-emission LEAF.
People interested in zero-emission mobility will have the opportunity to see Nissan LEAF starting in November, on the heels of its appearance at the Tokyo Motor Show, when it will be on tour throughout the major launch markets in the United States. The tour will kick off in Los Angeles at a dedicated event.
Nissan is the only automaker committed to making all-electric vehicles available to the mass market on a global scale. Beginning in late 2012, Nissan will manufacture LEAF and its advanced lithium-ion battery pack for the U.S. market at the company’s plant in Smyrna, Tenn. Initially, LEAF will be manufactured in Japan.
Nissan LEAF will be available for private and fleet customers. People who wish to participate in the reservation program can visit www.nissanusa.com/leaf-electric-car. Details about the program and pricing are being finalized.
In the United States, Nissan – in conjunction with the Renault-Nissan Alliance – is exploring ways to promote zero-emission mobility and the development of an electric-vehicle infrastructure through partnerships in the State of Tennessee, the State of Oregon, Sonoma County and San Diego in California, Phoenix and Tucson, Ariz., Washington D.C., Seattle, and Raleigh, N.C. Additional partnerships will be announced in the near future.
Source: Nissan North America
Survey: U.S. drivers say texting while driving should be banned; Voice technoogy seen as safer
A national survey released today showed 86 percent of licensed U.S. drivers described handheld texting while driving as “very dangerous,” with 93 percent supporting a nationwide ban on texting – Despite strong support for a nationwide handheld texting ban, only 42 percent of respondents believe drivers would stop texting if banned. More than 75 percent believe there would be more compliance if hands-free or voice-activated technologies were widely available – Sixty-seven percent of drivers said they believed voice-activated technology is a safe alternative to handheld texting – The most recent and most complete research shows that distractions that take drivers’ eyes away from the road for an extended period of time are a factor in nearly 80 percent of accidents
The vast majority of U.S. drivers believes handheld texting while driving is very dangerous and should be banned nationwide, according to a new national survey released today.
The survey showed that 86 percent of U.S. drivers believe handheld texting while driving is “very dangerous” and 93 percent support a nationwide ban on texting. At the same time, only 42 percent of respondents believe drivers would stop texting behind the wheel if the practice was banned. However, more than 75 percent believe there would be more compliance if hands-free or voice-activated technologies were widely available.
The online survey was conducted September 18-21 by Penn, Schoen & Berland Associates on behalf of the Ford Motor Company. Ford commissioned the survey as part of its efforts to understand driver perceptions related to distracted driving. Ford last week endorsed a proposed nationwide ban on handheld texting introduced by Senator Charles E. Schumer (D-NY) and Rep. Carolyn McCarthy (D-NY).
“Research shows that activity that draws drivers’ eyes away from the road for an extended period while driving, such as text messaging, substantially increases the risk of accidents,” said Jim Vondale, director of Ford’s Automotive Safety Office. “That is why we support a nationwide ban on handheld texting while driving and why Ford has developed hands-free and voice-activated technologies to allow drivers to remain connected, but to do so while keeping their hands on the wheel and their eyes on the road.”
The survey shows that 67 percent of drivers said they believed voice-activated technology is a safe alternative to texting, and 76 percent said such a feature would be an appealing feature in a car.
The survey results come as the U.S. Department of Transportation is scheduled to host a summit on driver distraction in Washington, D.C., next week.
According to the survey, there is confusion among drivers over existing state laws prohibiting handheld cell phone use and/or texting while driving. Currently 18 states have enacted such bans but nearly 40 percent of drivers in these states indicated they were unaware of the ban in their own state.
Research on driving solutions
According to a NHTSA-sponsored 100-car study conducted by Virginia Tech Transportation Institute, driver inattention that may involve looking away from the road for more than a few seconds is a factor in nearly 80 percent of accidents.
“A growing number of drivers are using handheld wireless communications and music-playing devices while driving,” said Dr. Louis Tijerina, Ford senior technical specialist. “Research clearly shows that manual operation of those devices that takes the driver’s eyes from the road for an extended period of time creates the kind of distraction that causes accidents.”
Ford developed the Virtual Test Track Experiment (VIRTTEX), a state-of-the-art simulator that monitors and analyzes a variety of driving behaviors. Since VIRTTEX opened in 2001, Ford has completed a number of driver distraction studies that have contributed to the development of Ford’s Driving Skills for Life teen driving education program, the MyKey(TM) programmable teen-safety feature and SYNC hands-free communication technology.
“Our studies show that teens are much more willing to take risks while driving, such as manually dialing on a mobile phone in situations that demand greater attention,” said Jeff Greenberg, senior technical leader, Ford Research & Advanced Engineering.
Survey Methodology
Penn, Schoen & Berland fielded an online poll on behalf of Ford Motor Company from September 18-21, 2009, interviewing a nationwide sample of 1,000 licensed U.S. adults drivers aged 18 years and older.
Source: Ford Motor Company