Report to Congress

NHTSA Plan for Achieving
Harmonization of the U.S. and
European Side Impact Standards

April 1997 Executive Summary

In the Congressional Conference Report 104-785 accompanying H.R. 3675, which provided funding for side impact testing in the New Car Assessment Program, the conferees note that "there are substantial differences between the U.S. side impact standard and the new European standard. These differences are inconsistent with the need for the international harmonization of motor vehicle safety standards. Therefore, NHTSA [National Highway Traffic Safety Administration] is directed to submit a report to the House and Senate committees on Appropriations by April 30, 1997, on the agency's plan for achieving harmonization of the side impact standard." This report responds to that directive and presents a review of the U.S. side impact standard, the recent European Union (EU) side impact directive and the agency's proposed plan to examine the potential for international harmonization of side impact requirements.

NHTSA has long recognized the need to move forward on harmonizing existing regulations and to create a forum for international research that ensures the development of future regulations that are compatible. NHTSA has been and continues to be involved in the vehicle safety regulatory efforts of the Economic Commission for Europe (ECE) of the United Nations, the EU, as well as with the governments of Japan, Australia, and Canada. NHTSA is committed to carrying out the presidential initiatives of the New Transatlantic Agenda, including promises to achieve global regulatory uniformity and to encourage a collaborative approach in testing and certification procedures by promoting greater compatibility of standards and health and safety-related measures.

NHTSA's initiatives with respect to side impact regulation harmonization began in 1979, when the agency presented a complete description and status of its research and rulemaking activities for upgrading side impact protection to the international community at the Seventh International Technical Conference on Experimental Safety Vehicles (ESV Conference) in Paris, France in June 1979. A subsequent Public Meeting was held in early 1980 with attendees from the European governments and industry. In 1990, NHTSA concluded that it was imperative to move forward with a side impact standard due to real world crash data evidence indicating that fatalities and injuries could be greatly reduced if a standard was mandated. Beginning September 1, 1996, all passenger cars marketed in the U. S. were required to meet this standard. On September 1, 1998, this regulation will be extended to light trucks, vans, and sport utility vehicles. In 1996, the EU adopted side impact requirements that will be applicable to new and redesigned passenger cars beginning October 1, 1998, and all passenger cars beginning October 1, 2003.

Although both address the side crash safety problem, as noted by Congress there are significant differences in the prescribed test procedures and requirements between the U.S. standard and the EU directive. Different crash test barriers, dummies and injury criteria are used for the U.S. Standard 214 than prescribed for the EU directive. The Functional Equivalence Process, developed by NHTSA in coordination with industry and consumer groups, will be directly applied in assessing harmonization of these requirements. NHTSA will determine the potential for international harmonization by:

1.  
2. Analyzing past research and performing new tests to determine the relative safety benefits offered by each regulation.
3. Coordinating with industry and other interested groups to establish consensus on the activities, eliminate duplication of work, and reduce cost.
4. Determining if functional equivalence exists or can be established between the two requirements.
5. Coordinating with EU to assess harmonization options and approaches.

NHTSA will perform any necessary research to fill voids in knowledge and will assess the time and resources necessary to carry this effort forward.

NHTSA recognizes that a lack of specific funding for crash testing and research to support this effort is a limiting factor. In addition, NHTSA will need to conduct the requisite benefit and cost analysis and rulemaking prior to any final decision that would change the existing U.S. standard.