Death by the Gallon
James R. Healey USA Today
July 2, 1999

In the 24 years since a landmark law to conserve fuel, big cars have shrunk to less-safe sizes and small cars have poured onto roads. As a result, 46,000 people have died in crashes they would have survived in bigger, heavier cars, according to USA Today analysis of crash data since 1975, when the Energy Policy and Conservation Act was passed.

The law and the corporate average fuel economy (CAFE) standards it imposed have improved fuel efficiency. The average of passenger vehicles on U.S. roads is 20 miles per gallon vs. 14 mpg in 1975. But the cost has been roughly 7,700 deaths for every mile per gallon gained, the analysis shows.

"We have a small-car problem. If you want to solve the safety puzzle, get rid of small cars," says Brian O'Neill, president of the Insurance Institute for Highway Safety. The institute, supported by auto insurers, crash-tests more vehicles, more violently, than all but the federal government. Little cars have big disadvantages in crashes. They have less space to absorb crash forces. The less the car absorbs, the more the people inside have to.

Tellingly, most small-car crash deaths involve only small cars - 56% in 1997, from the latest government data. They run into something else, such as a tree, or into one another.

In contrast, just 1% of small-car deaths - 136 people - occurred in crashes with midsize or big sport-utility vehicles in '97, according to statistics from the National Highway Traffic Safety Administration, the agency that enforces safety and fuel-efficiency rules. NHTSA does not routinely publish that information. It performed special data calculations at USA Today's request.

Champions of small cars like to point out that even when the SUV threat is unmasked, other big trucks remain a nemesis. NHTSA data shows, however, that while crashes with pickups, vans and commercial trucks accounted for 28% of small-car deaths in '97, such crashes also accounted for 36% of large-car deaths.

Others argue that small cars attract young, inexperienced drivers. There's some truth there, but not enough to explain small cars' out-of-proportion deaths. About 36% of small-car drivers involved in fatal crashes in 1997 were younger than 25; and 25% of the drivers of all vehicles involved in fatal wrecks were that age, according to NHTSA data.

Questionable results. CAFE and its small cars have not reduced overall U.S. gasoline and diesel fuel consumption as hoped. A strong economy and growing population have increased consumption. The U.S. imports more oil now than when the standards were imposed.

Although federal anti-pollution regulations require that big cars emit no more pollution per mile than small cars, environmental activists seize on this: Small engines typical of small cars burn less fuel, so they emit less carbon dioxide.

Carbon dioxide, or CO2, is a naturally occurring gas that's not considered a pollutant by the Environmental Protection Agency, which regulates auto pollution. But those worried about global warming say CO{-2} is a culprit and should be regulated via tougher CAFE rules.

Car-buying expert Bragg - author of Car Buyer's and Leaser's Negotiating Bible - says few customers even ask about small cars. Small-car sales are half what they were in their mid-'80s heyday. Just 7% of new-vehicle shoppers say they'll consider a small car, according to a 1999 study by California-based auto industry consultant AutoPacific.

That would cut small-car sales in half. Those who have small cars want out: 82% won't buy another. To Bragg, the reasons are obvious: "People need a back seat that holds more than a six-pack and a pizza. And, there's the safety issue."


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