Highway fatalities, boosted by a rise in the number of rollover crashes, increased by 1.5 percent in 2002, reaching the highest level since 1990, according to data released by the National Highway Traffic Safety Administration (NHTSA). Rollover crashes -- which increased by 5 percent, from 10,157 in 2001 to 10,666 in 2002 -- accounted for 82 percent of the total fatality increase. The number of persons killed in sport utility vehicles (SUVs) that rolled over increased as well – by 14 percent. The data highlights the dangers of SUVs, showing that in fatal crashes between passenger cars and LTVs (light trucks and vans, a category that includes SUVs), the occupants of the car were more often fatally injured. When a car was struck in the side by an LTV, the fatality was 20.8 times more likely to have occurred in the passenger car. Similarly, in a head-on collision between a car and an LTV, the fatality was 3.3 times more likely to be among car occupants. NHTSA also reported that:

• Motorcycle fatalities increased for the fifth year in a row, with 3,244 riders killed in 2002 -- up slightly from 3,197 in 2001;
• Deaths in low alcohol-related crashes dropped 5.5 percent from 2001 to 2,401 deaths; and
• Fatalities from large truck crashes dropped 4.2 percent -- from 5,111 in 2001 to 4,897 in 2002.

Meanwhile, the National Transportation Safety Board (NTSB) recently released a report evaluating the rollover propensity of 15-passenger vans. These vehicles, which are often used to transport school sports teams, church groups, van pools and other groups, have been involved in a higher number of single-vehicle accidents involving rollovers than any other passenger vehicle. NTSB looked into two fatal crashes involving 15-passenger vans that rolled over, concluding that the probable cause of both was tire failure, the drivers’ response to that failure, and the drivers’ inability to maintain control of their vans. NTSB recommended that:

• NHTSA adopt tougher tire pressure detection standards, since even pressure at the current standard -- 25 or 30 percent below manufacturer-suggested levels -- can have an adverse effect on the handling of vehicles, especially 15-passenger vans;
• NHTSA extend its dynamic and rollover resistance programs to test the performance of 15-passenger vans, especially under various load conditions; and
• The 50 states and the District of Columbia establish a driver’s license endorsement for 15-passenger vans requiring drivers to complete a training program on the operation of these vehicles and pass a written and skills test.

NTSB also highlighted the fact that the most frequent harmful contact points for non-ejected occupants of 15-passenger vans are the roof, pillars, rails, and headers, but that NHTSA does not require 15-passenger vans to meet the same occupant protection and roof crush standards as passenger vehicles. The board suggested that manufacturers voluntarily address these issues.