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AEB systems help reduce the severity of crashes or completely prevent falls by applying the brakes in impending pre-end collision scenarios. These systems use sensors on the vehicle, such as radars, cameras and lasers, to detect an imminent risk of a crash, warn the driver and even use the brakes if the driver does not intervene sufficiently. At the time of the agreement, NHTSA estimated that the agreement would make the AEB standard for new cars three years faster than could be achieved by the formal regulatory process. Compliant systems must be equipped with FCW that meets 2 of the 3 5-star NHTSA safety assessments and AEB, which receives at least one “advanced” assessment from IIHS. Although a low-speed AEB system is the standard for all Volvo passenger vehicles, not all forward-facing collision warnings are included, as indicated in the voluntary undertaking. Mazda also offers a low-speed AEB system with no warning of a snack in the front. “This is an outstanding performance and confirms the accelerated deployment result we predicted using voluntary industry engagement,” said James Owens, Acting Administrator of NHTSA. “Many falls and injuries that could otherwise occur are preventable with this technology. This is a victory for safety and a win for consumers. The agreement announced in September clearly shows that NHTSA (and IIHS) have decided that voluntary industry commitment, not formal regulation, offers the fastest approach to obtaining the AEB as standard vehicle equipment in the United States.

The process of writing and completing a federal standard for motor vehicle safety can take years and an AEB mandate would probably not take effect for at least seven or eight years. NHTSA concluded that a voluntary agreement could have effects much sooner. “The only reason to do so is when it goes faster” than to write a settlement, NHTSA Administrator Mark Rosekind said earlier this year. However, the Agency has not set a specific timetable for the implementation of the voluntary agreement, so it is not yet known when OEMs are meeting their obligations. Automakers report annually by submission to the Federal Register Docket, so their progress is a public data set.