Russ Rader, IIHS

Bloomberg, February 12, 2018

Russ Rader, an IIHS spokesman, said that the institute was ``supportive of the fuel economy standards as implemented. The Obama-era changes to the rules, essentially using a sliding scale for fuel economy improvements by vehicle footprint, addressed safety concerns that IIHS raised in the past.`` he added.

David Zuby, IIHS

Associated Press, July 31, 2018

David Zuby, chief research officer at the Insurance Institute for Highway Safety, said he’s doubtful about the administration’s estimate of lives saved because other factors could affect traffic deaths, such as automakers agreeing to make automatic emergency braking standard on all models before 2022. 'hey’re making assumptions about stuff that may or may not be the same, he said.

Jack Gillis, Consumer Federation of America

Bloomberg, July 27, 2018

The idea that fuel efficiency standards are causing vehicles to be less safe is ludicrous, said Jack Gillis, executive director of the Consumer Federation of America. ``he U.S. auto industry has just experienced its two largest selling years in history, and fuel efficiency is helping. People love their SUVs and pickups, but they love them even more when they save money on gas.

Antonio Bento, CARB

Bloomberg, July 27, 2018

A 2017 study by researchers from the University of Southern California, Yale University and the University of California at Irvine suggests that weight reductions distributed across the full array of vehicle types available to consumers can reduce fatalities. {Antonio} Bento, who works on vehicle issues with the California Air Resources Board, was skeptical of NHTSA’s {safety} argument. We have no empirical evidence to that effect, he said.

Dan Becker, Safe Climate Campaign

Bloomberg, February 12, 2018

Dan Becker, director of the Safe Climate Campaign, pushed back against the notion that fuel economy standards contributed to traffic deaths, noting that fatalities have declined while fuel economy standards have become more stringent since they first took effect in the 1970’s. The reason is better technology and design, not the changing weight of vehicles, said Becker, whose organization is affiliated with the Center for Auto Safety.

Giorgio Rizzoni, Center for Automotive Research at Ohio State University

Associated Press, July 31, 2018

“Allow me to be skeptical,” said Giorgio Rizzoni, an engineering professor and director of the Center for Automotive Research at Ohio State University. 'To say that safety is a direct result of somehow freezing the fuel economy mandate for a few years, I think that’s a stretch.'”

David Greene, University of Tennessee

E&E News, August 1, 2018

But that rationale {downweighting is bad for safety} has largely been debunked, said David Greene, a civil and environmental engineering professor at the University of Tennessee and a member of the National Academies fuel economy committee. '``he problem with that argument is that it didn't take into account that all of the light-duty vehicles would be made lighter and the cars weren't made smaller,'``he said. That leads to a simple physics equation — if all cars are lighter, there's less kinetic energy involved in any crash. Therefore, the force between two vehicles is reduced when they collide.

John German, ICCT

E&E News, July 30, 2018

The safety argument has two prongs. One is that automakers often achieve increases in fuel efficiency by light-weighting vehicles, which makes them less safe in the event of a crash. The other is that the Obama-era standards would have raised the price of new vehicles, thus encouraging people to keep their older, less safe models. But both prongs have been 'largely debunked,' said John German, a senior fellow at the International Council on Clean Transportation. In the old days, when they talked about lighter vehicles being less safe, it was actually that weight was correlated with size, and the smaller vehicles were correlated with fatalities.

Tom Wenzel, Lawrence Berkeley National Laboratory

E&E News, August 1, 2018

The Obama-era standards incentivize reducing mass in the heaviest of vehicles to reduce the spread between vehicle weights across all classes, said Tom Wenzel, a research scientist at the Lawrence Berkeley National Laboratory's energy efficiency standards group. Wenzel's research has replicated recent NHTSA studies showing that carmakers can reduce mass while maintaining a vehicle's footprint — the space between four wheels — and cause the same number of deaths, or possibly fewer…We've kind of resolved the issue that mass reductions do not inherently increase fatalities.

Therese Langer, ACEEE

Bloomberg, February 12, 2018

Suggestions that an easing of the Obama-era standards would reduce fatalities ‘does not seem consistent with the findings of this report, said Therese Langer, transportation program director at the American Council for an Energy-Efficient Economy and a member of the National Academy of Science’s committee that produced the 2015 analysis.

National Academy of Science

Bloomberg, February 12, 2018

“In 2015, the {National Academy of Science} released a new study that concluded the change to a footprint measurement had satisfied many of its safety concerns.”

NHTSA, EPA, CARB

Technical Assessment Report, 2016

Reducing the mass of the heavier vehicles also enhances societal safety… mass reduction of up to 20 percent is feasible on light trucks,(crossovers) and minivans.