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Politics : PRESIDENT GEORGE W. BUSH -- Ignore unavailable to you. Want to Upgrade?

To: American Spirit who wrote (430201)	7/21/2003 12:27:43 PM
From: PROLIFE	Respond to of 769670

hit my Suburban with your Saab and let's see who comes out the least hurt...but then you do have to rub the Saab ugly off my Suburban!!

To: American Spirit who wrote (430201)	7/21/2003 12:33:23 PM
From: miraje	Read Replies (2) \| Respond to of 769670

This safety issue is a big bunch of propaganda put out by the auto industry and oil business. Aside from your incessant posting habits, which exceed SI's TOU policy by a large factor, you continue to spout lie after lie. serve.com Death by the gallon By James R. Healey Hundreds of people are killed in small-car wrecks each year who would survive in just slightly bigger, heavier vehicles, government and insurance industry research shows. More broadly, 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's 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. Small cars -- those no bigger or heavier than Chevrolet Cavalier or Dodge Neon -- comprise 18% of all vehicles on the road, according to an analysis of R.L. Polk registration data. Yet they accounted for 37% of vehicle deaths in 1997 -- 12,144 people -- according to latest available government figures. That's about twice the death rate in big cars, such as Dodge Intrepid, Chevrolet Impala, Ford Crown Victoria. ''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. And small cars don't have the weight to protect themselves in crashes with other vehicles. When a small car and a larger one collide, the bigger car stops abruptly; that's bad enough. But the little one slams to a stop, then instantly and violently accelerates backward as the heavier car's momentum powers into it. People inside the lighter car experience body-smashing levels of force in two directions, first as their car stops moving forward, then as it reverses. In the heavier car, bodies are subjected to less-destructive deceleration and no ''bounce-back.'' The regulations don't mandate small cars. But small, lightweight vehicles that can perform satisfactorily using low-power, fuel-efficient engines are the only affordable way automakers have found to meet the CAFE (pronounced ka-FE) standards...