WASHINGTON — When information broke this month that NHTSA chief Steven Cliff was leaving the company to run the California Air Assets Board lower than three months after being confirmed by the U.S. Senate, Jennifer Homendy mentioned she was “disenchanted.”

“I’m involved for the company,” mentioned Homendy, chair of the Nationwide Transportation Security Board, the impartial federal company tasked with investigating the nation’s accidents. “I do not need to see the company with no chief.”

Cliff’s departure subsequent month comes as U.S. site visitors deaths proceed to surge. Within the first three months of 2022, NHTSA estimated 9,560 individuals died in automobile crashes — the best variety of deaths between January and March in 20 years.

For Homendy, the uptick in deadly automobile crashes is alarming — and in addition private. In November, the NTSB chief was rear-ended by an SUV touring at about 45 mph. She left her automobile — a Subaru Crosstrek outfitted with superior security options — with a bruise on her arm and a concussion.

Homendy, 50, met with Employees Reporter Audrey LaForest final week at NTSB headquarters to debate methods to enhance roadway security. Listed here are edited excerpts.

Q: What do you make of the newest site visitors fatality estimates?

A: We all know what a number of the contributing components are to the rise, like impaired driving or dashing or distraction. I believe the query “why has it elevated?” is a tougher one. No matter the reason being, it’s nonetheless preventable, and that is the important thing.

What can the auto trade and the federal authorities do to make U.S. roads — and automobiles — safer?

Once you’re the top of a federal company that does all of the modes, you get to see how the totally different modes deal with security in a different way, and in no different mode of transportation will we concentrate on a single level of failure. We will not simply concentrate on the human. We’ve got to concentrate on every part else to forestall that demise, whether or not it is within the automobile or outdoors the automobile. It is taking a look at our roads. It is taking a look at speeds. It is taking a look at even how we tackle highway security generally, on the federal authorities stage and on the state authorities stage.

You have been concerned in a automobile crash in November. How has that reframed your work on the NTSB?

It was a tough impression. I used to be wanting in my rearview mirror and noticed him coming and could not go anyplace. I actually thought I used to be not strolling away, and I simply braced. The police officer mentioned one thing that can all the time follow me. He mentioned, “You realize, now we have a crash right here each week,” and the tow truck man mentioned, “Retains us in enterprise.” I assumed: That is a system failure. In case you have a crash right here each week, that is a system failure. Why is not anybody taking any motion on that?

The NTSB has lengthy advocated for the “Secure System” strategy, which goals to eradicate demise and severe accidents for all highway customers. How does this contain automakers?

There is a duty for them when know-how is obtainable to assist stop these crashes. We all know that know-how is obtainable in Europe on clever pace adaptation. We have driver-monitoring methods which are coming on-line. Automated emergency braking, forward-collision warning, lane-departure warning, lane-keeping help — all of these are security applied sciences that may assist stop these crashes. Sadly, plenty of that know-how is obtainable on the best trim fashions. We’ve got beneficial that every one that know-how be customary with regards to security, and we’ll proceed to suggest that.

Have you ever seen any efforts underway on the U.S. Division of Transportation to implement this strategy?

Not on the NHTSA aspect. They’ve achieved some issues round training. Lately, that they had a pace marketing campaign, however I have not seen what I might wish to see, which is implementing some requirements for automobile security. Whether or not it is efficiency requirements or mandating sure know-how or different security requirements, they should get transferring. I have not seen that complete strategy. What I’ve seen is identical previous, standard.

Automakers are creating superior driver-assistance methods within the absence of regulation and minimal efficiency requirements. What does that imply for roadway security?

It is an issue. We’ve got beneficial to NHTSA that they develop efficiency requirements — particularly, taking a look at driver disengagement. We’ve got beneficial that NHTSA take motion on measuring driver engagement and determining a efficiency customary round that. They haven’t taken that motion. We have additionally requested them to restrict these automobiles to the situations for which they need to be working. That is referred to as operational design area. Our automobiles mustn’t function with Degree 2 [driver-assist systems] in sure highway situations, in sure climate, on sure roads.