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2024年1月9日 · WASHINGTON — A driver was in custody Monday after crashing a vehicle into an exterior gate of the White House complex, a spokesman for the Secret Service wrote on X. "Shortly before 6p.m., a ...
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- ‘The capability is already there’
- ‘A lot of glare’
One night in early November, Aaron Madrid was driving home from his job at a haunted house outside Chicago when he faced an unexpected horror. The lights from an oncoming pickup truck hit him dead in the eyes, blinding him.
“I was completely disoriented and couldn’t see for five to 10 seconds,” the 22-year-old said. “I didn’t realize I had swerved into the oncoming traffic lane. By the time I regained my eyesight, I had already hit the curb and then I hit a tree.”
Madrid’s Chevy Sonic was totaled, but he was lucky, stumbling out of the vehicle without major injury, just some bruising where the airbags had hit his thighs. “It was traumatic. I didn’t know what happened to me till my car had stopped.”
It’s nearly impossible to know how often headlight glare causes crashes like Madrid’s, according to automotive safety experts. But improving lighting to help prevent nighttime crashes — which have a fatality rate three times higher than daytime collisions — has been a priority for U.S. automakers, safety advocates and regulators for more than a decade. Yet Americans today may face more headlight glare and less effective headlights than drivers in other countries.
“The United States is decades behind the rest of the developed world with respect to updating standards to keep up with technologies, particularly in the headlight area,” said Greg Brannon, AAA’s director of automotive engineering and industry relations. “The standards have not been substantively updated since the ‘70s. Meanwhile, technology has marched on.”
Better road illumination and less glare from oncoming traffic are both key for safer night driving, automotive safety experts say. Technology that can do both at once — known as adaptive driving beams — has been used in Europe since 2012, according to automakers, and today it is available in cars sold in every major automotive market worldwide, except the U.S.
Many newer U.S. headlights automatically switch between high and low beams, which improves nighttime visibility. But adaptive driving beams can take those improvements much further, using constantly adjusting projected light to reduce glare by shining less light on occupied areas of the road and more on unoccupied ones. Research shows they make it much easier for drivers to spot pedestrians.
Getting this technology approved in the U.S. took nearly a decade. Toyota first petitioned the agency to allow adaptive driving beams in 2013, a year after they were introduced in Europe. Many NHTSA safety standards can take as long, but the agency had been researching glare since at least 2005 and began receiving consumer complaints about it as far back as 2001.
As the U.S. adaptive driving beam rule inched through the regulatory process, automakers were eager to offer the feature to American drivers. Audi, the first automaker to use the technology in 2012, began including in 2014 adaptive driving beam systems on some of its models sold in the U.S., in anticipation of regulation changing, but leaving them deactivated.
Adding the systems wasn’t difficult, as almost every Audi model has them as an optional feature and, in Europe, roughly half of Audi vehicles are sold with the technology, said Filip Brabec, the company’s senior vice president of product management. “For the U.S. specifically, we have well over 150,000 cars on the road today that could have it if we just turn it on. … The capability is already there.”
“It’s very frustrating,” he said. “We have technology that has been proven in many countries around the world, and we would just really like to bring it to the U.S.”
NBC News contacted five other major automakers to ask whether they sell U.S. vehicles with inactive ADB capabilities. Volkswagen Group, Audi's parent company, said it has 14,000 Volkswagen-brand vehicles in the U.S. market with it. Ford and Honda said they do not have any in the country and two others declined to comment or did not respond.
Adaptive driving beams can go a long way to make nighttime driving safer, but there are some things they can’t fix, safety researchers said.
Brannon, of AAA, said the new rule is “a step in the right direction,” but does not match European standards in part because the U.S. has a much lower maximum light output for high beams — a level set decades ago. “This technology could allow a greater light output because it’s shielding the things that shouldn’t be seeing the light at all. So it would have been a great time to up the light output standards.”
NHTSA is “not aware of any studies or data that demonstrate that increasing upper beam intensities would improve safety and doing so would likely increase glare levels on roadways in the United States,” an agency spokesperson said.
Despite that lack of change, longtime drivers likely feel that headlights have gotten brighter in the last few decades, as halogen headlights were replaced by more efficient LED lights.
“The light does look much brighter,” said John Bullough, program director at Mount Sinai’s Light and Health Research Center. “Our eyes are actually more sensitive to the bluer light that these lights can produce, compared to the yellow or light of the halogen lights.”
But glare is more a function of where headlights are aimed, rather than how bright they feel. And as taller vehicles like pickup trucks and large SUVs gain popularity, those headlights are more likely to shine into the eyes of drivers in lower mounted vehicles.
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