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Vehicle Safety
MATERIAL ISSUES Materiality Analysis Climate Change Mobility Human Rights Vehicle Safety Challenges and Opportunities How We Manage Vehicle Safety Performance Collaborative Efforts Data Case Studies Sustaining Ford Perspectives on Sustainability During 2008 we: Achieved superior crash-test results Unveiled new accident avoidance features
We are continuously enhancing the safety of our vehicles and sharing safety research and technologies across all of our brands. In 2008, our efforts were once again rewarded, and we set new standards for safety test performance. Based on the independent measures listed below, Ford is now the industry leader in motor vehicle safety.
Ford holds the most Top Safety Picks (awarded by the Insurance Institute for Highway Safety, or IIHS) of any vehicle manufacturer. Fourteen Ford vehicles earned this honor in early 2008 (compared with eight in 2007), including the 2009 Ford Taurus, Taurus X, Edge, Flex, Escape and Fusion; Mercury Sable, Milan and Mariner; Lincoln MKX and MKS; and Volvo S80, C70 and X90. To earn a Top Safety Pick, a vehicle must receive a rating of "good" in offset frontal impact, side impact and rear impact evaluations and offer electronic stability control. 1 For the 2009 model year, 24 Ford vehicles received five-star ratings for both frontal impact and side impact from the National Highway Traffic Safety Administration (NHTSA) in its U.S. New Car Assessment Program (NCAP) ratings, compared with 15 for the 2008 model year. The 2009 Ford Taurus is the safest-rated large sedan sold in America, with five-star NCAP crash ratings for frontal and side impact and "good" IIHS ratings in offset frontal impact, side impact and rear impact evaluations. The 2009 Ford F-150 is America's safest full-size pickup. It's the only pickup to earn five-star crashtest ratings in all categories from NHTSA and be named a Top Safety Pick by the IIHS. The 2009 model year Mustang Convertible earned five-star ratings in all categories of NHTSA NCAP. For the 2009 model year, the IIHS awarded 28 Ford vehicles with "good" ratings for frontal offset performance and 16 Ford vehicles with "good" ratings for side impact performance. In the most recent EuroNCAP assessments, the Ford Kuga and Ford Fiesta achieved Ford's first three-star ratings for pedestrian protection. These cars also joined the Focus, Mondeo, S-MAX and Galaxy in having best-in-class, five-star adult protection and four-star child protection ratings. EuroNCAP gave the Volvo XC60's WHIPS system the highest-possible score when it tested whiplash protection systems for the first time in 2008. The Ford Mondeo became the second Ford car (after the Focus) to be awarded a five-star rating in the Chinese New Car Assessment Program. The Ford Falcon was the first Australian-built car to be awarded five stars in the Australasian New Car Assessment Program (ANCAP). In addition to achieving superior performance in government-sponsored safety tests, Ford received the following recognitions for the safety of its vehicles. In safety ratings published by the French magazine Auto Plus in February 2009, all six of the Ford vehicles assessed were rated as "good" (the highest rating). A Ford vehicle came first in three out of the five categories the Focus was rated the #1 small family car, the Mondeo the #1 large family car and the Volvo XC60 the #1 SUV. In addition, the Focus received the highest score of all the cars assessed. Centro Zaragoza, the Spanish insurance organization, awarded the Ford Mondeo, Ford S-MAX, Volvo XC60 and Volvo XC90 with Best Safety Awards in their respective categories. Ford vehicles also recently performed exceptionally well in low-speed damageability bumper tests RELATED LINKS
Vehicle Web Sites: Ford Taurus Ford Taurus X Ford Edge Ford Flex Ford Escape Ford F-150 Ford Fusion Ford Mustang Mercury Sable Mercury Milan Mercury Mariner Lincoln MKX Lincoln MKS Volvo S80 Volvo C70 Volvo XC60 Volvo XC90 Ford Kuga PERSPECTIVES ON SUSTAINABILITY

The World Health Organization (WHO) estimates that deaths due to road traffic accidents will increase to 2.4 million in 2030, primarily owing to increased motor vehicle ownership and use associated with economic growth in low- and middle-income countries. In addition, road traffic accidents are expected to emerge as the fourth-leading cause of death in 2030 rising from the ninth-leading cause in 2004. Road traffic crashes are already the leading cause of death among young people between 15 and 19 years old, according to a new report published by the WHO. The report says that nearly 400,000 young people under the age of 25 are killed in road traffic crashes worldwide every year. Millions more are injured or disabled. The vast majority of these deaths and injuries occur in low- and middle-income countries. Many of the traffic deaths in developing nations involve pedestrians and/or motorcycles. As mobility increases in developing markets, people initially use two-wheeled motor vehicles, and the incidence of traffic accidents rises. As people migrate to automobiles, traffic accidents and injury levels generally decrease. During this transition, holistic solutions are required, including infrastructure improvements, the modification of road user behavior and the enforcement of traffic laws. According to the WHO, some of the most cost-effective measures for reducing traffic deaths and injuries include separating pedestrians from motor vehicles on roadways, installing traffic signals, enforcing traffic laws and mandating the use of safety belts. One critical task is to educate drivers about the most important primary safety feature safety belts. Continued improvements in vehicle safety are also very important, and we at Ford continue to take seriously our responsibility to build safe vehicles. In both developed and emerging markets, it is increasingly important for road safety stakeholders to work together using an integrated approach to ensure the maximum benefits are delivered from any given safety initiative. To support this approach, we at Ford seek ways to partner with governments, nongovernmental organizations and other stakeholders to identify the best opportunities to promote safety based on real-world data. We have become more involved in encouraging new and innovative ways to modify road user behavior (for example, through new technologies, driver education efforts and working with government agencies such as the UK Driving Standards Agency) and encouraging infrastructure and enforcement improvements in the communities in which we operate. This vehicle safety section details our latest efforts and achievements in all of these areas. Our mobility project considers these challenges and offers alternative urban mobility approaches for developed and emerging economies.

RELATED LINKS

In This Report: Materiality Analysis Mobility External Web Sites: World Health Organization
Findings of the Materiality Analysis
We analyzed the importance of vehicle safety to our Company and stakeholders as part of the materiality analysis conducted for this report. In that analysis, vehicle safety was identified as one of a small set of material issues for the Company. Customers are showing greater concern for vehicle safety and making it a higher priority in purchase decisions, while other stakeholders, including nongovernmental organizations, tend to focus on particular aspects of safety. There is a trend toward increased regulation of vehicle safety worldwide, and inconsistent regulations can create barriers to trade. An emerging societal and competitive issue for us at Ford is how to respond to the growing consumer interest in in-vehicle communication, navigation and entertainment systems while maintaining or improving vehicle safety (see Materiality Analysis).
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How We Manage Vehicle Safety
Here at Ford, our objective is to design and manufacture vehicles that achieve high levels of vehicle safety for a wide range of people over the broad spectrum of real-world conditions. Real-world safety data, research, regulatory requirements and voluntary agreements provide much of the input into our safety processes, including our Safety Design Guidelines (SDGs) and Public Domain Guidelines (PDGs). (See graphic below.) The SDGs are Ford's stringent internal engineering design targets that exceed regulatory requirements and define many additional requirements that are not regulated. The PDGs are Ford guidelines that focus specifically on helping to ensure that our vehicles earn top marks in relevant public domain assessments. Both SDGs and PDGs are managed on a global basis and address the local needs of individual regions and markets. Awareness of road safety is rapidly increasing in many emerging markets, most notably in China, where vehicle safety performance is quickly catching up to that of mature markets. In 2008, Ford created new China-specific SDGs and PDGs to address this issue raising the bar for vehicle performance in this emerging market beyond regulatory requirements. Government-run New Car Assessment Programs are becoming an increasingly important tool to improve consumer awareness in emerging markets such as China, but their relevance in developed markets is still also very strong. This is likely to remain the case between 2009 and 2012 as both the National Highway Traffic Safety Administration NCAP and EuroNCAP ratings systems are being significantly altered. As such, fewer vehicles (of all makes) will receive top ratings. Ford is working hard to meet this challenge. We have taken active roles working with NHTSA and EuroNCAP to help ensure the respective rating schemes will be appropriate and will deliver additional real-world benefit. Ford is continuing to work with NHTSA to address several remaining concerns about the new NCAP test requirements before they are implemented. Ford utilizes engineering analyses, extensive computer modeling and crash and sled testing to evaluate the performance of vehicles and individual components. These rigorous evaluations help to confirm that our vehicles meet or exceed regulatory requirements and our even more stringent internal guidelines. Our state-of-the-art crash-test facilities include the Safety Innovation Laboratory in Dearborn, Michigan, the Volvo Car Safety Centre in Gothenburg, Sweden, and the extensive crash-test facilities in Merkenich, Germany, and Dunton, England.

External Web Sites: National Highway Traffic Safety Administration European New Car Assessment Programme Global Technical Regulations
Global Technical Regulations
The automotive industry is highly regulated, and two systems of vehicle regulation currently predominate globally: the United Nations Economic Commission for Europe (UNECE) Regulations and the U.S. Federal Motor Vehicle Safety Standards. A limited number of countries (including Canada and Mexico) base many of their regulations on U.S. requirements, but the members of the European Union (EU) and much of the rest of the world are increasingly adopting the UNECE regulations or regulations based upon them. When countries or regions have different regulatory requirements or add unique additional requirements
to standard U.S. or UNECE regulations purportedly to meet the same overall safety objectives manufacturers must modify their vehicle designs and features to meet the different regulations of the various markets. This increases vehicle complexity and cost, usually with no additional real-world safety benefit. With the aim of harmonizing world vehicle regulations, the so-called "1998 Agreement" was established. 1 The 1998 Agreement has the backing of all the world's major vehicle-producing countries. At present there are 31 contracting parties to the Agreement, including the United States, Japan, Canada, Russia, South Korea, South Africa, India, the EU and a number of individual EU member states. As a result of the 1998 Agreement, which is administered by UNECE Working Party 29, the signatory countries have begun to work together to develop harmonized Global Technical Regulations (GTRs). Ford Motor Company participates in the GTR development process. The first GTR was published in 2004, and since then eight more have been developed. GTRs for head restraints, safety glazing, electronic stability control systems and pedestrian protection were completed in 2008. Progress toward true harmonization (i.e., complete alignment of regulations within a GTR) has been challenging, due to the difficulty of reconciling varied national requirements and the historical differences of existing regulations. Despite these challenges, Ford continues to believe that harmonization has the potential to significantly reduce global complexity while maintaining high levels of vehicle safety, security and environmental performance, and we will continue to support the harmonization of global regulations via the 1998 Agreement.
1. Officially, "The 1998 Agreement Concerning the Establishing of Global Technical Regulations for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles."

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Performance

MATERIAL ISSUES Materiality Analysis Climate Change Mobility Human Rights Vehicle Safety Challenges and Opportunities How We Manage Vehicle Safety Performance Human Behavior Vehicle Safety Driving Environment Other Technologies and Research Collaborative Efforts Data Case Studies Sustaining Ford Perspectives on Sustainability
Vehicle safety is the product of complex interactions among the driver, the vehicle and the driving environment. We use the Haddon Safety Matrix (developed by William Haddon, a former NHTSA administrator and IIHS president) to take a holistic view of the factors that affect vehicle safety.
The Haddon Matrix looks at injuries in terms of causal and contributing factors, including human behavior, vehicle safety and the driving environment. Each factor is then considered in the pre-crash, crash and post-crash phases. In the pre-crash phase, the focus is to help avoid the crash. In the crash and post-crash phases, the primary objective is to help reduce the risk of injury to occupants during and after a collision. Another goal is to minimize the amount of time that elapses between the crash and when help arrives.

Haddon Safety Matrix

Click on the column headers for information and examples of our activities in each area HUMAN BEHAVIOR VEHICLE SAFETY ENVIRONMENT

Pre-Crash

(accident avoidance)
Research Education Advocacy Technology and proper use
Crash avoidance technologies Security
Road design for accident avoidance Traffic control
Print report Download files (occupant protection)

Crashworthiness

Road design for injury mitigation Research

Post-Crash

(injury mitigation)

Telematics

Post-crash notification
Emergency medical services

Examples of Ford Actions

(detailed in this section)
SYNC technology MyKey Driving Skills for Life See Me Safe
SYNC with 911 Assist Accident avoidance features Roll Stability Control
Global Road Safety Partnership Accident research
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schools in Illinois participated in Operation Teen Safe Driving
In This Report: Driver Distraction Vehicle Web Sites: Ford Focus Ford Mondeo Ford S-MAX Ford Galaxy External Web Sites: SYNC Driving Skills for Life Traffic Improvement Association See Me Safe
MyKey Insistent Beltminder: If the MyKey driver and/or passenger does not buckle, then the vehicle will display a warning and mute the audio system.
Ford's MyKey system is an innovative new technology designed to help parents encourage their teenagers to drive more safely. MyKey allows owners to program a key that can limit the vehicle's top speed to 80 mph and the audio volume to 44 percent of total volume. MyKey encourages safety-belt usage by enabling Ford's Beltminder to chime every minute indefinitely until the safety belt is buckled, rather than ceasing after five minutes, and also by muting the audio system until the belt is buckled. In addition, MyKey provides an earlier low-fuel warning (at 75 miles to empty rather than 50); sounds speed-alert chimes at 45, 55 or 65 miles per hour; and will not allow manual override of other safety systems. MyKey will debut as standard equipment on the 2010 Focus coupe and will quickly become
standard on many other Ford, Lincoln and Mercury models. Driving Skills for Life (DSFL), Ford's driver education program, demonstrates our continued commitment to educating teens about safer driving. In 2008, Ford launched DSFL in the Philippines, Vietnam, Thailand and Indonesia, and has had more than 5,400 driver participants in those markets thus far. See the case study on this topic for more detailed information. In the U.S., the DSFL program earned Ford the 2007 Traffic Safety Achievement Award for Community Service from the World Traffic Safety Symposium at the 2007 New York Auto Show. The U.S. program provides outstanding learning tools, including a DVD, printed materials and a redesigned Web site, to help young drivers improve their ability behind the wheel. In addition, the program includes information about eco-driving, car care tips and information for mature drivers. Beginning in 2007, Ford partnered with the state of Illinois to launch a statewide effort modeled on Driving Skills for Life designed to reduce teen crashes and fatalities. Called Operation Teen Safe Driving, this campaign was the first of its kind and got high school students directly involved by challenging them to develop and implement a teen safe driving community awareness campaign using DSFL resources. This seven-month statewide effort involved 778 schools in 102 Illinois counties, and had the support of the governor, the secretary of state and the Chicago board of education. The results were remarkable: Teen fatalities in the state fell by more than half in the year following the program's implementation, from 57 fatalities during January 1 April 15, 2007, to 22 during January 1 April 15, 2008. Based on this success, the program will now be expanded to include eight additional states and five additional cities. Drivers aged 65 and over have the highest accident and traffic fatality rates among all age groups except for teenage drivers. Ford has recently redoubled its efforts to promote safer driving among older drivers, via the sponsorship of a pilot program with the nonprofit Traffic Improvement Association (TIA). This program enables older drivers to test their skills and evaluate their ability to safely operate motor vehicles. The TIA presented 38 Ford-sponsored, three-day workshops at hospitals and senior centers around Michigan in 2008, and even more will be offered in 2009. The classroom portion of the workshop, which educates older motorists about the effects of aging on reflexes and cognitive skills, teaches compensation skills for diminished abilities and reinforces fundamental defensive driving techniques. The program includes an on-the-road evaluation conducted by certified instructors in the students' own vehicles. In another effort to promote safe practices, Ford has created in partnership with Meharry Medical College See Me Safe, a child passenger safety seat initiative aimed at reducing child injury, disability and death due to traffic accidents. Launched in 2007, See Me Safe is an educational program designed to reach families and the medical community. The program acknowledges the important role that health care providers play in educating parents about child passenger safety. Toward that end, See Me Safe is working to establish a supportive network of physicians, nurses, medical interns and pediatric trauma response teams, through which parents can learn about the proper use of safety restraints for their children. See Me Safe has distributed 750 car seats and reached 125 health care providers through its Prescription for Safety workshop. In 2009, See Me Safe will partner with organizations in Nashville, Tenn., San Antonio, Tex., and Phoenix, Ariz., on this initiative.

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Vehicle Web Sites: Ford Taurus Ford Flex Ford Explorer Ford SportTrac Ford Expedition Ford Escape Ford Escape Hybrid Ford F-150 Ford E-Series Mercury Mountaineer Mercury Mariner Mercury Mariner Hybrid Lincoln Navigator Lincoln MKX Lincoln MKS Volvo XC70 Volvo V70 Volvo S80 Volvo XC60 Volvo XC90 Ford Mondeo Ford S-MAX Ford Galaxy

Safer Vehicles

IN THIS SECTION Accident Avoidance Technologies Occupant Protection Technologies Post-Crash/Injury Mitigation Technologies
Accident Avoidance Technologies
A variety of technologies, in addition to a vehicle's handling and braking capabilities, can help drivers avoid accidents. These technologies are generally not necessary for attentive drivers in most road conditions, but may provide added benefits for drivers who become distracted or experience challenging road conditions.
For example, Ford's new Rearview Camera with Guidelines can enhance rear visibility. It uses an exterior camera embedded in the rear of the vehicle that sends images to a video display in the rearview mirror or the navigation system screen. These images can help improve visibility directly behind the vehicle when the driver is in reverse. The camera image is overlaid with lines that mark the width of the vehicle, which makes it easier to gauge distance and navigate in reverse. The system increases visibility in low light by using a low-light-capable camera and high-intensity reverse tail lights. The system not only enhances reverse driving, it can also assist with actions that require reverse maneuverability, such as parallel parking and hitching trailers. This system will be offered on most of Ford's full-size pickups, vans and crossovers including the new 2009 Ford F-150.
2010 Ford Escape Rearview Camera with Guidelines
Ford is continuing its development of accident avoidance features that use forward-looking radar and vision sensors. These features are being developed to help warn drivers of potentially dangerous situations, such as unintended lane departures, pedestrians in the roadway or following a vehicle too closely. These technologies are being developed by a joint team in Dearborn, Michigan; Merkenich, Germany; and Gothenburg, Sweden. Some of these features are now available on selected Ford and Volvo vehicles. Adaptive Cruise Control (ACC), for example, helps drivers maintain a safe distance from the vehicle in front of them. It is one of the innovations now available on the 2009 MY Lincoln MKS, as well as the Volvo XC60, S80, XC70 and V70, and the Ford Mondeo, S-MAX and Galaxy. While primarily a comfort and convenience feature, Adaptive Cruise Control also contributes to more controlled driving when traffic flow is uneven. The ACC module is mounted at the front of the vehicle and uses radar to measure the gap and closing speed to the vehicle ahead. The system automatically adjusts the speed

of the car to help maintain a pre-set distance from the vehicle in front. Ford was the first manufacturer to launch radar-based ACC several years ago. On Volvo vehicles, Forward Collision Warning with Auto Brake comes as part of the ACC package and uses radar technology to help avoid or reduce the effects of rear-end collisions. The area in front of the car is monitored by a radar sensor. If the equipped vehicle approaches another moving vehicle from behind and the driver does not react, a visual and audible warning signal is activated. The system is designed to provide sufficient time for the driver to react and avoid or reduce the hazard. If the risk of collision increases despite the warning, Auto Brake is activated. This system supports driverinitiated braking by pre-charging the brakes and preparing for panic brake application, and then brakes automatically if a collision remains imminent. A similar system will be available on the 2010 Ford Taurus and Lincoln MKS. The next generation of these preventative safety technologies was unveiled this year at the Detroit Auto Show on the Volvo S60 Concept vehicle. The S60 Concept featured Collision Warning with Full Auto Brake and pedestrian detection. This advanced radar- and camera-based technology reacts when a pedestrian walks in front of a car, and will activate the car's full braking power if the driver does not respond to the danger. The radar has a widened field of vision, which allows it to detect the moving pattern of a pedestrian. The automatic full braking power a first in the industry is an emergency measure that is designed to activate when a collision with a pedestrian or vehicle is imminent. The S60 Concept also included an upgraded Adaptive Cruise Control system that maintains a set time gap to the vehicle in front all the way down to a standstill (rather than to 30 km/h, as at present). These next-generation technologies will be introduced on the all-new Volvo S60 in 2010. Driver Alert Control and Lane Departure Warning are two other forward-looking-radar-based features recently launched on the Volvo XC60, S80, V70 and XC70. These systems are designed to help address driver fatigue, which is a traffic safety concern worldwide. The Driver Alert Control and Lane Departure Warning features use a forward-looking camera to continuously monitor the road and keep track of where the car is in relation to the lane markings. The system is designed to sense if the driver loses concentration or the vehicle's wheels move outside the lane markings without an obvious reason, such as use of a turn signal. In that case the system provides a warning chime to alert the driver. This patented system has been tested both on roads and in simulators and is unique among vehicle manufacturers. Volvo has also introduced a unique new and award-winning system called City Safety, which will help drivers avoid the sort of low-speed collisions that are common in slow-moving urban traffic. If a driver is about to collide with the vehicle in front and does not react in time, the City Safety system is designed to activate the brakes to slow the vehicle. City Safety is active at up to 30 km/h. City Safety works via an optical laser system integrated behind the top of the front windscreen. It can monitor vehicles up to six meters from the front of the car. If the vehicle in front suddenly brakes and City Safety senses that a collision is imminent, it pre-charges the brakes to help the driver avoid an accident by braking or letting the driver steer away from a potential collision. The City Safety feature allows driver-initiated interactions (steering or braking) to override the City Safety system. Volvo introduced City Safety as standard equipment on the Volvo XC60 in late 2008. Another important Ford safety innovation is the next generation of adaptive headlamps. With a unique two-part optics package, the Adaptive Front Lighting System (AFLS) is an industry breakthrough that allows drivers to see better at night around curves in the road. Most cornering, or swivel, lighting systems are one-piece modules that turn as a single unit with the vehicle as it approaches a curve. In contrast, the AFLS incorporates two independent light sources: a high-output halogen projector for the main beam and a secondary row of light-emitting diodes that illuminates almost instantaneously, distributes the light beam evenly and consumes less power than conventional lights. The system allows drivers to take corners and curves more safely, and to consume less energy while doing so. The AFLS was unveiled on a concept vehicle at the 2006 North American International Auto Show and is now available on a number of vehicles across the Ford fleet, both in North America and Europe. Finally, Ford's industry-leading innovation known as Roll Stability Control (RSC) continues to give drivers more confidence in emergency situations. Ford and its global brands have built more than four million vehicles globally with electronic stability control systems. To date, more than one million of those vehicles feature AdvanceTrac with Roll Stability Control, which actively measures and helps control both yaw and roll movements. RSC uses two gyroscopic sensors to detect when a driver corners too fast or swerves sharply to avoid an obstacle. It then applies pressure to select brake(s) to help the driver maintain control and thus reduce the risk of a rollover event. Roll Stability Control was first introduced on the 2003 Volvo XC90 and is now standard equipment on the Ford Flex, Explorer, SportTrac, Expedition, Edge, Escape and F-150, as well as E-Series Wagons equipped with the 5.4L engine. It is also standard equipment on the Mercury Mountaineer and Mariner, the Lincoln Navigator and MKX, and the Volvo XC60. Ford has developed a next-generation regenerative braking system for the 2009 Escape Hybrid and Mariner Hybrid that is compatible with RSC.

The unique arrangement of stakeholders involved in ANCIS has resulted in a much greater understanding among all parties of the systemic nature of road crashes. Ford continued to support ANCIS during 2008.
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Other Technologies and Research

Active Safety Research

Ford is undertaking a number of research efforts to assess and verify the effectiveness of new active safety technologies, such as those using forward-looking radar and vision sensors. For example, Ford, Volvo and the National Highway Traffic Safety Administration are jointly conducting a two-year study the Advanced Crash Avoidance Technologies study to develop methodologies for measuring and evaluating these technologies. This study will conclude in 2009. One particularly creative research technique Ford has been using involves driving cars with Forward Collision Warning with Brake Support into large "balloons" nearly the size and shape of real cars. The purpose of these tests is to assess the accuracy of the radar and the timing of the warning signals and braking pre-charge. The balloons play the role of a "target" vehicle, allowing Ford engineers to assess the radar and braking features without endangering test drivers or damaging real cars. The balloons offer enough "give" to allow impact without injury. Ford uses about a dozen balloon cars in different sizes, each made from tarp-like material and weighing more than 40 pounds.
External Web Sites: National Highway Traffic Safety Administration
Ford testing new active crash-avoidance technologies

Servo Sled

In the fall of 2005, Ford commissioned the Servo-Hydraulic Reverse Crash Simulator, known as the Servo sled. This state-of-the-art system is reducing the time and resources required for Ford to research, design and build a new car or truck. Located inside Ford's Safety Innovation Lab in Dearborn, the Servo sled is the most capable crash simulator of its type in the world. The Servo sled builds on the basic principle of the Hyge sled, a crash test simulator Ford has used for more than 40 years. The Hyge and Servo sleds each sit inside a corridor about the width of a two-lane highway and about 50 yards long. A track runs the length of the corridor with the sled on top of it. On top of the sled sits a "buck" an accurate representation of the interior of the vehicle to be tested (including seats, instrument panel, windshield, airbags, seat belts, etc.). Crash test dummies are positioned in the buck. To launch a test, the buck and sled are propelled to more than 35 mph in a few milliseconds. The sled and buck can be used again, but the seats, seat belts, airbags and so forth must be replaced before another test can be performed. The Servo sled is a significant improvement over the Hyge, for several reasons. Most important, it more accurately represents a vehicle's "pulse," or the acceleration experienced in the occupant compartment during a full vehicle crash test. This reduces the number of full crash tests that must be conducted. The Servo sled can also simulate vehicle pitching and side-impact events, which the Hyge cannot. In short, the new Servo sled allows more representative testing in a given time period, with fewer resources than previously, and enables Ford to more quickly bring safety features to market.

CAMP consortia are also conducting two additional projects with NHTSA. The Crash Imminent Braking Project (involving Ford, GM, Mercedes, Continental and Delphi) is developing minimum performance requirements and objective test procedures for systems that automatically apply the brakes to avoid crashes or mitigate the severity of a crash. The Advanced Restraint Systems Project (involving Ford, GM and Mercedes) is developing restraint systems that utilize pre-crash and occupant sensing information.
The Advanced Emergency Communications Coalition
For the past 10 years, the ComCARE Emergency Response Alliance has served as an important public voice for improving emergency communications. ComCARE encouraged the establishment of wireless communication networks, infrastructure and technologies that enable emergency communications between the motoring public and public safety agencies. Ford has participated on the Board of Directors of ComCARE for most of the past decade and helped to write the Vehicle Emergency Data Set standard proposed by ComCARE in 2002. Late last year, the ComCARE Board voted to reorganize and establish a new organization to continue ComCARE's advocacy. The name selected for the new organization is the Advanced Emergency Communications Coalition, with the mission "to advocate for the adoption and improvement of advanced emergency communications technologies."

University Partnerships

Ford Motor Company is increasingly collaborating with university partners on crucial advanced safety technology projects. Ford has major research alliances with the Massachusetts Institute of Technology (MIT), the University of Michigan and Northwestern University and has utilized Ford's global University Research Program (URP) to collaborate with leading researchers at more than 100 universities worldwide. Safety is a central thrust in our collaborative university programs. Important projects are underway within the FordMIT alliance, yielding progress in areas of vehicle autonomy and "active safety" that is, technology to prevent accidents from occurring, including computer vision, lane keeping, vehicle controls, obstacle detection and avoidance, and accurately assessing the driver's interaction with the vehicle. At the University of Michigan, safety work includes a portfolio of projects on 360 sensing and developing more robust and capable active vehicle control and enhanced collision avoidance systems, utilizing both onboard sensors and offboard information sources. Ford has an ongoing URP project at Virginia Tech assessing the properties of maternal tissues from pregnant women. This project will enable the improvement of computer models to help gain a better understanding of the injury risk to pregnant women and their unborn babies. Another project at the State University of New York's Downstate Medical Center should yield an improved understanding of human tolerance to pelvis injury, and collaborative work is ongoing with Purdue University investigating enhanced vehicle dynamics and stability control. As part of its accident research projects in Germany, the UK and Australia, Ford works closely with internationally acknowledged safety experts from the Universities of Hannover, Loughborough, Dresden, Birmingham and Monash. Collaborative university work catalyzes innovation at Ford by providing access to the leading researchers at the cutting edge of vehicle dynamics and stability control, accident avoidance and driver assist safety technology to name just a few. Ford will continue to integrate these collaborative innovations, driving continuous improvement in real-world safety and sustainability for all Ford Motor Company products.

Alcolock Blue Ribbon Panel
Reducing the incidence of impaired driving would go a long way toward improving road traffic safety. In the EU, 2530 percent of all car accidents involve alcohol. In the U.S., approximately 40 percent of all traffic fatalities are alcohol-related (as defined by NHTSA). The Automotive Coalition for Traffic Safety formed a Blue Ribbon Panel (BRP) in 2007 for the development of advanced alcohol detection technology, often called "alcolocks." The panel consists of vehicle manufacturers, including Ford, alcohol detection technology suppliers, Mothers Against Drunk Driving, the Insurance Institute for Highway Safety, government representatives and other experts. The BRP and its research is being funded jointly by NHTSA and the Alliance of Automobile Manufacturers. The purpose of the research is to ".engage major automakers in cooperative research
that advances the state of alcohol detection technology.to promote the standardization of the technology, its widespread deployment, and acceptance by the general public." Ford continued to participate in the work of the Blue Ribbon Panel through the Alliance during 2008.

New Crash-Test Dummies

Crash-test dummies are essential research tools that aid in the development of passive safety technologies, and Ford Motor Company continues to develop, often in partnership with other parties, more advanced test dummies. From 2005 through 2008, Ford partnered with the Children's Hospital of Philadelphia (CHOP), the University of Virginia, Virginia Tech and the Takata Corporation in a multi-year project to develop a new abdominal insert and sensor for a crash-test dummy representing a six-year-old child. CHOP studies have shown that, in vehicle crashes, significant abdominal injury in four- to eight-year-old children is second in frequency of occurrence only to head and facial injuries. Abdominal injuries often occur when children too young (i.e., the four- to eight-year-old range) utilize adult restraint systems without a booster seat. The abdominal insert and sensor will allow restraint engineers industry-wide to test the potential for abdominal injuries in children and ultimately improve the development of in-vehicle restraint systems for young children. In February 2008, the Society of Automotive Engineers established a task force to perform "round robin" testing of the new dummy component, and the group held its first meeting in June. More than 20 organizations from around the globe have signed up to participate. Tests will be performed by dummy manufacturers, other OEMs and NHTSA's Vehicle Research and Test Center. In another effort, Ford, GM and DaimlerChrysler have been working together under the auspices of the Occupant Safety Research Partnership (OSRP), a group within the U.S. Council for Automotive Research, to research, develop, test and evaluate advanced crash-test dummies and other precompetitive safety systems. A number of years ago, the OSRP initiated development of WorldSID, a male side-impact dummy that is recognized as the most advanced crash-test dummy ever created. From 2006 through 2008, the OSRP worked with NHTSA to help them evaluate WorldSID for potential use in the federal government's new side-impact crash-test standard. NHTSA concluded that the "biofidelity" of WorldSID is better than that of the dummy in the current side-impact regulation. WorldSID is the first side-impact dummy with the potential to be commonly used in side-impact regulations around the world. Ford is also involved in the Global Human Body Modeling Consortium (GHBMC), which holds promise for the future of safety research. Established in 2006 by nine automotive manufacturers (including Ford) and two automotive suppliers, the GHBMC is working to develop next-generation, computer-generated virtual reality models of the human body. These advanced models will help researchers to better predict the effect of trauma resulting from automobile crashes on the human body and enable a variety of virtual crash tests, with the ultimate goal of improving automotive safety globally. The research and development is currently being led by multidisciplinary teams at universities in five countries the U.S., Canada, France, India and Korea with the first set of human digital models expected to be completed in 2011. Ford brings much expertise to this effort, having developed its own human body model representing an average-sized male occupant and publishing this work in peer-reviewed journals over the last 15 years. Ford continues to refine its human body model for use in internal research.

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MATERIAL ISSUES Materiality Analysis Climate Change Mobility Human Rights Vehicle Safety Challenges and Opportunities How We Manage Vehicle Safety Performance Collaborative Efforts Data Case Studies Driver Distraction Driving Skills for Life: Asia Pacific Expansion Sustaining Ford Perspectives on Sustainability Driving Skills for Life
In the developing countries of Southeast Asia, traffic safety is a critical and growing concern. Indonesia alone recorded 24 million road traffic accidents in 2007, for example, resulting in nearly 37,000 deaths and more than 2.5 million injuries. The causes behind these terrible statistics are many, and include poorly maintained roads, inadequate infrastructure and the vast number of pedestrians, bicycles and motor scooters that often share roadways with cars and trucks.
On Ford.com: Ford Motor Company Fund and Community Services External Web Sites: Driving Skills for Life Asia Injury Prevention Foundation
The solutions to this complex issue will also need to be wide-ranging. Among them, however, is better driver education, and that's where Ford has recently stepped up its role. This past year, Ford's Asia Pacific and Africa region implemented the Company's highly successful Driving Skills for Life (DSFL) driver education program in the Philippines, Vietnam, Thailand and Indonesia. The DSFL program was customized to address the higher average age of beginning drivers in the region, as well as the unique driving environments within each market. "This is a huge step in the right direction," said Greig Craft, president of the Asia Injury Prevention Foundation (AIPF). "In developing countries, motorization is happening so quickly that road traffic injuries and deaths have reached an epidemic proportion. People are taking to the road in ever-greater numbers, usually without the training to drive properly or the fundamental understanding of driving skills. Driver training, education and public awareness are imperative to making a difference. That's what Driving Skills for Life is all about." To help bolster DSFL's visibility and credibility to the relevant audiences, Ford is partnering with the AIPF to implement the program. The AIPF is highly regarded for its work with governments to improve road safety in developing markets. In each country, Ford has also secured the endorsement and support of relevant third-party organizations. Ford launched DSFL in Asia with a "train-the-trainers" workshop in Bangkok, Thailand, in March 2008, at which Ford professionals from Germany trained two to three representatives from each of the four markets. A press conference and drive training for the media were held in each country to launch the program, followed by a series of events in each market for selected groups and members of the general public that included both classroom instruction and drive training sessions. To date, more than 5,000 people have participated in the training sessions, including nearly 700 in Vietnam, over 1,000 in Thailand and more than 500 in Indonesia. The Philippines accounts for the remainder. Ford Philippines already had a UN-recognized and award-winning road safety program in place called R.I.D.E., or Responsibility in Driver Education, which conducts training sessions in schools and communities. In 2008, Ford Philippines integrated DSFL concepts into 28 R.I.D.E. sessions in 18 schools, reaching 3,000 students. In 2009, Ford Philippines will re-brand and re-launch its road safety programs under the DSFL name, to provide local market clarity and fully align with the regional DSFL program. The Asia DSFL program covers both safe driving and "eco-driving." The safe driving portion focuses on the use of safety belts, recognizing and anticipating changing traffic conditions, avoiding distraction and maintaining a safe distance from other vehicles in traffic. The eco-driving training includes

In This Report: Products Delivering More FuelEfficient Vehicles Design for Life-Cycle Sustainability Product Sustainability Index
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Suppliers

ISO 14001 certification is expected of all "Q1," or preferred, production suppliers as well as nonproduction supplier facilities if the supplier has a manufacturing site or a nonmanufacturing site with significant environmental impacts that ships products to Ford. We are continually improving our systems for influencing the integration of sustainability throughout our supply chain. We began this process by requiring all of our Q1 suppliers to obtain ISO 14001 certification for implementing and following an environmental management system in their facilities. In 2006, we attained our goal of having 100 percent of our Q1 production suppliers gain ISO 14001 certification for facilities supplying Ford. We also encourage our suppliers to extend the benefits of improved environmental performance by requiring their own suppliers to implement environmental management systems as well. We also work in cross-industry forums to encourage common approaches to the supply chain challenges of our industry. Since 2007, for example, we have been a member of the Suppliers Partnership for the Environment, an innovative partnership between automobile original equipment manufacturers, their suppliers and the U.S. Environmental Protection Agency. This partnership works to create new and innovative business-centered approaches to environmental protection and provides a forum for small, midsize and large automotive and vehicle suppliers to work together, learn from each other and share environmental best practices. In 2006, we introduced our Aligned Business Framework (ABF), a strategy for working more closely with key suppliers to lower costs and improve quality. As part of this framework, ABF suppliers commit to managing and assuring proper working conditions and responsible environmental management in their facilities and in their supply chain. Our work with ABF suppliers to date has focused on providing support and resources to help them align with Ford's Code of Basic Working Conditions and implement supporting process, including responsible environmental management systems. Ford has committed to providing suppliers with a range of support and assistance based on our experiences in this area. During the fourth quarter of 2008, we held two sustainability sessions in Troy, Michigan, which were attended by senior management from Ford and our ABF suppliers. Topics covered in these meetings included internal training development guidance and discussion of key emerging environmental and sustainability topics of interest to Ford and our suppliers. We are now working with these suppliers to improve environmental performance as well.

In This Report: Improving Vehicle Interior Air Quality and Choosing Allergy-Tested Materials On Ford.co.uk: Product Sustainability Index Vehicle Reports Vehicle Web Sites: Ford Fiesta Ford Mondeo Ford Kuga Ford Galaxy Ford S-MAX
PSI Assessed Models Performance
Select a PSI Factor > Life-Cycle Global Warming Life-Cycle Global Warming
Measurement Method Emissions of CO 2 and other greenhouse gases from raw material extraction to material, part, and vehicle production, driving period (150,000 km; incl. air conditioning) and final recycling/recovery (i.e., full vehicle lifecycle, cradle-to-cradle) Better/worse than previous model Similar
2006 Ford S-MAX 2.0L TDCi with DPF 2006 Ford Galaxy 2.0L TDCi with DPF 2007 Ford Mondeo 2.0-liter TDCi Diesel with DPF 2008 Ford Kuga 2009 Ford Fiesta ECOnetic, Diesel 2009 Ford Fiesta, Petrol * 1 metric tonne = 1,000 kg
Performance* 39 metric tonnes CO 2

40 metric tonnes CO 2

Similar

37 metric tonnes CO 2

Better
37 metric tonnes CO metric tonnes CO 2

No previous model Better

30 metric tonnes CO 2
Measurement Method Summer smog-related emissions from raw material extraction to material, part, and vehicle production, driving period (150,000 km; incl. air conditioning) and final recycling/recovery (i.e., full vehicle life-cycle, cradle-to-cradle) Better/worse than previous model Similar
2006 Ford S-MAX 2.0L TDCi with DPF 2006 Ford Galaxy 2.0L TDCi with DPF 2007 Ford Mondeo 2.0-liter TDCi Diesel with DPF 2008 Ford Kuga 2009 Ford Fiesta ECOnetic, Diesel 2009 Ford Fiesta, Petrol Measurement Method

Performance 37 kg ethene

37 kg ethene

35 kg ethene

35 kg ethene 22 kg ethene

32 kg ethene

Use of recycled and natural materials Better/worse than previous model Better
2006 Ford S-MAX 2.0L TDCi with DPF 2006 Ford Galaxy 2.0L TDCi with DPF 2007 Ford Mondeo 2.0-liter TDCi Diesel with DPF 2008 Ford Kuga 2009 Ford Fiesta ECOnetic, Diesel 2009 Ford Fiesta, Petrol
Performance 18 kg of non-metals

18 kg of non-metals

7.5% of non-metals
6% of non-metals 8.5% of non-metals

9% of non-metals

Better Better/worse than previous model Better
2006 Ford S-MAX 2.0L TDCi with DPF 2006 Ford Galaxy 2.0L TDCi with DPF 2007 Ford Mondeo 2.0-liter TDCi Diesel with DPF 2008 Ford Kuga 2009 Ford Fiesta ECOnetic, Diesel 2009 Ford Fiesta, Petrol Measurement Method dB(A)
Performance Substance management, TV-tested pollen filter efficiency and allergy-tested label Substance management, TV-tested pollen filter efficiency and allergy-tested label Substance management; TV-tested interior and pollen filter efficiency TV-tested interior and pollen filter efficiency TV-tested interior and pollen filter efficiency

In This Report: Design for Life-Cycle Sustainability Vehicle Web Sites: Ford Flex Ford Focus Ford Fusion Ford Edge Ford Ranger Ford F-150 Ford Explorer Mercury Milan Lincoln MKZ Lincoln MKX Lincoln Navigator
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Choosing More Sustainable Materials
ENVIRONMENT Progress Environmental Management Design for Life-Cycle Sustainability Products Fuel Economy and Greenhouse Gas Emissions Tailpipe Emissions Sustainable Materials Choosing More Sustainable Materials Improving Vehicle Interior Air Quality and Choosing AllergyTested Materials Eliminating Undesirable Materials End of Life Operations Supply Chain Data Case Studies ON THIS PAGE Recycled Materials Renewable Materials Lightweight Materials
In This Report: Sustainable Materials Sustainable Technologies and Alternative Fuels Plan Vehicle Web Sites:
We are working to improve the sustainability of our vehicles by using more sustainable materials. This includes increasing the use of recycled, renewable, recyclable and lightweight materials. Recycled materials incorporate post-consumer and/or post-industrial waste materials; renewable materials are made from plant-based materials; and lightweight materials use special materials and/or designs that provide the same or better performance as other alternatives with less weight.
Ford Expedition Ford F-150 Ford Focus Ford Escape Mercury Mariner Lincoln Navigator Lincoln MKS Lincoln MKT Ford Mondeo Ford Kuga

Recycled Materials

We have focused our efforts to increase recycled materials on non-metallic parts, which traditionally have little or no recycled content. As described previously, we are mandating the use of post-consumer recycled materials in multiple exterior black parts as part of our comprehensive resin strategy. These materials were used in the underbody system of the 2009 Ford Flex, which won the Society of Plastics Engineers 2008 Vehicle Engineering Team Award for use of innovative materials. The Flex's recycled plastic underbody system uses approximately 20 pounds of post-consumer recycled waste per vehicle, while reducing costs by 10 to 40 percent. We are also using post-consumer recycled carpeting in many exterior parts that use nylon resins, including air cleaner housings, engine fans, fan shrouds, HVAC temperature valves, engine covers, cam covers and carbon canisters. All of Ford's European vehicles use recycled polymers, where these are seen as contributing to a sustainable material supply and providing a more sustainable solution. In the Ford Focus, for example, the battery tray is made of 50 percent recycled materials, the carpets contain approximately 20 percent recycled content, the air conditioning housing contains 20 percent recycled content and the fan shroud contains 25 percent recycled content. We are also using recycled materials for interior and surface parts. This can be much more challenging than using recycled materials for underbody, subsurface and exterior black parts, because it is difficult to get the necessary appearance and performance when using recycled materials. In the U.S., we are continuing to expand our use of recycled seat fabrics and seat components that meet all appearance and performance requirements. The following table highlights these latter efforts.

1. The vehicles referenced in this table are available only in the United States.
Report Home >Environment >Products >Sustainable Materials >Choosing More Sustainable Materials
Improving Vehicle Interior Air Quality and Choosing Allergy-Tested Materials
ENVIRONMENT Progress Environmental Management Design for Life-Cycle Sustainability Products Fuel Economy and Greenhouse Gas Emissions Tailpipe Emissions Sustainable Materials Choosing More Sustainable Materials Improving Vehicle Interior Air Quality and Choosing Allergy-Tested Materials Eliminating Undesirable Materials End of Life Operations Supply Chain Data Case Studies
Another focus area for our materials improvements efforts is interior air quality and allergy testing. In Europe, Ford has established design guidelines for materials and filtration and is migrating those guidelines across its product line. Through this initiative, Ford offers its customers products that address the growing societal concern about allergies. Ford of Europe vehicles were the first vehicles worldwide to be awarded an "allergy-tested interior" certification by TV Rheinland, the Germany-based organization that controls and approves quality standards for industrial and consumer products. To obtain this certification, materials used in the manufacture of the vehicle interior must meet strict requirements focused on three key areas: measuring and meeting in-vehicle air concentration of volatile organic compounds, minimizing the risk of allergic reactions and high-efficiency air filtration. The requirements for minimizing the risk of allergic reactions include ensuring that no substances with allergenic potential (e.g., latex, nickel, chromium VI) are used for components that are likely to have contact with people's skin. It also includes the use of an efficient pollen filter to protect passengers against allergenic particles in the outdoor air. Seven of Ford's European models have met these requirements the new Fiesta, the European Focus (including the Focus Coupe-Cabriolet), the C-MAX , Kuga, S-MAX, Galaxy and Mondeo. In February 2008, the Berlin-based European Center for Allergy Research Foundation awarded Ford with its quality certificate, as an additional recognition for the Company's "allergy tested interior vehicle" initiative. To build upon our success and maximize the effectiveness and implementation of material improvements, Ford established a global cross-functional Product Action Team focused on vehicle interior air quality and allergen reduction. Consistent with our One Ford global integration process, the team is committed to investigating and developing comprehensive global approaches and strategies to address issues relating to vehicle interior air quality. In North America, we plan to implement the same high-efficiency filtration specifications as in Europe across most of our product line within the next four to five years. These filters are designed to reduce pollen and other allergy-related particles.

Vehicle Web Sites: Ford Fiesta Ford Focus Ford Focus Coup-Cabriolet Ford Focus C-MAX Ford S-MAX Ford Kuga Ford Galaxy Ford Mondeo External Web Sites: TV Rhineland European Centre for Allergy Research Foundation
Report Home >Environment >Products >Sustainable Materials >Improving Vehicle Interior Air Quality and Choosing Allergy-Tested Materials
Eliminating Undesirable Materials
For more than 20 years, our Restricted Substance Management Standard has spelled out materials to be avoided or eliminated in Ford operations and in the parts and materials provided by suppliers. This and other materials management tools are helping us to meet and exceed customer expectations and ensure compliance with regulations.
In This Report: Materials Management Tools Vehicle Web Sites: Ford Mustang Ford Flex Ford Econoline Ford Expedition Ford Explorer Ford Explorer Sport Trac Ford F-150 Ford F-series Super Duty Mercury Mariner Mercury Mountaineer Lincoln MKS Lincoln MKX Lincoln Navigator

Eliminating Mercury

Ford has decreased the use of mercury-containing components, which can pose problems at the end of a vehicle's life. In 2001, we eliminated mercury-containing switches, which accounted for more than 99 percent of the mercury used in our U.S. vehicles. Since that time, we have continued to focus on mercury reduction by working to eliminate this substance in the remaining mercury-containing components, including high-intensity discharge headlamps, navigation system screens and family entertainment system screens. Currently the Lincoln Navigator, Ford Mustang, Ford Flex, Lincoln MKS and Lincoln MKZ have mercury-free high-intensity discharge headlamps. Ford vehicles with mercury-free navigation system screens including the Ford Flex, Econoline, Escape, Edge, Expedition, Explorer, Sport Trac, F-Series and Super Duty; the Mercury Mariner and Mountaineer; and the Lincoln MKS, MKX and Navigator. The 2010 model year Flex and Lincoln MKT have mercury-free headrest family entertainment system screens. In addition, we have helped to forge a collaboration between the U.S. Environmental Protection Agency, states, auto dismantlers, auto scrap recyclers, steelmakers and environmental groups to recycle mercury switches from end-of-life vehicles. This effort was rolled out across the United States in 2007 and now has more than 7,500 participants joining the effort from the recycling industry. On February 29, 2008, the EPA and its partners celebrated the collection of the one-millionth mercury auto switch at an auto dismantler's site in Georgia. By the end of 2008, more than 2 tons of mercury from these switches had been recovered. An online database tracks the number of participants in the program as well as the number of switches collected by state.

In 2008, Ford also began implementing a new parts washing system developed in partnership with our supplier ABB Robotics. This technology reduces the amount of energy used in the parts washing process by more than 60 percent and reduces energy costs by approximately 90 percent. For more information, please see the Minimum Quantity Lubricant machining case study. We are also capturing our own waste products and turning them into fuel. We have implemented "fumes-to-fuel" technology which captures emissions from the painting process and uses them to generate electricity in paint shops at three of our manufacturing facilities. This process cuts down on fossil fuel use and the resulting CO2 emissions, as well as reducing emissions from our paint shops. For more information, please see the Volatile Organic Compounds section. In Europe, our Cologne Merkenich Development Center implemented a heat-energy reclamation joint venture with the local utility RheinEnergie. In early 2009, the Cologne facility was connected to one of RheinEnergie's boiler houses via a 2.6 km pipe. This pipe transfers what was formerly waste heat to a heat exchanger, which then reuses that heat to produce electricity. This system reduces CO2 emissions from the Cologne site by 191,000 metric tons per year. Ford and RheinEnergie signed an agreement to maintain this heat-exchange partnership for at least 10 years. In 2008, Ford continued to participate in legislative and regulatory processes concerning renewable energy portfolios and energy efficiency strategies. Ford participates in these processes at the local, state and federal level by advocating for the use of energy efficiency as part of the long-term solutions for meeting electric generation needs and reducing greenhouse gas emissions. We also advocate for the use of programs such as the EPA's Energy Star Industrial Focus Groups as a model for developing strategies to benchmark industrial energy efficiency. Ford supported Michigan's and Ohio's new renewable portfolio standards, which include requirements for energy efficiency.
1. The Index is "normalized" based on an engineering calculation that adjusts for typical variances in weather and vehicle production. The Index was set at 100 for the year 2000 to simplify tracking against energy efficiency targets. 2. The Global Quality Research System is undertaken for Ford by the RDA Group.
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Renewable Energy Use

Ford is highly involved in the installation, demonstration and development of alternative sources of energy. Examples of installed technologies include a photovoltaic array and solar thermal collector at the Ford Rouge Visitors Center. The adjacent Dearborn Truck Plant has a living roof system, which uses a thick carpet of plants to reduce the need for heating and cooling, while also absorbing rainwater. In addition, a geothermal system installed at the Lima Engine Plant provides process cooling for plant operations, as well as air tempering for employee comfort. This system uses naturally cooled 40F water from two abandoned limestone quarries located on the plant site. The installation cost was comparable to that of the traditional chiller and cooling tower design it displaced. This award-winning project eliminates the emission of 4,300 metric tons of carbon dioxide each year. We are also investigating the expansion of our existing reclaimed landfill gas installation at the Wayne Assembly Plant. In the UK, construction was completed in 2004 on London's first wind power park, at Ford's Dagenham complex. The wind turbines provide 100 percent of the electricity required for our new Dagenham Diesel Centre. This is equivalent to the electricity needs of more than 2,000 homes and saves 6,500 metric tons of CO2 from being released into the atmosphere each year. In 2007, Dagenham began the process of adding a third wind turbine in order to remain 100 percent wind powered, following the installation of a new 1.4/1.6-liter Duratorq TDCi engine line. The third wind turbine which is subject to planning approval, would have the capacity to produce 1.8 megawatts of green electricity for Ford's Dagenham Diesel Centre the equivalent of powering 1,000 homes. The Dagenham facility has also reduced its gas and electricity bills by 12 percent, by reducing the use of energy-intense operations such as the generation of compressed air for handheld tools on the production line. High-energy-use equipment was scientifically optimized on Dagenham's new engine assembly line; it requires 70 percent less energy per engine than other manufacturing lines. In 2007, Dagenham was nominated for a national "Award for Excellence" by a UK organization called Business in the Community, for the facility's CO2 reduction, energy efficiency and other environmental actions. In Germany, Ford is now sourcing renewable electricity to cover the full electric power demand of its manufacturing and engineering facilities in Cologne, including the electricity needed to assemble its Fiesta and Fusion models. Through this initiative, the Company will reduce its CO2 emissions by 190,000 metric tons per year. The green electric power is recognized as coming from a fully renewable, environmentally friendly source; it is generated by three hydropower plants in Norway and Sweden, owned by Vannkraft AS (Norway) and Fortum AB (Sweden), and provided to Ford through the Colognebased energy infrastructure service provider RheinEnergie AG. In Wales, Ford's Bridgend engine plant was the first site retrofitted with one of the largest integrated, grid-connected solar/photovoltaic installations at a car manufacturing plant in Europe. In 2008, renewable energy contributed less than 1 percent of our total energy use. We hope to increase this percentage in the future.

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Waste Management

Ford's environmental goals include reducing the amount and toxicity of manufacturing-related wastes and ultimately eliminating the disposal of waste in landfills. Manufacturing byproducts include both hazardous and nonhazardous wastes. Ford has chosen to target eliminating the landfill of hazardous waste first, because this provides the quickest and most cost-effective benefits to human health and the environment. In 2006, as part of our effort to continually improve our hazardous and nonhazardous waste reduction efforts, we began switching our data collection over to the European waste classification system. This system is a good fit for our waste streams and will allow improved benchmarking and comparison. This change was also part of our Global Emissions Manager database launch. Our data-collection process improvements are helping our facilities continue to develop new methods of reducing and better managing waste. In 2008, Ford facilities globally sent more than 88,000 metric tons of waste to landfill, a decrease of more than 22 percent compared to 2007. Also in 2008, Ford facilities globally generated more than 47,000 metric tons of hazardous waste, a decrease of more than 10 percent from 2007. We are committed to reducing waste at all of our facilities. For example, in 2007 we implemented a new paint line purging process at our Kentucky Truck Plant that replaces the former purge solution with a VOC-free material. This new material eliminates a formerly hazardous waste stream. Since implementation, this process has eliminated 74 tons of VOCs from the plant's waste stream. It has also eliminated more than 260,000 gallons of hazardous waste. The now nonhazardous waste stream is used by Waste Management, Inc., in a bioreactor to facilitate its landfill-gas-to-energy recovery process. This new purge process also reduces VOC air emissions from the paint process. In 2008, we implemented a new paint primer technology at our Twin Cities and St. Thomas Assembly plants. This technology reduces a hazardous sludge waste stream and eliminates a hazardous wastewater stream; it also has the potential to reduce water usage. Managers at all of our plants continually strive to increase their waste recycling. In 2008, for example, the Lima Engine Plant in Lima, Ohio, achieved continued improvements in its recycling program. The plant recycled 11,185 tons of scrap metal, 13 tons of cardboard, 6 tons of office paper and 14 tons of wood and wooden pallets. This recycling program saved enough timber resources to produce more than 3.7 million sheets of newspaper and enough power to fulfill the annual needs of more than 3,350 homes. It also avoided the generation of 6,390 metric tons of greenhouse gas emissions. In Europe, our Dagenham facility has prevented more than 12,600 metric tons of waste from being sent to landfills for disposal, via waste reduction and increased recycling. For example, metal filings and other waste from the machining process are squeezed dry of lubricants and then sold as briquettes for recycling. In addition, 20,000 square meters of floor concrete removed to install new engine lines was reused in the flooring of the new production line. Similarly, when we redesigned our Michigan Proving Grounds in 2008, we saved 130,000 tons of asphalt and concrete from going to the landfill by reusing it to resurface the new track. For more information on the sustainability of this redevelopment effort, please see the Michigan Proving Ground Green Redevelopment case study.

Ford promotes the use of environmentally friendly products in the operation and maintenance of its facilities. One example of this is the continued expansion of our "green housekeeping" program. Through this program, we are working with our Tier 1 suppliers and contractors to promote the use of environmentally friendly cleaning practices and water-based products that help to reduce the impact of facility operations on the environment. Our cleaning service providers use highly concentrated waterbased chemicals with more efficient packaging, which significantly reduces product waste and the amount of fuel required to ship products. These green housekeeping practices are now in use throughout our North American manufacturing locations and commercial office buildings.

Ford Rouge Center

Ford's largest green building initiative is the redevelopment of the 600-acre Ford Rouge Center in Dearborn, Michigan, into a state-of-the-art lean, flexible and sustainable manufacturing center. The focal point of the center, the Dearborn Truck Plant, boasts a 10.4-acre living roof, part of an extensive stormwater management system that includes bio-swales and porous pavement to slow and cleanse the water. The Dearborn Truck Plant also features abundant skylights to maximize daylight in the facility. The Rouge Center features 100 acres of sustainable landscaping to help restore soils and support wildlife habitat.
Rouge Visitor Center (LEED-Gold)
The redeveloped Ford Rouge Center includes the LEED-Gold certified Rouge Visitor Center, a 30,000square-foot facility featuring two multi-screen theaters and an observation deck. The facility uses rainwater for plumbing and irrigation, solar panels to produce energy and "green screens" of shading vines cover some parts of the building to reduce energy use.
Fairlane Green (LEED-Gold)
Ford has developed a 1-million-square-foot green retail center on its 243-acre industrial waste landfill in Allen Park, Michigan, earning the national Phoenix Award for excellence in brownfield development. In addition, Fairlane Green Phase I received the nation's first LEED-Gold certification for a core and shell retail development for its use of retention ponds for irrigation, sustainable landscaping and white roofs, and for the preservation of natural areas. The buildings feature high-efficiency heating and cooling systems, added insulation and weather sealing, and efficient windows and doors.

In This Report: Sustainable Materials Choosing More Sustainable Materials Eliminating Undesirable Materials Suppliers External Web Sites: IMDS REACH
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Logistics

Ford's physical logistics operations provide the safe and efficient transport of parts from our supply base to our manufacturing plants and of finished vehicles from the end of our assembly lines to our dealerships. Though logistics account for a relatively small percentage of total vehicle life-cycle emissions, we are working hard to maximize the efficiency of these operations to reduce both costs and environmental impacts. This work is managed by Ford's Material Planning and Logistics organization (MP&L), which is responsible for the design and operation of our transportation networks and for engineering high-quality and efficient packaging to protect materials while in transit. Ford operates two sets of freight networks: one handles the collection and delivery of inbound parts and materials, while the other handles the delivery of outbound finished vehicles. The inbound freight networks are highly integrated. We move a large majority of parts ourselves, rather than having them delivered by suppliers, in order to give us greater control of the process. Material for all of our plants is collected together and then redistributed from centrally located transfer facilities closer to final destinations. Collection routes are planned so that trucks can collect smaller quantities from suppliers close to each other in a single journey. The effect of these strategies is to minimize the number and length of journeys required. Shipping quantities and collection frequencies are regularly reviewed, with the aim of further optimizing the networks. In 2008, we integrated transatlantic freight into the domestic networks operated by Ford of Europe and Ford North America. In addition, in mid-2009 we will begin to use a single freight forwarding approach for the Asia Pacific region. The synergies that result from both of these projects will mean greater sharing of trucks and warehousing for stock awaiting export, which will further improve the efficiency of our transportation logistics. We are also working to maximize the use of rail, river and short sea transport for inbound parts and materials, to reduce fuel costs, emissions and road congestion. To increase overall transport efficiency, we have implemented contracts that encourage our freight carriers to carry third-party freight on return journeys, rather than returning home empty. We are also working with rail companies to find ways to combine road and rail freight. In Europe, for example, we have begun using a truck/rail system that allows us to drive truck trailers directly on to special railcars. The trucks are carried by rail across France and then driven the final distance to our plants in Northern Europe. Air freight is only used in emergency situations because of its relatively high cost and environmental impacts. Close attention has been paid to reducing the use of air freight. Between 2007 and 2008, for example, Ford of Europe decreased its use of premium air freight by close to 9 percent. Ford MP&L has established a global team to specifically address the climate change impacts of transportation logistics. During 2008, the team focused on reducing carbon dioxide emissions caused by inbound freight. The team has been working to develop a methodology for calculating CO2 emission levels and to identify and promote actions to reduce freight-related CO2 in the long term. As part of this effort, Ford has partnered with the delivery company DHL International to support Masters' students at the University of Cologne in developing a practical calculation method for road and rail freight emissions. This project builds upon the CO2 calculation methods used previously in our European operations. We are also working with UTi Worldwide, a global supply chain logistics company, to develop an approach for calculating CO2 emissions associated with ocean freight. These efforts will enable a full computation of Ford's freight-related CO2 emissions during 2009. In North America, we have been working on practical applications for alternative fuel and engine technologies in our logistics activities, and have carried out a number of trials. These projects will help to both save fuel and reduce CO2 emissions. In North America, for example, we have been collaborating with Georgia Tech University to produce a best practices handbook for truck carriers, to be published in early 2009. We plan to distribute this handbook globally, along with other best practices identified by Ford of Europe during a 2008 environmental awareness survey of their European carriers. We also carefully manage outbound vehicle shipments. We use rail- and sea-based transport wherever possible to reduce the need for long truck runs. By avoiding road-based transport, we help to reduce congestion, fuel consumption and exhaust emissions, including CO2. We locate our vehicle holding centers to optimize transportation efficiency by taking into account the proximity of ports, rail hubs and trunk roads.

In This Report: Suppliers Our Value Chain and Its Impacts Climate Change Waste Management
Packaging is the other primary activity managed by our logistics operations. Packaging directly impacts a number of environmental aspects 1 , including materials usage, waste and freight. Ford MP&L's Packaging Engineering department focuses on designing, procuring and optimizing packaging. Over the years, this group has confirmed that the best general strategy to eliminate material waste and optimize freight efficiency is to use durable (returnable) packaging for all but the longest supply chains. In Europe, we have developed contracts with third-party packaging providers to manage returnable packaging. As part of this strategy, returnable packaging is pooled and used where required rather than always having to be returned directly to the parts suppliers. Over the years, we have developed a standard range of packaging that not only protects parts and makes them easy to handle at the assembly line, but also allows maximum storage density during transportation, thereby minimizing transport requirements. We review the packaging of production trial parts to assess opportunities to increase packing density prior to the full-volume launch of a product. We are now working globally to share best practices between regions and to drive consistency in packaging for future global vehicle programs. The latest packaging guidelines, published in April 2009, require that supplier-provided packaging supports corporate sustainability goals by seeking a neutral or positive environmental footprint through zero waste to landfill and use of 100 percent recycled, renewable or recyclable materials.
1. Environmental aspects is a term used in the ISO 14001 framework to denote elements of an organization's activities, products and services that can interact with the environment.
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Supply Chain Sustainability
We are working with our core suppliers to improve the sustainability of their products and processes. Much of our work with core suppliers thus far has focused on helping them align with Ford's Code of Basic Working Conditions. However, we are also encouraging our suppliers to improve other aspects of their environmental and social sustainability. In 2008, for example, we held two sustainability sessions in Troy, Michigan, which were attended by senior management from Ford and our core Aligned Business Framework suppliers. Topics covered in these meetings included internal training development guidance and a review of key emerging environmental and sustainability topics of interest to Ford and our suppliers. We are also working with our suppliers to increase their use of sustainable materials and eliminate undesirable materials. While Ford has already made great strides in using more sustainable materials (as discussed in the Sustainable Materials section), we can expand these efforts by systematically working with our suppliers on sustainable materials. Towards that end, we are developing Commodity Business Plans and other materials purchasing strategies that require the use of sustainable materials. For example, we developed a purchasing strategy for recycled plastics resins and Commodity Business Plans for relevant parts that require the use of post-consumer recycled plastics. Beginning in 2009, all underbody aerodynamics shields, splash shields, stone pecking cuffs and radiator air deflector shields manufactured in North America will have to be made from the approved recycled plastics. In Europe and North America, we have added environmental requirements to the formal agreements we make with our suppliers. These requirements cover a range of issues, such as reducing materials of concern, using Design for Sustainability principles, increasing the use of sustainable materials and using materials that will improve vehicle interior air quality. We ask suppliers to use recycled materials whenever technically and economically feasible. All recycled materials are evaluated in-house to guarantee they deliver appropriate mechanical properties and the same level of performance that would be obtained with virgin materials.

2007 29.1 22.3 25.3

2008 30.3 23.6 26.0

see notes to the data

B. Ford U.S. CO2 Tailpipe Emissions per Vehicle (Combined Car and
Truck Fleet Average CO2 Emissions)

2004 387

2005 368

2006 371

2007 352
C. European CO2 Performance, Passenger Vehicles Percent of 1995 Base

Chart Table

1995 base = 100 percent Percent

Ford Volvo

81 back to top

Notes to the Data

Chart A See the Fuel Economy and Greenhouse Gas Emissions section for a discussion of our Corporate Average Fuel Economy (CAFE) performance. For the 2008 model year, the CAFE of our cars and trucks increased by 2.9 percent relative to 2007. Preliminary data for the 2009 model year indicates that the CAFE of our cars and trucks will improve by another 4.0 percent compared to 2008. Improvement is reflected in increasing miles per gallon.
Chart B See the Climate Change section for a discussion of our CO 2 emissions performance. Improvement is reflected in decreasing grams per mile.
Report Home >Environment >Data >Fuel Economy and CO2 Emissions
ENVIRONMENT Progress Environmental Management Design for Life-Cycle Sustainability Products Operations Supply Chain Data Fuel Economy and CO 2 Emissions Tailpipe Emissions Operational Energy Use and CO 2 Emissions Water Use Emissions (VOC and Other) Waste Case Studies Chart Table Grams per mile DATA ON THIS PAGE A. B. C. Ford U.S. Average NOx Emissions Ford U.S. Average NMOG Emissions Ford U.S. Average Vehicle Emissions
View all data on this page as charts | tables
A. Ford U.S. Average NOx Emissions
Passenger cars All light duty

2003 0.22 0.41

2004 0.15 0.29

2005 0.09 0.17

2006 0.08 0.10

2007 0.06 0.09

2008 0.06 0.08
Reported to regulatory authorities (EPA)
B. Ford U.S. Average NMOG Emissions

2003 0.11 0.16

2004 0.10 0.15

2005 0.09 0.12

2006 0.09 0.10

2007 0.08 0.09

2008 0.07 0.09
C. Ford U.S. Average Vehicle Emissions

2003 0.33 0.57

2004 0.25 0.44

2005 0.18 0.29

2006 0.17 0.20

2007 0.14 0.18

2008 0.13 0.18
Chart B NMOG = Non-Methane Organic Gases
Chart C Average vehicle emissions are the smog-forming pollutants from vehicle tailpipes, characterized as the sum of [(NMOG + NOx emissions) x volume] for all products in the fleet.

Emissions (VOC and Other)
ENVIRONMENT Progress Environmental Management Design for Life-Cycle Sustainability Products Operations Supply Chain Data Fuel Economy and CO 2 Emissions Tailpipe Emissions Operational Energy Use and CO 2 Emissions Water Use Emissions (VOC and Other) Waste Case Studies Chart 2009 target = 24 Grams per square meter of surface coated Table DATA ON THIS PAGE A. B. C. D. E. F. North America Volatile Organic Compounds Released by Assembly Facilities Ford U.S. TRI Releases Ford U.S. TRI Releases per Vehicle Ford Canada NPRI Releases Ford Canada NPRI Releases per Vehicle Australia National Pollutant Inventory Releases (Total Air Emissions)
A. North America Volatile Organic Compounds Released by Assembly Facilities

2003 29

2004 26

2005 24

2006 24

2007 24

2008 24
B. Ford U.S. TRI Releases
Chart Table Million pounds

2003 8.6

2004 8.2

2005 6.9

2006 5.5

2007 4.8

2008 NA
C. Ford U.S. TRI Releases per Vehicle
Chart Table Pounds per vehicle
2003 2.8 see notes to the data

2004 2.8

2005 2.5

2006 2.7

2007 2.4

2008 NA back to top

D. Ford Canada NPRI Releases
Chart Table Metric tonnes

2003 1,226

2004 1,026

2005 693

2006 600

2007 5,503

Reported to regulatory authorities (Environment Canada)
E. Ford Canada NPRI Releases per Vehicle
Chart Table Metric tonnes per vehicle
2003 0.0020 see notes to the data

2004 0.0022

2005 00031

2006 0.0029

2007 0.0162
F. Australia National Pollutant Inventory Releases (Total Air Emissions)
Chart Table Kilograms per year

2003 918,023

2004 1,478,414

2005 948,148

2006 822,667

2007 674,169

In This Report: Operations Climate Change
Report Home >Environment >Case Studies >Greenhouse Gas Emissions Reporting in China
In 2008, Ford's engine plants began implementing the latest generation of an innovative new parts washing system developed in partnership with our supplier ABB Robotics. Ford began developing this technology with ABB in 1999, and began installing the current generation in our transmission plants in 2004. The new robotics-based system represents a significant leap forward in efficiency and environmental impacts. It reduces energy and water use, wastewater effluent requiring treatment and noise, all while significantly improving quality, flexibility, productivity and cost. In the past, parts washing has required a significant amount of energy and water, and has produced large amounts of wastewater requiring chemical treatment. The previous systems also took up a lot of floor space and were complex, unreliable and inflexible. The new system cuts energy consumption by approximately 60 percent and energy costs by 90 percent. Part of this energy reduction comes from the fact that, unlike previous systems, the new system does not require any heat. It also requires a much smaller water pump, further reducing energy usage. The robotic parts washing system also uses water more efficiently. It reduces wastewater generation by 95 percent compared to previous systems, which removed dirt chemically by spraying parts with high volumes of water and detergent at low pressure. This system, in contrast, cleans parts mechanically using very low water flow. The system uses a robotic arm to move the part in front of the spray nozzles, so it cleans parts more effectively. It uses approximately 10 to 15 gallons per minute of water, compared hundreds of gallons per minute with the previous system. Eliminating detergents also allows us to reuse the same wash water more times. The system uses smaller water tanks and low flow to further increase the efficiency of water use. In addition, the system generates little to no oily waste, which would require process waste treatment. It requires only a small amount of rust-preventive solution for cast iron parts or aluminum parts with powdered metal inserts. The new system also improves exhaust emissions. Past systems, which required the use of detergent, emitted water vapor that contained some detergent. The improved system exhausts only water vapor. In addition to these environmental benefits, the system improves the cleanliness of the parts by an order of magnitude, reducing the amount of residual contaminants by more than 70 percent. The new system increases productivity by facilitating the use of multiple washing units in parallel and reducing maintenance downtime. It also improves working conditions due to its reduced complexity, compact layout, inherently improved reliability and best-in-class noise levels. We have already installed 34 of these new robotic washing machines. We have also incorporated this technology as standard for all engine and transmission final wash applications, ensuring that these improvements will be realized by all future vehicle programs.