accomplishments in this activity include the specification of brake fluid performance requirements and compliance test procedures in regulatory language. This represented a milestone in objective and complete motor vehicle safety regulations. Much research was accomplished to establish the performance requirements for passenger car brake lining. By the end of fiscal year 1971, the technical basis for a safety standard in this area, based on dynamometer tests, will be virtually complete. In support of this activity, a cross-country trip was made with four instrumented vehicles to establish the present day in-service demands for braking system performance. The results of this test indicated the significance of brake fade. Present standards for fade performance were found to be inadequate in terms of expected in-service histories. The development of a specification covering performance requirements for replacement brake linings will also be a major milestone. Current research is also directed towards improving brake hoses.

A research program was completed recently to survey the braking capabilities of a selected representative sample of passenger cars and light trucks. The braking tests were conducted such that performance capabilities could be established in terms of the test procedures in a proposed braking system safety standard. The results of the tests showed that vehicles exhibited widely varying performance among and within classes and that their performance was significantly below the accepted theoretical limit.

A research project was completed to establish the performance capabilities and requirements of buses, trucks, and tractor/trailers. This project was composed of analysis and vehicle testing. Both the analysis and the tests included the evaluation of advanced concepts such as static and dynamic proportioning and anti-lock systems. The results of the study showed that large vehicle braking performance varied more than that for light vehicles. Also, large vehicle performance was, on the average, considerably below that for light vehicles. These factors characterize a significant safety hazard because, in general, all vehicle types are subjected to similar traffic and physical environments. The performance demands of these environments and the integration of vehicle types within the environments dictate the desirability of uniform and optimum performance. It was found that certain advanced concepts provide for significantly improved performance under specific circumstances and demonstrated their desirability. The results of this study formed the partial basis for the recent airbrake performance standard. The results also pointed out the need for standardized nomenclature and improved tests of systems performance for large vehicles.

TIRE RESEARCH

Tire research studies have been directed towards several problems. First, the correlation of road and laboratory testing was studied by using recalled tires with known deficiencies. These tires were subjected to road testing equivalent to the portion of FMVSS 109 which required their recall. Road testing was conducted to failure but the failures did not correlate sufficiently with the FMVSS 109 results.

Second, tire repair methods and materials have been studied. It was found that available patch, plug, and string type of tire repair techniques were generally adequate when properly carried out by knowledgeable workmen using fresh materials. During the study, contacts were made with 1,732 facilities, of which 78 percent did repair work. Representative field repairs were made by selected facilities and 93 tires were tested by an air loss method. Of these field repairs, 47 perecent lost air. Ninety-nine tires were repaired by the contractor by recognized techniques and these tires were tested on a laboratory wheel in accordance with FMVSS 109. Thirty-seven percent of these repairs failed. Twenty tires were subjected to multiple repairs and the tires tested by running on the highway under high stress, high loading, and finally, low inflation. This road test resulted in no failures.

Third, in response to consumer reports of premature and safety related failure of tires containing polyester tire cord, a study was conducted to evaluate the cord material. Results of the study indicated that when tire loadings are not in excess of manufacturer's rating, and inflation pressures are maintained within a reasonable range, no safety related failures occurred. The study vividly pointed up the fact that the public must be educated to maintain proper tire inflation, particularly if vehicles are driven at speeds over 75 miles per hour. Also, vehicle loading should not exceed tire load ratings at specific inflation pressures.

Finally, work has continued on uniform tire quality grading parameters. At this time, it is felt that the parameters of high speed, impact resistance, and endurance are adequately known for use in a tire uniform quality grading system. The techniques for testing and grading the tire parameters of traction and treadwear have not been developed as rapidly as hoped. These two parameters will have to be the subject of additional research before a testing technique capable of repeatable results, and thus a complete uniform quality grading system, can be developed.

Operating Systems Research has provided the data for the following Federal Motor Vehicle Safety Standards:

1. FMVSS 116 for motor vehicle brake fluid.

2. FMVSS 106 for motor vehicle brake hoses.

3. FMVSS 121 for air brake system performance.

4. FMVSS 105 for hydraulic brake system performance.

STATUS OF ESV PROGRAM

Mr. McFALL. On page 40, what is the status of your experimental safety vehicle program? What is the total estimated cost of this program?

Mr. Toмs. $14 million. Of course, the status is that we are getting very close to the production of the vehicle that will be submitted to us. Then we will determine who the winner is and move toward the crash phases.

Mr. McFALL. These are the vehicles you were describing this morning?

Mr. Toмs. Right.

Mr. CONTE. What is your timetable for testing and evaluating the two competing prototype ESV models?

Mr. Toмs. A contract will be awarded to an independent testing firm by June 30, 1971. Test preparations will be made for delivery of one prototype from each of two development contractors on December 26, 1971. A second prototype will be delivered from each contractor on January 26, 1972. Testing will be initiated in early January 1972 and be completed by May 30, 1972. A follow-on contract will be awarded by June 30, 1972.

General Motors' two prototypes will be delivered in October 1972 and tested during the period November 1972-March 1973.

OBJECTIVES OF ALCOHOL RESEARCH

Mr.MCFALL. You are requesting $2.1 million for alcohol research. How much have you spent for alcohol research to date and what have been the major accomplishments of this research? Would you list for the record some of the major programs to be conducted during fiscal year 1972?

(The information referred to follows:)

In fiscal year 1970, NHTSA spent $1.5 million for alcohol research. In fiscal year 1969, NHTSA spent $600,000 for alcohol research. From the program supported with these monies, significant new information was developed on the background of problem drinkers who are convicted of drinking-driving offenses and/or are involved in fatal accidents. Specific manuals in support of the alcohol safety action programs were developed, including an ASAP project director's manual, an ASAP project evaluator's manual and a major integrated, three part system for handling problem drinkers by the courts. These funds have also initiated the development of new breath testing devices. This development program is expected to bear fruit during the coming year with the field testing of a light weight, small, portable breath testing device.

With the funds being requested for fiscal year 1972, we intend to intensify our efforts to develop improved breath testing devices. Specifically, an effort will be undertaken to develop a "sniffer" device which would detect alcohol at or about a foot in front of the face of the driver. With such a device the police would be able to get a preliminary indication that a driver had been drinking excessively, when without requiring the driver to go through all sorts of special drunk coordination tests. In addition, we intended to use these funds to push the development of devices to be placed on cars which prevent their operation by drinking drivers. Ten such devices are currently under study at the DOT Transportation Systems Center in Cambridge. Field tests are expected to be initiated by the end of the current calendar year. In addition to these hardware development items, programs will be funded to develop improved systems in support of the alcohol safety action programs. Among these is a detailed study of current police procedures for apprehending drinking drivers.

The best current techniques will be embodied in a manual and training program to be used by police agencies in ASAP projects. The test, developed during fiscal year 1971, for the detection of problem drinkers coming before the court will be extended by a field test during the coming year. Approximately 25 percent of these funds will be used to initiate an intensive research program in the area of drugs and driving. These funds will be used to develop new detection procedures for drugs in body fluids and to determine the role of drugs in vehicle crashes.

Mr. CONTE. How has the alcohol research and test group assisted the courts in evaluating alcohol-related traffic accident cases and what improvements have resulted from this assistance? Supply that for the record.

(The information follows:)

COURT ASSISTANCE

Our programs to assist the courts in the area of alcohol safety are to provide the courts with methods and procedures for identifying problem drinking drivers. This method will consist of: (1) appropriate paper and pencil tests, (2) medical indications of problem drinking, and (3) previous records, including traffic and criminal arrests as well as contacts with social agencies. These various factors will be explained in detail, their weightings given, and all tests will be presented in a manual which will be suitable for use by the courts.

In the event the defendant is found to be a problem drinking driver, the court can then refer him to appropriate treatment facilities. Our programs in this specific area are surveying treatment facilities which are available to the community and which are effective in treating the problem drinking driver. These facilities and their relative effectiveness will be described in a manual which the courts can use in their determination of what to do with these drivers.

Standard techniques such as fines, license revocation, etc. are effective in deterring the social drinker from reoffending but such methods do not appear to be effective for the problem drinker. Other methods, besides typical alcohol treatment programs are being developed to deal with the problem drinker. These consist of novel treatment programs directed specifically at the drinking and driving problem, as well as driver improvement programs using the cooperation of the family and friends of the problem drinker. Such programs can be implemented by the courts in their handling of the problem drinking driver. These manuals for use by the courts will be available this summer (1971) and will probably be tested in some of the ASAP communities.

Long-range programs are also underway to assist the courts. These programs are developing methods and procedures that will allow the courts to determine the likelihood of a defendant appearing again for another drunk driving charge, the likelihood that he will become involved in a crash and the likelihood that he will become involved in a fatal crash. Such procedures will allow the courts to greatly assist in reducing the number of alcohol related crashes through identification of problem drivers and their sending them to appropriate and effective treatment programs.

Mr. CONTE. What are the most effective methods that presently exist for sobering intoxicated subjects before they start driving?

Mr. Toмs. The disappearance of alcohol from the bloodstream is due to excretion and metabolic breakdown and precedes at a fairly constant rate of about 7 gms./hr. or a lowering of the blood alcohol concentration of 9.918 gms./100 ml. of blood. It has been maintained that many factors like fructose, exercise, etc. increase this breakdown, but none of these statements can be supported by good experimental data. There is some evidence that a cold shower or an emotional shock may change the state of intoxication without lowering the bloodalcohol concentration. The nature of this phenomenon is unexplained at this time. The NHTSA combined with the National Institute of Mental Health intends to hold a symposium on "Metabolism of Alcohol" (spring 1972) which will include an evaluation of new approaches to the sobering problem.

CONTRACTUAL AND PERSONNEL REQUIREMENTS FOR ACCIDENT INVESTIGATION AND ANALYSIS

Mr. McFALL. On page 42, why do you need a $4,250,000 contract program-$1,037,000 more than 1971-for accident investigation and analysis when you have an in-house staff of 60 positions for this same function?

Mr. Toмs. We do have these go teams that are out at our major universities. The investigate spectacular crashes and go into thorough intensive review of the accidents. This has been one of our primary sources of vehicular defects.

Mr. McFALL. These are part-time people who investigate accidents? Mr. Toмs. Yes, sir.

IMPLEMENTATION OF AN INFORMATION AND DATA SYSTEM

Mr. EDWARDS. We have just completed a major milestone in our planning process where we have developed an information and data system by which we are going, in a more systematic manner, to acquire information and data from the States and from special studies for integration into the analysis mode. This will in turn support our standards. This big increment here relates to the increase in the information systems area. That is the significant thing.

Mr. Toмs. One of the places I am afraid we are vulnerable, Mr. Chairman, is when we are asked what causes a crash. If we have to identify failure of the vehicle or whether the person has been on drugs or been under the influence of alcohol, we have to sort this out and be specific. This is an area where we are trying to get more information as to the role of the car and the driver.

ORGANIZATIONAL BREAKDOWN OF POSITIONS

Dr. HARTMAN. The 60 positions you mentioned are for the entire Office of Accident Investigation and Data Analysis. Only 11 are actually in accident investigations, 37 deal with our information systems. This is our National Driver Register, which is primarily a clerical position operation.

Mr. McFALL. You don't really have any in-house accident teams? Mr. Toмs. We don't have anybody in our office who actually goes out and investigates crashes, no.

We depend on university professors and people in the local community.

PURPOSE OF INFORMATION REGISTERS

Mr. McFALL. Also on page 42, aren't your safety information register and national driver register a duplication of information which the States already have?

Mr. Toмs. There is a need, Mr. Chairman, on a national basis for some central register where the States can inquire about a driver who is licensed in one State and quickly moves to another. Drivers do attempt to evade the States by this movement. So we are the central repository to prevent this sort of thing from occurring. We only keep those serious violations on record. But we do have on these problem drivers a check that the States can use to determine whether they are licensed and whether they are under suspicion.

Mr. McFALL. Have the State programs improved since the establishment of this register?

Mr. Toмs. Yes.

Mr. McFALL. Do they provide you with additional information for your registers?

Mr. Toмs. Yes. Not only are they keeping the information much better, but they are now a good bit more judicious in their use of this information. We feel that we have played a role in attempting to upgrade the quality of the records in licensing.

Mr. CONTE. How soon do you estimate a fully operational safety information and data exchange system can be set up?

Mr. Toмs. The complete implementation plan for the NHTSA information and data system projects the achievement of fully operational status of all of the designed components to near the end of fiscal year 1976.

That projection recognizes the current operational status of several activities which would be coordinated into the system-the National Driver Register, The National Accident Summary, and other special files such as ACIR (Automotive Crash and Injury Research) and the Vehicle Consumer Complaint File. Also recognized are our present commitments to the development of files which are also intended' to become elements of the system such as the automation of the multidiscipline accident investigation reports conducted by our teams. A number of additional requirements must be met for both the present and the planned developments to be interrelated in a system. These include both manual and computer processing capabilities and the development of additional files, especially those which will be generated by States. Our currently approved activities will initiate two developments, a fatality analysis file in support of the alcohol countermeasures program and the system directory which is a set of files describing the data which we maintain or may access.

Our information and data system has been designed for change so that current needs will always receive priority attention. It is anticipated that elements projected for later implementation, based on today's needs and knowledge, may be withdrawn from our plans as new needs emerge and occupy higher priorities. For these reasons,