In addition, the report shall contain recommendations on additional legislation to promote cooperation among the States and to strengthen the national traffic safety program (sec. 123(b)). TRAFFIC ACCIDENT AND INJURY RESEARCH AND TEST FACILITY The Federal Government does not presently have an adequate research capability to meet the responsibilities which it would assume under this act. Its capability is inadequate both with respect to research facilities capable of single types of tests or test on single components, as in the National Bureau of Standards, or Department of Defense test tracks for military purposes, there is no test track where Federal scientists and engineers can make even the most elementary operational tests on vehicles, let alone conduct full-scale research on motor vehicles and the highway from a safety point of view. The Bureau of Public Roads has been forced to resort to testing on sections of highways and airport landing strips before these were open for public use. In testing automobile odometers recently, the National Bureau of Standards had to use the public highways. There is no Federal facility or laboratory equipped and capable of testing the interaction of the vehicle interior and interior equipment with the occupants or a vehicle in the investigation of the "second collision," the impact of the occupant with the vehicle. Test facilities in industry are considerable, but are used primarily in connection with product development in which vehicle and passenger safety is only one of the elements considered. Results are proprietary and, for competitive reasons, are not generally available. Furthermore, manufacturers' facilities hardly seem the appropriate place for the Government to conduct its research and testing on vehicle safety performance standards as well as other aspects of highway safety. Laboratory facilities are needed where the Government itself can conduct systematic scientific research and evaluation of all safety performance characteristics of motor vehicles and motor vehicle components. The facilities must be suitably equipped and staffed to evaluate standards already in effect, as well as proposed deletions, changes, or additions of wholly new standards. Facilities are required to carry out these responsibilities. In addition to research, development, and testing related to motor vehicle performance standards, these laboratory facilities are needed for studying improved geometric design of highways for increased safety, improved paving materials that reduce dangerous skidding especially in winter driving, better traffic control devices that reduce the chance of accident-producing driver errors, improved highway lighting for increasing night visibility, and finally the wide range of problems associated with driver performance and skills. Clearly, proper performance standards for vehicles and design criteria for the highway network can only be realized by taking into account the physical and psychological capabilities of drivers. In short, some type of Federal facility is needed where the Government can conduct systematic controlled research, development, and test activities related to all aspects of traffic safety. Title II would authorize a study of the needed facility or facilities and the planning, designing, and construction of such facilities. It would authorize appropriations of $3 million from the highway trust fund for planning and feasibility studies, and so much as is needed for construction subject to later congressional approval of appropriations requested. THE NATIONAL DRIVER REGISTER SERVICE The proposed section 404 of title 23, United States Code, would codify and amend the National Driver Register legislation. The National Driver Register Service is now maintained in the Department of Commerce as a voluntary driver records exchange program participated in by all States, the District of Columbia, and four territories. The service permits the States to report to the Secretary on drivers who have had their driving privileges suspended or revoked because of a conviction involving a fatal accident or drunken driving, and to have access to such information centrally filed by all of the States. This service permits the States to prevent drivers who have lost their licenses in one State from nullifying the effectiveness of a State's laws by securing a license in another State without revealing their driving records. Since 1961, this State-Federal voluntary driver records exchange program has developed to the point where today, on the average, over 44,000 inquiries are sent to the Register by the States each day. The Register mails positive replies to these inquiries within 24 hours of receipt of the inquiries. Over 19 million searches have been made of the Register's computer file since 1961. This has resulted in over 111,000 reports of potential problem drivers being sent back to the States. While the Driver Register Service is now a valuable aid to the States in their efforts to supervise effectively the licensing of drivers, its effectiveness is limited since it covers only summary reports of license suspensions or revocations where there is drunken driving or fatal accident involvement. The proposed legislation would remove this limitation on the effectiveness of the Driver Register Service by authorizing the filing of reports on license denials as well as withdrawals of licenses, for whatever cause, except for withdrawals of less than 6 months based on accumulation of minor violations. Section 404 also would make it clear that Federal agencies can participate in the Driver Register Service as part of their employee driver safety programs. The amendment of the existing Driver Register Service legislation as proposed in section 404 should double the productivity of the driver. register program within a short period with negligible, if any, increased costs. COST The authorization for programs to be carried out under title I (sec. 124) provides for $11 million for fiscal year 1967, $17 million for fiscal year 1968 and $23 million for fiscal year 1969. For the traffic accident and injury research and test facility authorized by title II, the committee bill would authorize $2 million for planning, including necessary feasibility studies. Before any appropriation can be made for construction of the facility in excess of $100,000, the Secretary must submit a prospectus of the proposed 8. Rept. 1301 0, 89-2—3 project to Congress and obtain approving resolutions from the Committee on Commerce of the Senate and the Committee on Interstate and Foreign Commerce of the House of Representatives. As the administration of the Traffic Safety Act of 1966, as reported, will require executive talent of a very high caliber, the committee estimates that an allotment of approximately 45 positions in grades GS-16, 17, and 18 of the general schedule of the Classification Act of 1949, as amended, should be reserved to aid in implementing this legislation. The shortage of available professional skills and manpower in combination with the high priority for immediate action concerning traffic safety requires certainty as to the availability of needed management, administrative, scientific, and research positions needed to staff these programs. AGENCY COMMENTS The following comments were received from interested agencies: Hon. WARREN G. MAGNUSON, DEAR MR. CHAIRMAN: Thank you for your letters of March 3 and 18, 1966, requesting the comments of this Department on S. 3005, a bill to provide for a coordinated national safety program and establishment of safety standards for motor vehicles in interstate commerce to reduce traffic accidents and the deaths, injuries, and property damage which occur in such accidents, and on amendments to that bill intended to be proposed by Senator Javits. The bill and amendments have been examined from the standpoint of the foreign policy of the United States. The bill appears to give adequate recognition to our foreign commercial policy by providing that imported motor vehicles and motor vehicle equipment would be subject to substantially the same treatment as domestic vehicles and equipment. The amendments appear to have no foreign policy implications. It is noted that section 102(b) of the bill provides that motor vehicle safety standards would become effective no sooner than 180 days and no later than 2 years after their issuance. In view of the somewhat longer time which may be required for foreign manufacturers to evaluate new safety standards, take such action as they consider appropriate with respect thereto, and ship vehicles to the U.S. market, it would appear likely that the full period of 2 years would be justified in the case of standards involving any substantial structural changes applicable to production by such manufacturers for the U.S. market. This Department has no objection from the standpoint of foreign policy to the enactment of this proposed legislation. As to its merits from the standpoint of domestic policy we would defer to other agencies. The Bureau of the Budget advises that from the standpoint of the administration's program there is no objection to the submission of this report. Sincerely yours, DOUGLAS MACARTHUR II, Assistant Secretary for Congressional Relations. THE GENERAL COUNSEL OF THE TREASURY, Hon. WARREN G. MAGNUSON, DEAR MR. CHAIRMAN: Reference is made to your request for the views of this Department on S. 3005, to provide for a coordinated national safety program and establishment of safety standards for motor vehicles in interstate commerce to reduce traffic accidents and the deaths, injuries, and property damage which occur in such accidents. The proposed legislation would authorize the Secretary of Transportation to establish and enforce motor vehicle safety standards and to assist States in establishing highway safety programs. Section 107 of the bill would, among other things, prohibit the importation of motor vehicles not conforming to standards but would authorize the Secretary of Transportation and the Secretary of the Treasury to permit the temporary importation of certaii. nonconforming vehicles. The proposed legislation incorporates the provisions of the Traffic Safety Act of 1966, which was introduced in response to the recommendation of the President in his message of March 2, 1966, on the proposed Department of Transportation. The Department recommends the enactment of S. 3005. The Department has been advised by the Bureau of the Budget that there is no objection to the submission of this report to your committee and that enactment of S. 3005 would be in accord with the program of the President. Sincerely yours, FRED B. SMITH, Acting General Counsel. DEPARTMENT OF HEALTH, EDUCATION, AND Welfare, Washington, D.C., March 17, 1966. Hon. WARREN G. MAGNUSON, DEAR MR. CHAIRMAN: This letter is in response to your request of March 3, 1966, for a report on S. 3005, a bill to provide for a coordinated national safety program and establishment of safety standards for motor vehicles in interstate commerce to reduce traffic accidents and the deaths, injuries, and property damage which occur in such accidents. The bill would provide authority for the Secretary of Transportation to establish motor vehicle safety standards for motor vehicles and equipment in interstate commerce; to undertake and support necessary safety research and development; and to encourage and provide financial assistance in developing State traffic safety programs under effective standards for drivers, motor vehicles, postaccident care and the traffic environment, including highways. It would authorize and direct the Secretary of Transportation to assist and cooperate with other Federal departments and agencies, State and local governments, private industry, and other interested parties, to increase highway safety. The bill would direct the Secretary to review existing public and private motor vehicle safety standards. If at any time after 2 years from the date of enactment he determines that there is need for a new or revised motor vehicle safety standard, in the light of certain specified considerations, he would be authorized to establish and issue by order appropriate Federal motor vehicle safety standards for motor vehicles or motor vehicle equipment. To accomplish these purposes, the Secretary would be authorized to undertake appropriate research in cooperation with other Federal departments and agencies. Authority would also be granted for the Secretary, acting independently, or in cooperation with other Federal departments or agencies to plan, design, construct, maintain, and operate a facility or facilities in which research development and testing would be conducted. By amendment of section 307 of title 23, United States Code, the Secretary would be authorized and directed to assist and cooperate with other Federal departments and agencies, State and local governments, private industry, and other interested parties, to increase highway safety. Each of the States would be assisted to establish a highway safety program including, but not limited to, provisions for an effective accident record system, measures to improve driver performance, vehicle safety, highway design and maintenance, traffic control, and surveillance of traffic for detection and correction of high or potentially high accident locations. He would also be authorized to expand the highway safety research and development activities under section 307 (a) of title 23, United States Code, to cover all aspects of highway safety, including, but not limited to, highway systems research and development relating to vehicle, highway and driver characteristics, accident investigations, emergency medical care, and transportation of the injured. Appropriated funds could be used in cooperation with other Federal departments or agencies for grants to State or local agencies, institutions, and individuals for training or education of highway safety personnel, research fellowships in highway safety, development of improved accident investigation procedures, community emergency medical services plans, demonstration projects and related activities. The use of highway trust funds would be authorized for all of the foregoing purposes. This bill would provide a needed total and coordinated Federal effort and program in highway safety. This Department has long recognized a need for increased, coordinated governmental efforts to deal more effectively with the problem of preventing the annual toll of motor vehicle deaths and motor vehicle injuries in the United States. The responsibility for action in preventing motor vehicle deaths and injuries must be shared by several departments of Government and many voluntary and private agencies. This Department has a background of operating experience and professional competency to contribute to this coordinated effort. We have developed and are carrying out a realistic and comprehensive plan for overall injury reduction. This plan recognizes that the complex problems associated with motor vehicle deaths and injuries are such as to require the best effort of many public and private agencies and a variety of professional skills. In furtherance of the objectives of this bill, we would anticipate continuing and expanding our efforts relating to the medical aspects of driver licensing, accident investigation, medical care of the injured, and driver and traffic safety education. We are pleased to note that section 307 would provide for maintaining confidentiality of individual special investigation reports, and that section 308 provides for main |