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and mounting problems dictated by vehicle design.

"63.2.4 Wide angle mirror. When specifled, an auxiliary wide angle (convex) mirror may be incorporated in the same mount as the standard mirror to provide an additional close-in field of vision required under certain operating conditions. The auxiliary mirror shall be incorporated in such a manner as not to interfere with the visual field of the standard mirror.

"S3.3 Mirror Construction. The reflective medium shall be of a material which will resist abrasion and erosion incident to accepted cleaning practices. The surfaces of the material shall be so finished as to provide and maintain a distortion free reflected image. Front or second surface reflectance may be used. The reflectance value of the reflective film employed shall be not less than 50 percent. Inside mirrors may be of the selective position prismatic type, in which case the reflectance value in the night driving, high-glare position shall be not less than 4 percent.

"[Federal Standard No. 515/18] "WINDOW AND DOOR CONTROLS FOR AUTOMOTIVE

VEHICLES

"S1. Purpose and scope. This standard establishes the requirements for the location and construction of the controls for windows and doors.

"S2. Application. This standard applies to sedans, carryalls, station wagons, and light trucks up to 10,000 pounds G.V.W.

"S3. Requirements. Injury potential shall be minimized by constructing, locating or mounting of the controls in such a manner as to reduce the likelihood of injury to the head, torso and legs of lap belted occupants of rear and front seats. The occupant protection area shall be established through the use of type 1 seat belt assembly restrained manikins or other test devices based upon the equivalent to 'H' point to top-of-head dimensions of 33 inches and 29 inches. The occupant protection area shall be that included between the arcs formed by the topof-head point and torso when each device is swung forward and also 90 degrees to each side of the longitudinal axis through each normal seating position and the forward movement of the knees and legs of outside occupants.

"S3.1 The controls shall be located within reach of the seat belted occupant nearest the door. Controls located away from or shielded from the impact area or recessed within the panel or armrest in such a manner to reasonably minimize the likelihood of contact by lap belted occupants shall be considered to provide an acceptable degree of protection.

"S3.2 Door handle controls not meeting 83.1 shall be constructed so that they have a contact area of not less than 2 square inches substantially vertical, with minimum radil of 0.125 inch. Window control knobs not meeting S3.1 shall have a minimum contact area of not less than 1 square inch, with minimum edges radi! of 0.125 inch. All controls shall have a maximum extension from the panel of 1 inch.

"S3.3 Controls not meeting 83.1 or 83.2 shall be constructed of material which will deflect within 0.375 inch of the panel or detach by a force of 90 pounds leaving no residual protrusions beyond the panel surface on which mounted.

"[Federal Standard No. 515/19] "ASH TRAYS AND LIGHTERS FOR AUTOMOTIVE VEHICLES

"S1. Purpose and scope. This standard establishes the location and construction of ash trays and lighters when installed in automotive vehicles to afford a reasonable degree of protection for front and rear seated Occupants wearing type 1 seat belt assemblies.

"S3, Application. This standard applies to sedans, carryalls, and station wagons.

"S3. Requirements. Injury potential shall be minimized by locating, constructing, or mounting ash trays and lighters in such a manner as to minimize the likelihood of injury to an occupant's head, torso, or leg upon impact. The impact area for both front and rear seats shall be established through the use of type 1 seat belt assembly restrained manikins or other test devices having the equivalent to 'H' point to top-ofhead dimensions of 33 inches and 29 inches. The impact area shall be that included between the arcs formed by the top-of-head point and torso when each device is swung forward and also 90 degrees to each side of the longitudinal axis through each normal seating position and the forward movement of the knees and legs of outside occupants. This area to be determined with front seat in all normal positions.

"S3.1 Ash trays and lighters located away from or shielded from the impact area or recessed within the panel or armrest in such a manner to minimize the likelihood of contact of the head, torso or leg of lap belted occupants shall be considered to provide a reasonable degree of protection.

"S3.2 Ash trays not meeting 83.1 shall have a contact area of not less than 2.0 square inches with a minimum edge radius of 0.125 inch. Lighters not meeting S3.1 shall have a contact area of not less than 1.0 square inch with a minimum edge radius of 0.125 inch and maximum extension from the panel of not more than 1 inch.

"S3.3 Ash trays and lighters not meeting S3.1 or $3.2 may be constructed of material which will either deflect flush within not more than 0.375 inch of the panel or be pushed flush with the surface or detach from its mounting by the application of a force not to exceed 60 pounds.

"[Federal Standard No. 515/20] "ARMRESTS FOR AUTOMOTIVE VEHICLES "81. Purpose and scope. This standard establishes requirements for armrests when installed in automotive vehicles to afford a reasonable degree of protection for front and rear seated occupants wearing type 1 seat belt assemblies.

"82. Application. This standard applies to sedans, carryalls, station wagons, and light trucks up to 10,000 pounds G.V.W.

"S3. Requirements. Injury potential shall be minimized by constructing and mounting the arm rests in such a manner as to minimize or spread the area of contact of the body with any rigid elements of the arm rests. Occupant protection area for both lateral and longitudinal impact shall be determined by the use of a type 1 lap belt restrained three dimensional 95th percentile male manikin or other equivalent test device for both rear and front seats with the front seat in all normal positions.

"S3.1 The inside exposed surface of the arm rests shall be substantially vertical. In any normal position of the seat, the substantially vertical surface of the arm rest shall provide an area of broad contact with the pelvic region of not less than 2.0 inches vertically. The top and sides of the arm rests shall be covered with energy absorbing material, if not constructed of such materials. The arm rests shall not have any sharp, narrow, or protruding rigid edges in the contact area exposed or under the energy absorbing material. The top and sides of the mounting bracket shall not have any rigid edges of less than 0.750 inch radius.

"S32 Arm rests not meeting 83.1 shall be constructed of flexible material which will deflect toward the panel and provide a resultant contact area of the pelvic region of no less than that specified in the preceding.

"S33 Accessories or equipment attached to the arm rests shall meet the safety requirements applicable to such equipment or

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accessories and shall not nullify the injury reducing intent of any of the preceding.

"[Federal Standard No. 515/21] "PADDING FOR AUTOMOTIVE SEAT BACKS "S1. Purpose and scope. This standard establishes requirements for seat back frames to be so constructed as to absorb and dissipate energy imparted to top and back by the upper torso, limbs, and head of forward facing passengers restrained by type 1 seat belts seated in rear thereof in the event of collision.

"S2. Application. This standard applies to sedans, school buses, carryalls, station wagons, and to light trucks up to 10,000 pounds gross vehicle weight with provisions for forward facing passenger seating within the cab in rear of the front seat. The guardrail behind the driver's seat in school buses shall be considered as a seat back frame for the purpose of this standard.

"S3. Requirements.

"S3.1 The top and back of the front seats in sedans, the top of the back of forward facing seats, except the rear-most seat, in carryalls and station wagons, the top and backs of all forward facing seats in school buses, except the driver's seat and the rear-most seats, and the guardrail behind the driver's seat in school buses, shall be so constructed and padded with slow return impact absorbing material as to limit the force buildup on that portion of the human body coming in contact therewith, to a maximum of 80 gs in 60 milliseconds at an impact velocity rate of 22 feet per second, excluding the first 3 milliseconds of the time curve.

"S3.2 The specific areas to be padded shall be determined by the use of type 1 seat belt assembly restrained manikins or other test devices having 'H' point to top-of-head dimensions of 33 inches and 29 inches. These manikins shall be swung through a vertical arc simulating the lap-belted occupant in each seating position, with the front seat in the rear-most position. They shall also be swung through a 45 degree angle to each side of the longitudinal axis of the vehicle. The arc plane so described shall establish the seat top and back areas under consideration in this standard. The headrest shall be considered if applicable. Seat spacing in school buses shall be established at 28 inches for test purposes.

"[Federal Standard No. 515/22] "HEADRESTS FOR AUTOMOTIVE VEHICLES "S.1. Purpose and scope. This standard establishes the requirements for front seat headrests in passenger carrying vehicles to afford a reasonable degree of protection from neck injuries (whiplash) in the event of a rear-end collision.

"S2. Application. This standard applies to sedans and station wagons. (Outside seating positions of front seats.)

"S3. Standard characteristics. The Society of Automobile Engineers Inc., Manikins For Use in Defining Vehicle Seating Accommodadations, SAE J826, forms a basis in part for this Federal Standard.

[blocks in formation]

above the 'H' point of the three dimensional manikin (SAE J826).

"93.3.2 The headrest, including any supporting structure that can be contacted by the head of an occupant of the vehicle, shall be constructed of or covered with a material of impact-absorbing qualities on all outer surfaces.

"S3.3.3 Structural deflection of the headrest resulting from contact in rear-end collisions is allowable, except that rebound action shall be minimized. The headrest and its supporting structure shall have sufAcient strength to withstand a force no less than 200 pounds in either fore or aft direction without structural failure, although a limited amount of permanent distortion is permissible.

"[Federal Standard No. 515/23]

"SIDE MARKER DEVICES FOR AUTOMOTIVE
VEHICLES

"S1. Purpose and scope. This standard establishes requirements for side marker systems to assure notice and recognition of vehicles from laterial positions during darkness and inclement weather.

"S2. Application. This standard applies to sedans, carryalls, and station wagons.

"S3. Requirements. The side marker systems shall consist of either an independent electrical system or an electrical system, in combination with or utilizing head and/or tall lamps, or a reflective system, or a combination of both electrical and reflective systems. The side marker device housings or mounting plates shall be antitrust material, or sumciently plated or anish coated to be noncorrosive. As applicable, these requirements shall conform to the Uniform Vehicle Code, Chapter 12. The lateral included angles of visibility of the side markers shall be from the lateral angle toward the front of the vehicle when head lamps are no longer visible, to the lateral angle toward the rear of the vehicle when tail lamps become visible.

"S3.1 Electrical side marker devices. The electrical side marker system shall be securely mounted. The system lamps shall be a minimum of one at or near the front and one at or near the rear edges on each side of the vehicle. The mounting height shall be not less than 16 inches measured from the center of such lamp to the level ground upon which the vehicle stands without a load. The electrio side marker lamp colors shall be white to amber for the front and red for the rear and they shall be steady burning simultaneously with the head and tail lamps and parking lamps. The electric lamps shall be capable of being distinguished under normal atmospheric conditions and at the time lights are required to provide recognition at all distances between 500 and 50 feet from the lateral sides of the vehicle. Minimum photometric candlepower shall be in accordance with table 1, SAE Standard J592.

"S3.2 Reflective side marker devices. The reflective side marker devices shall be securely mounted two on each side, one at or near the front and one at or near the rear edge of the fenders or body of the vehicle, as applicable. The reflective devices shall be mounted at a minimum height of 16 inches measured from the center of the device to the level ground upon which the vehicle stands without load. Reflective devices shall be of such size and have such characteristics as to be readily visible at night time from all distances and at the lateral angles specified within 600 feet to 100 feet from the vehicle when illuminated by the beams of head lamps of the observer's vehicle. Minimum candlepower reflectance measurement shall be in accordance with class A, SAE Standard J504c.

"83.2.1 Reflective device colors. The color of the reflective devices shall be white to amber for the front and red for the rear of the vehicle.

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"833 Electrical and reflective side marker devices. The electrical and reflective type side marker device, when combined, shall conform to the preceding paragraphs.

"[Federal Standard No. 515/24]

"REAR WINDOW DEFOGGER FOR AUTOMOTIVE
VEHICLES

"81. Purpose and scope. This standard es-
tablishes requirements for rear window de-
fogging, designed to achieve the most prac-
tical vision through the rear window.

"S2. Application. This standard applies to sedans.

"S3. Requirements. The rear window defogger system shall be permanently installed, to provide for the removal of fog from inside the rear window caused by atmospheric conditions and passenger loading conditions, in the vehicle. The system shall be of a capacity to clear a minimum area of 75 percent of the operators viewed area of the rear window as reflected in the rear view mirror.

"S3.1 Testing. The defogger system shall remove fogging under any atmospheric condition and with full passenger loading within a 10-minute period.

"[Federal Standard No. 515/25]

"ROLL BARS FOR AUTOMOTIVE VEHICLES
"S1. Purpose and scope. This standard
establishes requirements and test procedures
for roll bars installed on specific automotive
vehicles to afford a reasonable degree of occu-
pant protection in a rollover.

"S2. Application. This standard applies to
light trucks up to 10,000 pounds G.V.W. of
the utility type with open bodies, and those
with enclosures made of canvas, metal, fiber
glass, or plastic.

"S3. Requirements. The roll bar shall be
designed for each manufacturer's product to
establish the width, height, clearances, and
proper strengths of the structural members
required. The roll bar shall be constructed
to guard the operator and passenger com-
partment, or compartments, within a rigidly
attached structural bar unit assembly. The
strength and size shall be as required for each
vehicle type and weight with the specified
number of occupants for which the vehicle
is designed to be used and for their maximum
protection without critical deformation or
critical encroachment on the operator or pas-
To the extent prac-
senger compartments.
tical, the roll bar structure shall be located to
preclude contact by the heads of belted occu-
pants. If this is not possible, the roll bars
shall be covered with energy absorbing cush-
ioning material. The roll bar structure de-
signs shall not impair the vehicle operator's
vision or body movements while operating
the vehicle. Unless otherwise specified, ve-
hicle manufacturers may eliminate a fold
down windshield on the utility truck and in-
corporate a new designed fixed windshield
strengthened to become part of a roll bar
structure.

"S3.1 Testing. The testing requirements
for the area of critical encroachment shall be
measured from the 'H' point of a manikin
with 'H' point to top-of-head dimension of
33 inches. Performance requires a manikin,
seat belt restrained, for each passenger and
operator position in the vehicle and with the
vehicle tested to the SAE Recommended
Practice of SAE J857. For the hill rollover
test, specific speed of 50 miles per hour shall
be used.

"Federal Standard No. 515/26]
"FUEL TANKS AND TANK FILLER PIPES FOR
AUTOMOTIVE VEHICLES

"S1. Purpose and scope. This standard es-
tablishes requirements for the integrity and
security of fuel tanks and tank filler pipes
for automotive vehicles.

"S2. Application. This standard applies to sedans, buses, station wagons, carryalls, and light trucks up to 10.000 pounds G.V.W. Excluded are utility vehicles of the threewheel type.

The SAE
"83. Standard characteristics.
Recommended Practice for Barrier Collision
Tests, SAE J850 forms the basis for section
83.1 of this standard as modified in 83.1.1.

"63.1 Fuel tanks and tank filler pipes shall
be constructed so that they will not rupture,
be totally displaced from installed positions,
or discharge fuel from the filler pipe, under
any condition of tank capacity loading, when
subjected to longitudinal and/or lateral ac-
celeration/deceleration forces developed at
their installed position, during the SAE
J850 barrier collision test at 30 miles per hour.
"83.1.1 Other testing methods, such as
high capacity acceleration facilities, giving
equivalent results, may be utilized in lieu of
the SAE J850 barrier collision test."
(FR. Doc. 66-2473; Filed, Mar. 7, 1966;
9:36 a.m.]

Mr. MAGNUSON. I am sure that
everyone here, if they do not already
know, would be very interested to know
what can be done to make a motor ve-
hicle more safe. I presume that the Sec-
retary will rely upon the experience of
the Government in setting the interim
standards.

On the permanent standards, which will apply to every automobile, we have provided, I believe, a very sensible, fair, and adequate procedure among the manufacturers, the Governors of the States, the highway patrol, people involved in safety, and even appropriate legislative committees in the States that have difficulty in connection with safety standards in their States. There is ample provision for conferences, cooperation, testing, and meetings with the Secretary before he arrives at a decision on a permanent standard over and above these 26 items that would be mandatory once the Secretary issues the standard. would ordinarily take effect within 6 months to a year after the effective date of the decision.

It

I believe that all witnesses were unanimous in their agreement that the standard-setting procedures were adequate and fair to everyone concerned.

The committee had to discuss at some length the problem of access to information by the public, manufacturers, subcontractors, and others, to inform them as to what is discovered as we proceed.

A certification procedure is established so that the distributor, dealer, and consumer would know without any doubt that the particular vehicle complied with the standards.

Then, there was the question of notification of defects, which is discussed at some length in the committee report. We also establish research, development, testing, and evaluation facilities to augment the many facilities of the manufacturers and even the States themselves.

We looked into the matter of penalties. A revised bill, as the Senator from Washington [Mr. MAGNUSON] and others wrote it, contained the civil penalty which we think is quite strong. It also contained a criminal penalty. But the criminal penalty was directed only to those who would willfully and knowingly violate the standards set or the rules and regulations of the Secretary.

Right now, I cannot conceive, and believe it would be a rare instance, that someone would willfully and knowingly,

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after the standards have been set, try to put a car on the highways, or sell it, so that someone might be killed or injured. But we thought we needed this section. The committee discussed it at great length.

There is also a provision which provides for an injunction procedure, so that the Attorney General can go into court to obtain an injunction against a manufacturer for failure to comply with the standards. Of course, if that injunction were violated, the court could hold the persons or the corporation in contempt and could establish a criminal penalty, a civil penalty, or both. But there were three penalties in the bill. There was much argument in the committee and I guess there will be on the floor, because I understand that an amendment will be offered to restore the criminal penalty section. It is true that we have had few Federal laws which imposed both a civil penalty and a criminal penalty as well.

The question was raised: Why was it put in the bill? Because we are dealing with human lives. We are dealing with the possibility that someone might willfully, knowingly, and deliberately violate the act and should therefore, be subject to criminal penalty. In the past, numerous laws have been passed by Congress which have dealt with safety and standard settings. Most of these laws have provided a criminal penalty for knowing and willful violations. Many of these laws came out of the Committee on Commerce. I am the author of some of them. We provided a criminal penalty in the safety field just 2 or 3 years ago when we passed the bill on the Hazardous Substances Labeling Act, the Truth in Fabric Act, the Drug Amendments of 1962, steam boilers on vessels, interference with navigation, and the brake fluid and seatbelt acts. Thus, there is precedent for criminal penalties. But the committee, after long deliberation on this matter, voted to retain the civil penalty, and take out the criminal penalty for willful and knowing violations, leaving in the injunction, which in itself can result in a criminal penalty. I do not believe that any of us are reluctant about expressing our views on it. I hope the criminal penalty will be put back in. I shall vote to restore it. Other members of the committee will doubtless have good reasons to vote not to do so when the amendment is presented.

The effect on State laws is quite important and is what makes a bill of this kind so difficult. Primarily, in the field of highway traffic safety, the States have important authority and should continue to exercise such authority. They determine the age of drivers, issuing drivers' licenses, inspections, speed laws, those regulations designed to reduce to a minimum the number of bad drivers on the highways.

I guess we will never get rid of bad drivers on the highways, but what we are trying to do here is to insure that, even if a bad or a drunken driver runs into someone who is a good driver, the vehicles themselves will afford some protection for both drivers, and reduce the deaths and the terrible injuries which are inflicted on Americans every day

even at the very moment than I am speaking.

The States have great responsibility in the field of highway traffic itself. There is no intention by the committee or by anyone associated with the bill, to say to the States that they should not continue to do more in this area.

Some States have more stringent laws than others, but concerning the car itself, we must have uniformity. That is why the bill suggests to States that if we set a minimum standard, a car complying with such standard should be admitted to all States. Otherwise, the manufacturers would have to make at least 30 different models to comply. The centralized, mass production and high volume character of the manufacturing industry requires that the safety standards be not only strong and adequately enforced but, as I say, also uniform. I would suspect that the States, if these provisions are going to be what I think they are going to be, would be thoroughly satisfied with the uniform, mandatory safety standards that would be on the

car.

The States would be permitted to set more stringent requirements in matters of their own procurement. In this case, they might set an example such as we set in GSA. Compliance with Federal standards would not necessarily shield any person from broad liability at the common law. The common law on product liability still remains as it was.

What do we do about used cars?

We thought for a while that we might require a used car dealer, or the seller of a used car, to put a stamp on the windshield of the car for the buyer to look at, which would state that the car had complied with State safety regulations at its last inspection, but we found that here we were getting into the complex field of States rights.

We decided that the Secretary should immediately proceed to discuss with the States this matter of used cars, and when they are sold, to see if they cannot come up with some uniform laws, so that the buyer of a used car will at least know that the car, even though it may be older and not so inherently safe as a new one, did comply at least with the stringent laws of the State itself.

I know that some cars are sold that should not be allowed on the highways, but the States must devise means, with the cooperation of the Federal Government, to see to it that once they are on the highway, they do comply.

Then the question of trucks arisesagricultural exempt trucks, common carrier trucks, private carrier trucks, which are now under the ICC. We left the authority for safety standards-which are good in the common carrier field-with the ICC, actually considering the size. weight, and the necessity of the speeds they must make to handle the great transportation system of this country. I guess that, pound for pound, as much as technology can devise, the common carrier is as safe as it can be made.

I know there is no one within the sound of my voice who would not agree with me that probably some of the best drivers on the highways are truckdrivers.

14230

They are the most courteous and helpful. They have vehicles which in themselves are great, big, juggernauts which are capable of creating great destruction and hazards; but, technologically, they are as safe as they can be made by the ICC under its standards.

Let me read from the report:

The act thus covers not only passenger carn but buses, trucks, and motorcycles.

The bill excludes, however, those buses and trucks which are subject to safety regulation by the Interstate Commerce Commission (sec. 101 (c)), although it is anticipated that should the proposed new Department be created

And the proposal provides thatsafety regulation of all trucks and buses will be transferred to the Secretary of Transportation.

Such regulations would be covered by that Department.

When we come to agriculture-exempt trucks, and private carriers, over which the ICC still has jurisdiction as to minimum standards, there has been some question about the Department's having enough inspectors to do the job which we should like it to do. I doubt if it could be done wholly. But the example will be set by this bill so that manufacturers of trucks will themselves establish minimum standards. They are already doing it. Many trucks are custom built. They are built for a purpose. There would be variations in construction.

The rest of the bill pretty much deals with the effect of the promulgation by the Secretary of standards.

I hope there will be some discussion on the floor as to the application of the antitrust laws to the manufacturers themselves in getting together within proper limits to exchange views and ideas on safety standards, so we can get the best available technological advice and expertise. That question will be discussed on the floor.

All in all, I think the bill is not only long overdue, but that it is a stringent

bill. I think conditions call for a stringent measure.

Many newspaper men have asked me in the past week: "Is it true that this bill is a tougher bill than the administration bill?" I said I did not like to interpret the word "tough." The reason the word got into newspaper stories is that the original bill proposed to make these We have regulations discretionary. made it mandatory in the bill and subject to a time limit. So I suppose it can be said that it is a tougher bill.

Mr. RIBICOFF. Mr. President, will the Senator yield?

Mr. MAGNUSON. I yield.

Mr. RIBICOFF. I say it is a tougher bill and it is a better bill than the administration bill. I cannot be too lavish in my praise of the distinguished Senator from Washington and the Commerce Committee.

It seems to me that the services performed by the Senator from Washington and the committee deserve great credit. I am personally very pleased with the bill. The Senator from Washington and the committee deserve the gratitude of the whole Nation.

In addition, the Senator and the committee are taking world leadership in this field. The legislation will cover foreign cars as well as domestic cars by making it absolutely essential that before any foreign cars can be imported into the United States they must comply with these standards.

The automobile manufacturers in the United States generally manufacture automobiles which are safer than foreignmade cars. There are a few exceptions, but I do not think the people in the rest of the world are going to sit by and see their own manufacturers build cars of higher safety standards for the U.S. market than apply to their own cars.

What the chairman of the committee has done is bring about a public realization of the importance of highway safety.

While the emphasis in the past 6 months has been on the automobile, I think we would be making a great mistake if we forgot the so-called highway safety triangle, which includes the driver and the road, in addition to the car. What has been proposed in title I is revolutionary. But the white heat of publicity has placed the emphasis on the automobile. I think there should be as great an emphasis placed on the other facets of this critical problem, because we shall never take care of this serious problem unless we attack every phase of it.

I think the bill which the Senator has
reported is a great bill. I have said pub-
licly, and I say it now on the floor, the

Senator and his committee have done a
masterful job.

There is no doubt in my mind that this
bill will save many lives, prevent untold
suffering, and reduce the enormous eco-
nomic loss incurred through traffic acci-
dents. It will benefit both the motorist
and the pedestrian-the driver who
earns his living at the wheel and the
average citizen.

It will add significantly to our understanding of the dynamics of highway safety, the causes of traffic accidents, and ways to reduce the terrible consequences of those accidents.

It will, in a relatively short span of time, give the motoring public safer motor vehicles cars that are more roadworthy and more crashworthy.

It will protect the motoring public from the hazards of defective motor vehicles by prescribing procedures for the prompt notification of the public when any safety-related defects are discovered.

It will, for the first time, give statutory recognition to the fact that the motor vehicle constitutes an important social problem in the United States-a social problem that warrants Federal action.

The legislation now before us will provide the authority to establish a comprehensive, meaningful, and effective Federal role in traffic safety. The Senate Commerce Committee has done a superb job in drafting a bill that is stronger than the legislation originally recommended by the administration and which contains none of the weakening amendments proposed in recent weeks.

This is a tough bill, but it is also balIt directs the anced and reasonable.

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