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his area ees and nd the south each
and mounting problems dictated by vehicle "
p lication. This standard applia design.
to wdans, carryals, and station wagons. "S3.2.4 wide angle mirror. When spoci
"S3. Requirements. Injury potential shall Dod, an auxiliary wide angle (convex) mirror bo minimized by locating. constructing. or may be incorporated in the same mount as mounting ash trays and lighters in such & the standard mirror to provide an additional manner as to minimize the likelihood of clase-in geld of vision required under certain injury to an occupant's head, torso, or leg operating conditions. Tbo auxiliary mirror
upon impact. Tho impact area for both front xhall be incorporated in such manner as and rear seats shall be established through not to interfere with the visual Beld of the
the use of type 1 seat belt Assembly restandard mirror.
strained manikins or other test devices hav"83.8 Mirror construction. The redectivo ing the equivalent to 'H' point to top-ofmedium shall be of material which will
bead dimensions of 33 inches and 29 inches. resist abrasion and erosion incident to ac
Tbo impact area shall be that included becepted cleaning practices. The surfaces of tween the Arcs formed by the top-ot-head the material shall be so finished as to pro
point and torso when each devico 18 swung vide and maintain a distortion free redected forward and also 90 degrees to each side of image. Front or second surface reflectance
tho longitudinal axis through each normal may be used. The redectance value of the seating position and the forward movement refectivo Alm employed shall be not less
of the knees and legs of outside occupants. than 60 percent. Inside mirrors may be of
This area to be determined with front seat the selective position prismatic type, in which
in all normal positions. case the redectance value in the night drive
"S3.1 Ash trays and lighters located away ing, bigh-glare position shall be not less
from or shielded from the impact area or tban 4 percent.
recessed within the panel or armrest in such
& manner to minimize the likelihood of con"[Federal Standard No. 616/18)
tact of the head, torso or leg of lap belted "WINDOW AND DOOR CONTROLS VOR AUTOMOTTYZ occupants shall be considered to provide . VEHICLES
reasonable degree of protection. "Si. Purpose and scope. This standard
"S3.2 Ash trays not meeting 99.1 shall have establishes the requirements for the location
& contact area of not less than 2.0 square and construction of the controls for windows
Inches with a minimum edge radius of 0.126 and doors.
inch. Lighters not meeting S3.1 shall have "S2. Application. This standard applies to
& contact area of not less than 1.0 square sedans, carryalls, station wagons, and light
inch with a minimum edge radius of 0.126 trucks up to 10,000 pounds G.V.W.
inch and maximum extension from the panel "S3. Requirements. Injury potential shall
of not more than 1 inch. be minimized by constructing. locating or
"S3.3 Ashtrays and lightens not meeting mounting of the controls in such a manner
S3.1 or $3.2 may be constructed of material as to reduce the likelihood of injury to the
which will elther defect Ausb within not bead, torso and legs of lap belted occupants
more than 0.375 inch of the panel or be of rear and front seats. The occupant pro
pushed dush with the surface or detach from toction area shall be established through the
its mounting by the application of a force use of type 1 seat belt assembly restrained
not to exceed 60 pounds. manikins or other test devices based upon
"(Federal Standard No. 515/20] the equivalent to 'B' point to top-of-head
"ARMRESTS FOR AUTOMOTIVE VEHICLES dimensions of 33 inches and 29 inches. The
"91. Purpose and scope. This standard es. occupant protection area shall be that in
tablishes requirements for armrests when cluded between tbe arce formed by the top
Installed in automotive vehicles to afford a of-head point and torso when each device
reasonable degree of protection for front and 18 swung forward and also 90 degrees to each
rear seated occupants wearing type 1 seat side of the longitudinal arts through each
balt assemblia. normal seating position and the forward
"S2. Application. The standard applies to movement of the knees and legs of outsido
sedans, carryalls, station wagons, and light occupants,
trucks up to 10,000 pounds G.V.W. "83.1 The controls shall be located within "S3. Requirements. Injury potential shall reach of the seat belted occupant nearest bo minimized by constructing and mounting the door. Controls located away from or the arm rests in such a manner as to minishielded from the impact area or receased miza or spread the area of contact of the within the panel or armrest in such a man body with any rigid elements of the arm per to reasonably minimize the likelihood of
rests. Occupant protection area for both contact by lap belted occupants shall be con lateral and longitudinal Impact shall be sidered to provide an acceptable degree of determined by the use of a type 1 lap belt protection.
restrained three dimensional 95tb percentilo "S3.2 Door handle controls not meeting male manikin or other equivalent test device 83.1 shall be constructed so that they have for both rear and front seats with the front & contact area of not less than 3 square seat in all normal positions. inches substantially vertical, with minimum "S3.1 The inside exposed surface of the radil of 0.125 inch Window control knobs arm rests shall be substantially vertical. In not meeting 83.1 shall have a minimum con Any normal position of the seat, the substantact area of not less than 1 square inch, tially vertical surface of the arm rest shall with minimum edges radll of 0.125 inch. All provide an area of broad contact with the controls shall have a maximum extension pelvic region of not less than 2.0 inches vertifrom the panel of 1 inch.
cally. Tho top and sides of the arm rests "S3.3 Controls not meeting 69.1 or 83.2 shall be covered with energy absorbing mate. shall be constructed of material which will rial, if not constructed of such materials. denect within 0.375 inch of the panel or de The arm rests shall not have any sharp, partach by a force of 90 pounds leaving no rest row, or protruding rigid edges in the contact dual protrusions beyond the panel surface area exposed or under the energy absorbing on which mounted.
material. The top and sides of the mounting
bracket shall not have any rigid edges of lego "(Federal Btandard No. 618/19)
than 0.760 inch radius. "ASH TZATS AND LIGHTERS TOR AUTOMOTIVE
"832 Arm resta not meeting S3.1 sball be VEHICLES
constructed of dexible material which will "81. Purpose and scope. This standard es defect toward the panel and provide a tablishes the location and construction of resultant contact area of the pelvic region of ash trays and ughters when installed in no less than that specided in the preceding. automotive vehicles to allord a reasonable "933 Accessories or equipment attached degree of protection for front and rear seated to the arm resta sball meet the safety rooccupants wearing type 1 seat belt som quirements applicable to such equipment or
accessories and shall not nullify the injury above the 'H' point of the three dimensional reducing intent of any of the preceding. manikin (SAE J826). "(Federal Standard No. 618/21)
"93.3.2 The headrest, including any sup
porting structure that can be contacted by "PADDING TOR AUTOMOTIVE SLAT BACKS
the head of an occupant of the vehicle, shall "S1. Purpose and scope. This standard be constructed of or covered with a material establishes requirements for seat back frame of impact-absorbing qualities on all outer to be so constructed as to absorb and dissi- surfaces. pato energy imparted to top and back by the "S3.3.3 Structural deflection of the head. upper torso, limbs, and head of forward fac- rest resulting from contact in rear-end coling passengers restrained by type 1 seat belts llsions is allowable, except that rebound acseated in rear thereof in the event of colli- tion shall be minimized. The headrest and Sion.
its supporting structure shall have suf"S2. Application. This standard applies Scient strength to withstand & force DO to sedans, school buses, carryalls, station less than 200 pounds in elther fore or art wagons, and to light trucks up to 10.000 direction without structural fallure, although pounds gross vehicle weight with provisions a limited amount of permanent distortion is for forward facing passenger seating within permissible. the cab in rear of the front seat. The guard
"(Federal Standard No. 515/23) rall behind the driver's seat in school buses shall be considered as a seat back frame for
"SIDE MARKT DEVICES POR AUTOMOTIVE tho purpose of this standard.
VEHICLES "S3. Requirements.
"Si. Purpose and scope. This standard es"S3.1 The top and back of the front seats
tablishes requirements for side marker sysin sedans, the top of the back of forward fac
tems to assure notice and recognition of
vehicles from lateral positions during dark. ing seats, except the rear-most seat, in carryalls and station wagons, the top and backs of
ness and inclement weather. all forward facing seats in school buses, ex
"S2. Application. This standard applies cept the driver's seat and the rear-most seats,
to sedans, carryalls, and station wagons. and the guardrall behind the driver's seat in
"S3. Requirements. The side marker sys. school buses, shall be so constructed and
tems shall consist of either en independent padded with slow return impact absorbing
electrical system or an electrical system, in material as to limit the force buildup on that
combination with or utilzing head and/or portion of the human body coming in con
tall lamps, or a reflective system, or & combitact therewith, to a maximum of 80 gs in 60
nation of both electrical and redective sysmilliseconds at an impact velocity rate of a
tems. The side marker device bousing or Teet per second, excluding the arst 3 milli
mounting plates shall be antitrust material, seconds of the time curvo.
or sumciently plated or Anish coated to bo "932 The specifc areas to be padded sball
noncorrosive. As applicable, these require
ments shall conform to the Uniform Vehicle be determined by the use of type 1 seat belt
Code. Chapter 12. The lateral included assembly restrained manikids or othar test
angles of visibility of the side markers shall devices having '' point to top-of-head di
be from the lateral angle toward the front of mensions of 33 inches and 29 inches. These
tho vehicle when head lamps are no longer manikins shall be swung through a vertical
visible, to the lateral angle toward the rear of arc simulating the lap-belted occupant in
the vehicle when tall lamps become visible. each seating position, with the front seat in the rear-most position. They shall also be
"S3.1 Electrical side marker devices. The swung through a 45 degrco angle to oach
electrical side marker system shall be securely side of the longitudinal axis of tho vehicle.
mounted. The system lamps shall be a miniThe arc plane so described sball establish the
mum of ono at or near the tront and one at seat top and back areas under consideration
or nonr the roar edges on each side of the in this standard. The headrest shall be con
vobicle. The mounting belght shall be not
less than 16 inches measured from the center sidered il applicable. Seat spacing in school busos shall be established at 28 inchas for
of such lamp to the level ground upon which
the vehiclo stands without a load. The electest purpose.
trio ade marker lamp colors shall be whito "[Federal Standard No. 615/22) to amber for the front and red for the rear "HEADRESTS VOR AUTOMOTIVE VEHICLE and they shall be steady burning simultane"9.1. Purpose and scope. This standard
ously with the head and tall lamps and parkestablishes the requirements for front seat
The electric lamps shall be
1 headrests in passenger carrying vehicles to
capable of being distinguished under normal a.dord & reasonable degree of protection from
atmospborto conditions and at the time lights neck iniuries (whiplash) in the event of are requirod to provide recognition at all rear-end collision.
distances between 500 and 50 feet from tho "S2. Application. This standard applies to
lateral sides of the vehicle. Minimum photosedans and station wagons. (Outside seat
metric candlepowe shall be in accordance
with tablo 1, SAE Standard J592. ing positions of front seats.) "93. Standard characteristics. The Society
"83.2 Refective side market devices. Tho of Automobile Engineers Inc., Manikins For
redective sido marter devices shall be seUso in Dening Vehicle Seating Accommoda
curely mounted two on each side, one at or dations, SAE 5828, forms a basis in part for
Doar the front and one at or near the roar
edgo of the lenders or body of the vehicle, as this Federal Standard.
applicable. The reflective devices shall be "93.1 Defnition.
mounted at a minimum height of 16 inches "93.1.1 Headrest. A well padded aroa
measured from the center of the device to the provided for head support
level ground upon which tho vehicle stands "89.2 General. The beadrest may be de without load. Reflective devices shall be of signed as an ertension of the sont back or such size and have such characteristics as to an attachment to the seat back. The head
be readily visible at night time from all disrest may or may not provide for transversely tances and at the lateral angla spocided adjustable mounting. Ia transversely ad within 600 feet to 100 feet from the vebicle justablo mounting is not provided, the width when Iluminated by the boam of bead specifcations in 53.3.1 shall apply.
lamps of the observer's vobicle. Minimum "S3.3 Bequirements.
candlepower reflectance measurement shall "93.3.1 The minimum width of the head. bo in accordance with class A, SAS Standard rest shall be 10 inches and the average width J5010. shall be at least 12 inches, both based on "83.2.1 Reflective device colors. The color the forward facing surface that can be con- of the redoctive devices shall be white to tacted by the head of the occupant. The top amber for the front and rod for the rear of of tho headrest shall be at least 28 inches the vobicie.
Patrick and reflective side marker "83. Standard characteristics. The SAE down. The electrical and redective type Recommended Practice for Barrier Collision dde marter device, when combined, thall Tests, SAE J850 forms the basis for section conform to the preceding paragraphs.
83.1 of this standard as modided in 83.1.1. "(Federal Standard No. 518/24)
"83.1 Puel tanks and tank aller pipes shall
be constructed so that they will not rupture, "REAR WINDOW DEPOGGER TOR AUTOMOTIVE
bo totally displaced from Installed positions, VAHOICLES
or discharge fuel from the aller pipe, under "81. Purpose and scope. This standard or
any condition of tank capacity loading, when tablishes requirements for rear window de
subjected to longitudinal and/or lateral acsogging, designed to achieve the most prac
celeration/deceleration forces developed at tical vision through tho rear window.
their installed position, during the SAE "S2. Application. This standard applies to J850 barrier collision test at 30 miles per hour. nedans.
"83.1.1 Other resting methods, such as "S3. Requirements. The rear window de
high capacity acceleration facilities, giving fogger system shall be permanently installed,
equivalent results, may be utilized in lieu of to provide for the removal of log from inside
the SAL J860 barrier collision test." tho rear window caused by atmospheric conditions and passenger loading conditions, in (PR. Doc. 68-2473; Filod. Mar. 7. 1966: the vehicle. The system sball be of a capacity
9:36 a.m.) to clear a minimum area of 75 percent of the
Mr. MAGNUSON. I am sure that operators viewed area of the rear window as
everyone here, if they do not already reflected in the roar view mirror. "S3.1 Testing. The defogger system shall
know, would be very interested to know remove fogging under any atmospheric con. what can be done to make a motor vedition and with full passenger loading within hicle more safe. I presume that the Seca 10-minute period.
retary will rely upon the experience of "(Federal Standard No. 515/25)
the Government in setting the interim "ROLL BARS FOR AUTOMOTIVE VEHICLES
standards. "S1. Purpose and scope. This standard On the permanent standards, which establishes requirements and test procedures will apply to every automobile. we have for roll bars installed on specific automotive provided, I believe, a very sensible, fair, vehicles to afford a reasonable degree of occu- and adequate procedure among the manpant protection in a rollover.
ufacturers, the Governors of the States, "S2. Application. This standard applies to
f the highway patrol, people involved in Ught trucks up to 10.000 pounds G.V.W. of the utility type with open bodies, and those
safety, and even appropriate legislative with enclosures made of canvas, metal. Aber committees in the States that have dimglass, or plastic,
culty in connection with safety stand"S3. Requirements. The roll bar shall be ards in their States. There is ample designed for each manufacturer's product to provision for conferences, Cooperation, establish the width, height, clearances, and testing, and meetings with the Secretary proper strengths of the structural members
before he arrives at a decision on a perrequired. The roll bar shall be constructed
manent standard over and above these to guard the operator and passenger compartment, or compartments, within a rigidly 26 items that would be mandatory once attached structural bar unit assembly. The the Secretary issues the standard. It strength and size shall be as required for each would ordinarily take effect within 6 vehicle type and weight with the specified months to a year after the effective date number of occupants for which the vehicle of the decision. is designed to be used and fo: their maximum
I believe that all witnesses were unanprotection without critical deformation or critical encroachment on the operator or pas
imous in their agreement that the senger compartments. To the extent prac. standard-setting procedures were adetical, the roll bar structure shall be located toquate and fair to everyone concerned. preclude contact by the heads of belted occu- The committee had to discuss at some pants. If this is not possible, the roll bars length the problem of access to informashall be covered with energy absorbing cush- tion by the nublic manufacturers sub. ioning material. The roll bar structure de
contractors, and others, to inform them signs shall not impair the vehicle operator's vision or body movements while operating
as to what is discovered as we proceed. the vehicle. Unless otherwise specified, ve
A certification procedure is established hicle manufacturers may eliminate a fold so that the distributor, dealer, and condown windshield on the utility truck and in sumer would know without any doubt corporate a new designed Axed windshield that the particular vehicle complied with strengthened to become part of a roll bar the standards. structure. "S3.1 Testing The testing requirements
Then, there was the question of notififor the area of critical encroachment shall be cation of defects, which is discussed at measured from the 'H' point of a manikin some length in the committee report. with 'H' point to top-of-bead dimension of We also establish research, development,
testing, and evaluation facilities to augseat belt restrained, for each passenger and
ment the many facilities of the manuoperator position in the vehicle and with the
facturers and even the states themvehicle tested to the SAE Recommended Practice of SAE J857. For the hill rollover
selves. test, specific speed of 50 miles per hour shall
We looked into the matter of penalties. be used.
A revised bil, as the Senator from Wash"Federal Standard No. 615/26)
ington (Mr. MAGNUSON ] and others "YUEL TANKS AND TANK TILLER PIPES FOR
wrote it. contained the civil penalty AUTOMOTIVE VEHICLES
which we think is quite strong. It also "Si. Purpose and scope. This standard es
contained a criminal penalty. But the tablishes requirements for the integrity and
criminal penalty was directed only to security of fuel tanks and tank filler pipes those who would willfully and knowingly for automotive vehicles.
violate the standards set or the rules and "S2. Application. This standard applies to
regulations of the Secretary. sedans, buses, station wagons, carryalls, and
Right now, I cannot conceive, and belight trucks up to 10.000 pounds G.V.W. Excluded are utility vehicles of the three
lieve it would be & rare instance, that boel type.
someone would willfully and knowingly,
14230 They are the most courteous and helpful. In addition, the Senator and the comThey have vehicles which in themselves mittee are taking world leadership in are great, big, juggernauts which are this field. The legislation will cover forcapable of creating great destruction eign cars as well as domestic cars by and hazards; but, technologically, they making it absolutely essential that before are as safe as they can be made by the any foreign cars can be imported into ICC under its standards.
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 & manufacturer for failure to comply with the standards. Of course, 11 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 & 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 & criminal penalty for knowing and wilful 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 dellberation 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.
Tive 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 itsell, we must have uniformity. That is why the bill suggests to States that if we set a minimum standard, & 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 feld 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 itsell.
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 feld-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.
the United States they must comply with Let me read from the report:
these standards. The act thus covers not only passenger carn
The automobile manufacturers in the but buses, trucks, and motorcycles.
United States generally manufacture auThe bill excludes, however, thoso buses tomobiles which are safer than foreignand trucks which are subject to safety regu- made cars. There are a few exceptions, lation by the Interstate Commerce Commis- but I do not think t
but I do not think the people in the rest slon (sec. 101(c)), although it is anticipated
of the world are going to sit by and see that should the proposed new Department be
their own manufacturers build cars of created
higher safety standards for the U.S. marAnd the proposal provides that
ket than apply to their own cars. safety regulation of all trucks and buses What the chairman of the committee will be transferred to the Secretary of has done is bring about a public realizaTransportation,
tion of the importance of highway safety. Such regulations would be covered by
While the emphasis in the past 6 that Department.
months has been on the automobile, I When we come to agriculture-exempt
think we would be making a great mistrucks, and private carriers, over which
take if we forgot the so-called highway the ICC still has jurisdiction as to mini
safety triangle, which includes the driver mum standards, there has been some
and the road, in addition to the car. question about the Department's having
What has been proposed in title I is revoenough inspectors to do the job which
lutionary. But the white heat of pubwe should like it to do. I doubt if it
licity has placed the emphasis on the could be done wholly. But the example
automobile. I think there should be as will be set by this bill so that manufac
great an emphasis placed on the other turers of trucks will themselves estab
facets of this critical problem, because lish minimum standards. They are al
we shall never take care of this serious ready doing it. Many trucks are custom
ustom problem unless we attack every phase of built. They are built for a purpose.
it. There would be variations in construc
I think the bill which the Senator has tion.
reported is a great bill. I have said pubThe rest of the bill pretty much deals
licly, and I say it row on the floor, the with the effect of the promulgation by
Senator and his committee have done a the Secretary of standards.
masterful job. I hope there will be some discussion on
There is no doubt in my mind that this the floor as to the application of the
bill will save many lives, prevent untold antitrust laws to the manufacturers
suffering, and reduce the enormous eco
nomic loss incurred through traffic accithemselves in getting together within proper limits to exchange views and
dents. It will benefit both the motorist ideas on safety standards, so we can get
and the pedestrian-the driver who
earns his living at the wheel and the the best available technological advice
average citizen. and expertise. That question will be discussed on the floor.
It will add significantly to our under
standing of the dynamics of highway All in all, I think the bill is not only long overdue, but that it is a stringent
safety, the causes of traffic accidents, and bill. I think conditions call for a strin
ways to reduce the terrible consequences gent measure.
of those accidents. Many newspaper men have asked me
It will, in a relatively short span of in the past week: "Is it true that this
time, give the motoring public safer mobill is a tougher bill than the administra
tor vehicles_cars that are more roadtion bill?" I said I did not like to inter
worthy and more crashworthy. pret the word “tough." The reason the
It will protect the motoring public word got into newspaper stories is that
from the hazards of defective motor vethe original bill proposed to make these
hicles by prescribing procedures for the regulations discretionary. We have
prompt notification of the public when made it mandatory in the bill and subject
any safety-related defects are discovered. to a time limit. So I suppose it can be
It will, for the first time, give statusaid that it is a tougher bill.
tory recognition to the fact that the Mr. RIBICOFF. Mr. President, will
motor vehicle constitutes an important the Senator yield?
social problem in the United States & Mr. MAGNUSON. I yield.
social problem that warrants Federal Mr. RIBICOFF. I say it is a tougher
action. bill and it is a better bill than the ad
The legislation now before us will proministration bill. I cannot be too lavish vide the authority to establish & comin my praise of the distinguished Sena. prehensive. meaningful, and effective tor from Washington and the Commerce Federal role in trafic safety. The Senate Committee.
Commerce Committee has done a superb It seems to me that the services per- job in drafting a bill that is stronger than formed by the Senator from Washington the legislation originally recommended and the committee deserve great credit. by the administration and which conI am personally very pleased with the tains none of the weakening amendments bill. The Senator from Washington and proposed in recent weeks. the committee deserve the gratitude of This is a tough bill, but it is also balthe whole Nation.
anced and reasonable. It directs the