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Mr. MACKAY. Mr. Chairman, I rise matic action is needed. The diferences to speak in behalf of the Staggers bill, in gearshifts add to the bazards of H.R. 13228, and urge its adoption. I also driving and could cause an accident. I urge passage of its companion measure, am of the opinion that operating feathe Fallon bill, H.R. 13290. I believe we tures on new cars, such as gearshifts, ought to consider why these bills are be- should be standardized. fore us. They are before us because of Mr. MACKAY. I thank the gentlethe force of American public opinion. man from North Carolina. That is a
These safety bills are before us because good illustration of the type of safety there has been an alarming upturn in hazard we are trying to get at. the rate of deaths throughout the Na- At this time I should Üke to pay my tion—about 6 percent for the first 6
respects to Mr. Ralph Nader, who has months of this year. In my own county probably gotten across better than anyof De Kalb in Georgia, more people have body else in the country that we can been killed this year already than were and must bulld safer cars and that it is killed last year. These bills are before easier to change cars than people. Mr. us because public opinion believes that Nader has contributed mightily to our we could be doing more than we are do
understanding that we can build safer ing now to reduce the number of acci
automobiles. The Nation is in his debt. dents, deaths and injuries.
Mr. MOSS. Mr. Chairman, will the They are before us because the Amer
gentleman yield? ican people now realize that the trafic
Mr. MACKAY. I am glad to yield to environment is a national environment.
the gentleman from California. It is not a local, a city, a county, a State
Mr. MOSS. I should like to join the environment, or even a regional environ
gentleman in paying tribute to the highly ment. It is a national environment.
effective work of Mr. Nader. I believe his Our problem is so acute now that we
efforts have acted as a catalyst and conare suffering a national loss which has
tributed very constructively to bringing already been pointed out to be in excess of 50.000 lives this year, 225,000 people
to the attention of the American public
the very serious problems we face in repermanently disabled, and an economic
solving the excessive number of acciloss in excess of $9 billion.
I believe that the American Association tional response. The significance of
of Automotive Medicine and the very these two bills is that they define a new
distinguished Trial Lawyers Association Federal role. I am very proud of the
are groups of very dedicated individuals fact that this new Federal role has unan
who also contributed to the work of the imous bipartisan support on our com
committee and to bringing these serious mittee, and, I believe, on the other com
problems into focus. mittees that have considered it.
Mr. MACKAY. I thank the gentleWhat are the three elements in this
man from California. Recognition is also new Federal role? First, the definition
due Senator Speno of New York and forand enforcement of national safety per
mer Congressman Kenneth Roberts of formance standards for all motor ve
Alabama for their contributions. hicles. Fifty State legislatures simply
I believe we can see that the argument cannot set these standards without chaos
has been won that the time has arrived to the industry.
when national safety performance standMr. TAYLOR. Mr. Chairman, will the
ards should be established and enforced. gentleman yield?
No one is seriously contending that in Mr. MACKAY I yield to the gentle
respect to standards for motor vehicle man from North Carolina.
safety that we can function at any level Mr. TAYLOR. Mr. Chairman, does
effectively other than the national level. the bill give the Secretary authority to
Second, a new Federal role is our prostandardize operation control equipment vision for comprehensive research. The on different kinds of new automobiles if great scandal revealed by our commitsafety performance is affected?
tee is that the Government has failed to Mr. MACKAY. Yes, it does. The
collect the data needed and on which gentleman from Florida (Mr. ROGERS) we can base judgments as to the causes presented an excellent amendment to of deaths, accidents, and injuries. Conprovide an advisory council that will gress shares the blame because we have bring in all the interested parties-State
not heretofore explicitly assigned this and local officials, automotive industry
responsibility to any department. and equipment people to participate in We know that one of the first results the formulation of those standards. will be this: We are going to begin vigorMr. TAYLOR. Mr. Chairman, will the
ous comprehensive research so that we gentleman yield further?
can make our counterattack at the right Mr. MACKAY. I yleld to the gentle- points. man from North Carolina.
The third Federal role is the provision Mr. TAYLOR. For instance, I drive &
in the Fallon bill for grants in aid to car made by General Motors. My wife help the States build better tramc safety drives a car made by Ford Motor Co. programs within their borders and build The gearshift on one is just the opposite
a safer and more uniform trafic enfrom the other. It is dificult for me to
vironment. This is an effort to get the drive her car in traffic when quick, auto- States to work together in a way they
have not thus far.
Both bills provide for agencies and administrators.
Last March 2 the President said in his message on transportation, that he, by Executive order, would under existing law coordinate all safety activities in the Department of Commerce. Now, 16,000 deaths later, the executive department has not moved. Nothing meaningful has been done about which we have any knowledge.
I believe it is the duty of this Congress, therefore, to see to it that we assign specific responsibility. When we ny on an aircraft we know that the FAA and the FAA Administrator are watching over the total environment for the safety of every air traveler. We must, by analogy. assign responsibility for an agency to watch over the total trafic environment and consider every element in it.
I predict that unless the Congress assigns explicit responsibilty to an agency and administrator under this bill, or under the Department of Transportation, this fine legislation will not be implemented and executed.
I believe that what we should do, today and tomorrow, is pass these bills, and then follow through on our responsibility, which is to make effective legislative assignment of responsibility to administer these trac safety measures in the executive department.
Therefore, Mr. Chairman, I support and urge the passage of H.R. 13228 authored by Chairman STAGGERS and entitled "National Tramic and Motor Vehicle Safety Act of 1966." It is not a perfect bill but it is a good bill and constitutes two-thirds of what many of us deem to be a proper basis for a national attack on trafic accidents. The other third of the program is encompassed in H.R. 13290 authored by Chairman FalLON and entitled "Highway Safety Act of 1966." I strongly support that measure also.
The Staggers bill provides for the establishment and enforcement of safety performance standards for all motor vehicles. And it provides for an accident and injury research and test facility. It incorporates a title on tire safety and provides for the continuance of seat belt and brake fiuid standards. These latter provisions deal specifically with matters that will of necessity be included in any list of safety performance standards developed under title I. They have been treated specially because they are three critical factors in automobile safety which had attracted the attention of Congress before the big safety push of 1966 began.
The Fallon bill provides for a program of grants-in-aid to the States and lesser political subdivisions to develop a safer and more uniform traffic environment. Specific provision is made for assistance to States in developing and improving highway safety programs through: improved driver education; improved pedestrian performance; effective record systems of accidents and accident investigations to determine the probable
causes of accidents, injuries, and deaths; uniform vehicle registration and inspection; highway design and maintenance and detection and correction of high accident locations; more uniform tralfic control signs; more uniform trauc codes; and provision for better emergency services when accidents occur.
Both buis recognize the need for the explicit assignment of responsibility to an agency and for an administrator. Both bills provide advisory councils to assure the involvement of appropriate interests and individuals in the formulation of standards.
Logically there should be one tramc safety bill instead of two bills. In a sense these two measures represent an uncoordinated effort to mount a coordinated attack on the problem. On the other hand they are comprehensive in their content and given proper Executive leadership these two measures provide the substantive authorizations necessary to attack and reverse the present trend of increasing deaths and injuries. I believe both bills should pass the House and then be given further attention in the conference committees. To turn the trick and get the best result we need a conference committee between the two conference committees.
The committees of the House and Senate have done good work. The executive department, on the other hand, has been a divided house. The Department of Commerce has appeared to be "turning loose" a hard problem. On the other hand, the shapers of & Department of Transportation have been beset by so many problems of putting so many agencies together that this giant tramc accident problem has appeared to be more of an irritant than the prime concern it should be.
It is apparent that the great force of public opinion which has been generated in support of a national tramc safety program could be dissipated if the executive branch fails to recognize and support the need for Congress to explicitly assign responsibility for the implementation of these new laws in an once or agency and an administrator.
If the Department of Transportation fails in this Congress the creation of such an agency is all the more important because the Department of Commerce, in the opinion of many, simply will not apply the vigorous leadership this great problem demands. It has too many other concerns.
If the Department of Transportation is established then the traffic safety function logically fits under the higt.way section and should receive the fulltime attention of a high-level administrator on the level of the Administrator of the Bureau of Public Roads.
The advice of the Bureau of the Budget against the agency idea has prevailed and this advice in my opinion has been wrong. We have witnessed accelerating death by committee when we need to wage war against an enemy within our gates that has taken a toll Just as cruel in its consequences as an invader could exact.
Anurce: All 1963 ngures are from the National Center for Health Statistics. All 1004, • Deaths for the 12-month period ending Juno 1906.
Minus. Ir than 0,5 perornt. 1985, and 1946 figures are National Safety Council estimates,
We need to personify tramc safety in an administrator. We need an agency and an office recognized by Congress and the American people as the command post in our war on traffic accidents.
We need to recornize that the words "highway accidents" are not inclusive enourh and that the words "traffic accidents are inclusive of curry foot of rondway in the Nation,
We need leadership which will deal with the total environment and a'l of the complex factors which enter into death on the streets. The emphasis on safer cars and the second collision have bern valuable. But the American peoper arr more interested in measures that will lessen chances of the first collision.
In the President's excellent message on transportation delivered to this body on March 2, 1966, he stated that he had set in motion a number of steps under existing law:
I am assigning responsibility for coordinating Federal Highway Safety programs to the Secretary of Commerce. I am direrting the Secretary to establish a major highwny unit within his Department. This unit will ultimately be transferred to the Department of Transportation.
No one has challenged the President's Assessment of the traffic problem as being second only to national defense yet no one can fairly state that tramc salety has been given the kind of priority and attention it deserves of this assessment is correct.
Congress has the power to act and I am glad to support its actions today. Before adjournment I trust that it will act to assure coordinated leadership to administer the comprehensive programs contained in the Staggers and Fallon bills.
Approximately 72.500 men, women, and children have suffered violent and untimely death and 225.000 Americans have been disabled since the 89th Congress convened January 9, 1965.
The following chart cannot convey the immensity of the loss and grief occurring in each of the 50 States but it shows
hat A virorous counteroffensive is ur
gently needed: 19637
Mr. SPRINGER. Mr. Chairman, I yield such time as he may consume to the gentleman from Minnesota (Mr. NELSEN).
Mr. NELSEN. Mr. Chairman, one feature of this legislation to which I should like to call attention and it has been overlooked to some degree-is adequate
Volor vehicle deaths and changes, lotal United States, June and 6 month, 1968
several inonths Logether months moving average is based on changes bortween the totals for 4 months in:
For example, the Junir ligure shows the change between the totals tends in sinonth out single inonth changes which may he nuinwer of werkends in sinonth from one you to the next, random variations, etc. stead of l nonth."
illu, less than 0,5 purcronit.
for Watch to June, 1935 ind wel to June 19. lippine hy di Irrence: in the
Stale molor vehicle deaths, changes and rales
1 Plus, less than 0.5 percent.
NOTES Deuths are reportod by Sluto traffic authorities.
All figures are preliminary. To insure proper compurison, 1964 and 1965 Ugures cover, the same reporting period as those for 190.
Population rato: Estiinalad annual number of leaths per 100,000 population.
safety in highway marking. The great Over $8 billion in property damages will burden of testimony was directed at the be sustained due to automobile crashes. vehicle, but the record shows that a large The legislation we are considering tonumber of accidents are the result of in- day will not, of course, end the carnage adequate markings on our highways. completely, nor will it make the auto
One survey in Iowa indicates that there mobiles or the highways completely safe. was a 63-percent reduction of accidents But, it will help. because of markings and trafic signs on I am proud to have beer a member of certain stretches of highways, and cer- the committee that reported this bill to lain delineators along the roadside in
you for your consideration. I hope that Michigan on two test locations reduced you will share our pride in our vote for night accidents by 28 percent and 39 per- its passage here. cent respectively. In Virginia the reduc
Mr. DEVINE. Mr. Chairman, the cartion was 57 and 67 percent in two tests. nage in Austin, Tex., a couple of weeks Right-agle yield signs reduced accidents
ago, where the so-called student mounted by 62 percent in 979 locations. We also find that on the rural roads there are
the tower and fired on the people below 164.8 accidents per 100 million miles of
and killed 15 or 20 Innocent citizens travel. On primary roads, the number
brought forth a remark from one of the is 90.4, but on secondary roads it is 164.8.
Members of the other body across the In other words, there is a 2 to 1 ratio on
Capitol to the effect that people kill secondary roads. In the other part of
people; not guns and not automobiles. It the bill it is my understanding that there
is the fellow behind the gun, or in this will be some language which will deal legislation, the wheel. with highway markings. This is im
This legislation was brought forward portant, and I hope that a little colloquy primarily because Mr. Nader and others will take place on the floor relative to made public pronouncements about certhese matters when we discuss that por
tain alleged facts in the automobile intion of the bill, because it is most im- dustry. The record is clear and there portant.
are no meaningful statistics that were Mr. SPRINGER. Mr. Chairman, I produced, no statistics were brought forth yield 5 minutes to the gentleman from
from any source nor have there been any Ohio I Mr. DEVINE).
results of any studies which have been Mr. KORNEGAY. Mr. Chairman, will
made which show what percentage of the gentleman yield to me?
the deaths or accidents were caused as Mr. DEVINE. I yield to the gentle
& direct result of defectively manufac
tured vehicles. I think probably the man. Mr. KORNEGAY. Mr. Chairman, I
most startling statistics which we heard rise in support of H.R. 13228. I commend
as a result of the witnesses who appeared my chalrman, the gentleman from West
before our Committee on Interstate and Virginia, and my colleagues on the com
Foreign Commerce were that the use of
alcohol was involved in at least 50 permittee for their dedicated efforts in writ
cent of all the accidents which did result ing this bill now before us, the National In fatalities. I was a bit surprised to find Traffic and Motor Vehicle Safety Act of American Motors,
Chrysler, Ford and all of the representaI think the bill we are debating is a tives of these great corporations gave in credit to the members of the Committee the first week and decided that the free on Interstate and Foreign Commerce. enterprise system could no longer solve The committee worked longer and harder these problems and that they were turnon this bill than any that has come before ing to the Government not to solve it the committee since I was privileged to alone but to do it on a cooperative basis. sit on this committe, Public hearings This is certainly a twist. The testimony were held over a 2-month period. Ex- before our committee had an adverse tensive testimony was heard from & effect on the economy of the Nation, bevariety and a number of interested wit- cause the public was spooked into benesses. Seventeen executive sessions lieving that these great corporations were were held before the bill was reported manufacturing cars without regard to unanimously.
safety. So, many people decided not to Because of the complexities Involved purchase automobiles of the 1966 model in the problems of traffic and vehicle because they were lulled into a false sense safety, every aspect touching on the of security in believing that our great many problems were microscopically ex- Federal Government had put its finger amined. This required a constant proc- on the problem and that the manufacess of revising and rewriting the orignal turers would suddenly in 1967 models, bill. Through the work of many hun- begin to manufacture only safe cars and dreds of man-hours on the part of the that no one would be hurt or killed in committee and its staff, we bring to you a the future. bill which is as good as the collective Mr. Chairman, I am not a stranger in minds of the committee could make it. the field of legislating with regard to It may not be perfect, but I contend it is a automobile safety and that sort of thing. giant step forward in the right direction, Fifteen years ago when I served in the a step that will, in my considered opinion, Ohio Legislature, I was one of the cogo far toward attacking the safety prob- sponsors of a safety inspection bill which lem.
passed the house and passed the senate The problem facing us is immense. and was vetoed by the Governor but Over 50,000 persons will die on our high- passed over his veto in the house. I also ways this year as the result of traffic sponsored legislation ordering a mandaaccidents. Many thousands of others will tory 10-day jail sentence for those consuffer severe and permanent injuries. victed of driving under the influence of