Leghist.House.Comm.Comm.Motor.Vehicle.Safety.hearings

MpTOR VEHIC
I l"*
SUBCOMMITI'!]F O}. THU
C0IIMITIEII' uT-''- . -
HOUSE Otr' RtsINESBNTATIYES :
EIGHTT.SIXTH CONORDSS
T,IRST SEESION
ON
9.n 722
A BIIJL TO RNQUIRE CDN,TAIN gAf,'I'TY DEVICEE ON MOIOE
YEEICI,ES SOLD, SI'IPPIID, OR IJSED IN INTDESTAT&
COMMXMCD, AND N'ON OTIIER PURIEOSPS
' H.n" 880
4 BiLi, .IO AIterT.tsE eltRqr.r.rcATEg OF FrfNnS$ rN rI{E
S{.T,E OX' AUTOMOBII,ES, AND !'OB OTEE}R PUNPOSES
u.R. 88S
.& BILI, ?O AMEND TIT.L& 15 OI'
.CODS
TEE UNITED Bl,Af[iS
WITII NESPIICT !O TEE OPERATION OF SPI'EDOMB
TDIIS ON MOTOn, VSEICLE$ AND FOR OTEDn PUBPOSI'S
H.n" 1341
A BILL TO IIEQUIRE pASSENGDI+Oi\I|nyrNc
MOaOII VE-
EIOLES PURCtrASED NCR USE 3Y I'IJT} ITI'I}ERAL GOV.
ERNMIiNI l|O
M&gT CI'BTAIN SAF'ETI S?ANDARDS
g.R" 1346
A BILI 'IO PROIIIBIT TII!: UgE IN COMMEBOE O!, ANY
MOrOA VAgrcr,E wrlcrr DrscrrancEs suBsl.A.NcES IN
.aMoul{rs wHrcrr -A,.Rr) }.oUND .By fErn SunsEoN GEN.
DITSJJ OII TES PUBLIC HDALTE SEN,VIOE To BO DANO}E.
OUS AO IIUMAN IIDALTE
trvlv 7, 8,.4-TD 9, tg50
' of the CoEDdttee o! Interatate ard tr'olelgo Oo|trmerce
D!{ITAD ITAIES
COYSIIIMANT PBINfI}IC ONTIC!
WASEINCTON i 1959
$itt:rLfss
rlt&ttTgtl

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Suncouvtrtep o.v lJe,lr,rn awo S^rEi.y
ICENNITE t. DOBER t_S, r\tsbsm!, Ctd,hndn
FOREIGN COMMSRCE
pA'Lr. B.EEN.E,
oh,o
iii{*#.1;iXlll*'*" iiHill"p"ill;)kff"_
II
i

-.-*.Fr-z.
CONTENTS
R€Dort - of-
Army DeperLmeDt on H.R. 1341----
Bureau of the Budcet on-
H.R. 880 atrd H.R. 883.--------------
H.R. 1341-_--_____
'
H.R. 1346_ __-_____
Commerce Department on-
II.R. 880 gnd I
o
t0
H.R.883----------
H.R. 1341---------
8
'
H.R. 1346-_--_____
l1
General Services Administration on H.R. 1341-------------------- 8
Health, Educa,tioD, and Welfare Dep$tment on H.R. 1346--------- 11
Justice DeDartment on H.R. 880, - - -- - -
St8tement of-
. Ackermao, ?aul C., vice presid€nt in chalge of engineering, CbryBlet
Coro---'- -- --- --- - -
. Begreit, II_on.. Charles 8., a, Representative in Congress from the
State of Florida---- - z+
CsmDbell. Dr, Horece, on beh&If of American Medical Aseociaiion and
Afrericin College of Surgeons----------
40
Cass. Robed. assi;tant to ahe prcsideDt, White Motor Co----------- 49,74
Chaine, Cha;les A.. \'ice president, engineering, Ceneral Motors Corp- 49,74
Crsidell, Frank J., essistinr vice presiCenc and chief engineer, Liberty
Mutudl Ineuranbe Co--------------- 85
DeHaven. Huqh. founder of crssh iniury reFearcb and former resea,rch
associaie (retired.1, Department of Physiology, Cornell University
Medicsl Collese----------------------
105
Federline, Andriw P., Weshinston, D C -- - ------------------- 283
Goddard. Dr. James, Chief, Accidcnt Prelention Program, Division
of Spdi&l Heolth Services, Department of Health, Educs,tion, sEd
Weliare- ------------,-,------------
30
Gordon. Herhert. radio ststion WNEW, Neq York, N Y 98
Eanson. -Oiui"ioo, Jobn B. Deputv Assistsnt Commissioner, Motor Equipment
General'seriiccs AdminishatioD--------------:------- 47
n""ain. E.iqene J.. chief enp,ineer, Studebaker-Packs"rd Corp-------- 49' 74
Earrisi Leli'nd S', e\ecutive director, Americon Associstioo of Motor
v"t'icG la-i"iittators -------,------ 92
I8bratrdt, -- Ralph I{., dilectot, sutomotive engiDeering, AEericao
ivt*o"i corri-----:-- ,-- ,--------- '------- 49,74
Kucher, Andriw A., vice president, engineering and research, Ford
M;i; co------j-
!t

IV CONTENTS
Additional iDJorma_tiou submitted for the record by-
American Medioal A8Boci&tioot
Ietter frou Dr. F. J. L. Blasinga-me___,____
Resolution of - _ _ _ ____ __-_- - -
Americ&D Pub[c
"A
Ifeatltr asso"iaiion-,-
Study of Speed in Injury- Producing Aecidents,', by John O.
tvloore_
"Health - _ _
- -txl",i"t,;-;; -Ot t -U,
Hezarde of eui.-"trite tni
,,
Goldsmilh aDd Dr. Lekis 11. Rogers___-________
Use. oJ sest belto io automobiles, r&olution____. ____. _-______:
Automobile lnoDlrc ll1laDufacture$r MaDufacturers AsEocistion:
Information on cost of padding for itrsttument panels and sun
vBorE__-_,_ ___-_-_,_ _,__
Special reporl oI Committee on Highways and Motor Vehicles.
Commoqweslth of Massachueetts
Chrysler Corp., safety featureg in 1959 cars----------
Colorado State Medical Eociety, stat€meEt of-------
DeHevetr, Hugh:
Mechsnicsl &nalysis of survival in fa,ltE from heights ol SO to 1b0
teei----__________-
Mecftanics of iDjury under forc€ conditions- - - - - --
Dorn, Tfart-en M., ,/supervisor, 6fth district, LoB Angeles County,
telegram frcm----'-. -.--- ..
DuDlap & Associat€s, IDc,, letter from Jack W, Dunlap. Dresident- - -
Genertl Services Administration, letter from Alexander-M. Lankler,
SDecial Assirtent io the Administrator- - - ------,
Gordon, )raon, Herbert: Sctipt of mdio proclam, proglam, i/Nerva i'Nerva ICloseup,"
July 5,
1959----__________
Heeltb, Education, snd Welfare O"pu"i*"]it,------
E\iimated cosi of resealch ir aiialioD safety- ---- - --- - - - --- - - -
Estimates of a,DDual toll of acciderlts- - - -
Hospitat bed-deys per per8on as a, result of motor-vehicle acciaten!€
- - - - - - -- - - --- - - - - - - - -
Letest d&t6 oE the heslth he&lih aspects of moioFvehicle accidents----
List Liet, of ot design deEiqD featurcs fea,tures of vehicles which which improve sa.fety--------
sa.fetv-_-_____
Medical coste for Donfatsl iDjuriea resulting from moior-vehicle
aocidents- -- - - -,- -tuotor-verri"re
acoiae.'t rt"iinit"q 1.tli,----:::::-:-::::::-::::
Planning conference for symposium on the evaluation of Burvivability
in &utomobile collisions- - - --
Research expeoditure per de6th due to eancer and heart disesse_
)rta, Eon. XenDeth A.: "Epidemic Roberta, Hon.
A.: on the llishwavs." reDrinted
frorE the Re
"Epidemic on the Ilighways," reprinted
from l,he Reporter- -
gheldeD, theldeE, Dr. D., C. HuDter, letler letter froD--------
from-.
si'-ciJw iit,iirtor'-oiive E;A;;;G;, t"ti"; f;;m i;ilI
-C. w;;,;;
^
geDeral malrager-_
Drapp, uor, Jonn:
Automotive crtsh inj ury rcsearch-- - - - - -
Crit€ria, for crash protection jD Armed For.es cround vehicles___
Euman loler&oce ao sircra,fi, seal, belt rcstraint-- - - -------
Iluman tolera,Dce to deceleration
Stieglitz, Willlam [.: "A Nore on Crashworthiness '.
Wright, Dr. T, P., letter from-- -
^---J
-:'-'142;4"
Pago
2?0
250
26L
246
60
65
6+
1&3
44
,t ro
284
285
286
98
34
32
40
40
38
39
34
274
282
244
196
193
175
186
232

MOTOR VDHICLE SAI'ETY
rrrEsDAY, Jrtr,Y ?, 1959
Ilougn or Rnrnnsnlumrvns,
Sulcouutrtrn oN HEAr,rE aND SaTETY oF aEE
Couurrrpp oN INTERsTaTE IND FoRErcN Couurncn,- -
Waeluingt/n, D.C.
The subcommittes met at l0 s.m., mom 1334, New House Omce
ril.lino r.ha Tlonors.hle Kenne.th A. Roberts (chairman) presiding.
Buildins, the Honorable Kenaeth A. (chairman) presiilir:g.
durs. ule rlollor'&oro Aefulelu ^. rluurJl r! \eu4u!
M.. frbru*rs. The subcommiti€e will be in order.
lii ri"-*i"ii"s tLis moming to begin heari'lgs o! fire bi]ls 6f
qreat eot ;;ir6;tatiEose interost to those who havetreen
ha,vs beeD een trirq trfrrg tryrng m to redice red;ce requce the terible toll
6einq taken b-y accidents on our streels and blghwlyB.
Tfre fF" bills Uitt" tobe tob" considered *osidered rre: H.R. 722, bv by Mr. M,r. Ben lennett of Florida,
to reqube certain safety devices on motor vehicles iD irlterst&te comil"".d;
tt.n. asO by MrlMulter, to require cert'ficates of fitness; II-R'
il$ 6;
on the subcommittee, Mr.
-M;. M:;tt^i"i *ir,n .""p"lt to speedomotert; 83. 1-3a1, a bill
iiitiiai'".a-t I intx;ducsd to l.o,'rir. requi-re safeLdstandards
safeLy standards for motor vehicles vehrcl€s bought bou-ght by
in" the F"a"rut Federal Co"eriment, Governmont, aril and H.R. H'It. 1346, irtroduced rDtroduced by our colleaguo coueagu€
^- on +ha the orrl.anmnittap subcommittee, Mr. Mr Sr']renck- Schenck, s bill to Drohibit prohibit tho use u€e rn comil"i"-"
o] tiii"t "iii"ilrs inut ait"h-te aongerots amounts of u:rb'rned
hvdroca,rbons -"fn" into the a,ir.
Sp-""itt S"Uc;mmittee on Traffic Safety b-rought-this problem
of unburned hydrocarbons to nation&l sttention when we neld feanngB
o"Jni" t"ei"tulion s, littlo moro chan & year ago.
'The-
- hearings this
*""t #tiB ins us up to date on dovelopments in tbis field.'. We want
ioiee;ilffi beed done and what' ig-6eing done about this problem'
TFe elso want to fiad out what is not being done and t-o- see whs't c&n
ll-ao"" t" ri""a up\ solution of this ino'portalrt problem which no
i;"b;; ;;fi;ttiig to tn" smog plague ihat is afiectins more and
nrore * communities.
Witto"t Jti""tioo, copie" of the bills will be placod i:r the record
st this point, 0ogether with agency reports.
(Tho-bills antlrePorts follow:)
[8. R. ?2,88ih cong', lst 36&l
-A BILL To rssufs cetsltr s5l€tv aleilc€s oq moto €fricl€€ sold, sbtpp€d, or u8od la intornsl€ coms@e€'
Be it er.acted btr tha Se?.ole atd Eotse o! Repteaenlatioes o! the United St0'les o!
A;;;;;;; C;;;2"; iauiiua, rwt (s) th; se;ret arv of commerce tholl preeonbe
;;ffiffifiLi; i[;i"A;;;i -trte- R"di"t";;6dsrds for devices ror we on motor vehicles'
i'"r]f"Ttili*pt."-ta,i priEtic.wi[u the safeet pocsible automobilee withou!
riirs'oEonabtt' incretsiog airtorrobile coets, eucb devicea to iDclude bul not be
limited to the foltrowing: - - _ .. ..
lr) {A) A sovetDor snlco rErr,8 tho top speed of ihe vehiclo to.eighty mlleS
poiioi"io" tts-"""u top ip"ed i" excees or,;i8Lty miles per hour as the.iS€oretarv
d€€mr sppropnsto' o. 1|,J oo uogtou oi i hoiiefower rating which limitB the top
I

2 rrocon vEErela srtrnf"
6peed of.the vehicle to eigh$/ mileo per hour, or to such top speed iD ero€€6 of
ergntyrn es per oour aa iDe Decretary deems apprcpriatp,
(?) Flf"Lf
padding.for the passenger
-comparimtint of the vebiclo.
(J) Dtperrng ano other ventclp controla,
(4) Bumpeis, feodcrs, cnd other Bhock-ab8orbing equipment.
(5) Eeadliqhts and otber lichts.
(6) Brakes-
(7) Aids to vieibility itrcluding rear vigion mirrors.
(8) Tircs-
(b)
.Sta-ndor-trs fi6t-established under subsection (a) of thjs secuion 6hall be so
p-resc bcd and published aot later lhan one year after thc date of ensctmetrt of
thir Act.
SEc. 2. (a) The manufscture fot sale, the sale, or the ofierinq for sale. in inter_
state commerce, or the imporfation into the Unitcd glatce, or-tbe ittrbOuction,
oelvery lof rn-troductron, tra,ns_po atioD-orcauaiDgtobetraDsporiedin,iDter6tate
com.merce or lor ine purpose ot sale, or atelivery allcr sale iD intefstal,e commpl.ce.
o-r !tre use rD rnLeEtate commerce, of any motor vehicle manufactured ou or aftei
the.dale-this-seetion tatcs efreet,6hall be ullei\.ful uDlFsg such motor vebicle ig
_equipped with the devicea enumerated in the 6tst Bection of this Act which confor,m.
to the standards prescribed for such devices pursuant to such first section,
(b) I he manuJaclure for sale, t,he sale, or ihe ofrering for sale, in interstate
cpmrnercp, or the. imporlation into the United StaLes, or in Lhe introductjoD,
oetvery tor lDtroducclon! ira[qportation or causing fo be transported jn, interstste
commerce or for lhe puTpose of sale, or delivpry afler sale in interEtate commerco,
or the-use. in ioterstate commerce of eny of the devices e[umdrated in the
trrsl,,aecuon oI inrs Act as a replacement, patt on a motor vehicle manufactured ou
or after the date this section takes effect, shsll be unla\r,ful unless such device
coDforms to the standards prescribed pursua[t to the first section of this Act.
(c) Whocver violal,ee this Bectjon shall be fined nol more tbrn $I.000, or imprisoned
Eot more t,hsn onp vear. or botb.
Sac. 3. As used in this Act-
_ (l) The term "interstate commelce,, includes commerce between one Stato.
ferritorl', possessio-tr, the_District of Columbia, or the Commonwe&lth of puertd
Ilco &nd aDother^ State, lerritor].-.r possesBion, the District of Columbia, or the
uommonwealllr oI ruerto ttrco_
_ (2) The term "motor vehicle,, meslls any vehicle or rD4chi4e proDelled or
atr&wn, by mechanical po$er aDd used on the highway8 pritrcipally in the trans_
portauoD ot pa$etrE{ers.
SEc. 4. This Act shall not applyf)
!,9 -ary -motor
veh.iole manufactured iE tbe UDited States lor export
End sold in a foreigD country; and
(2) to any motor vehicle mauuiactured for, strd sold to. a lavr €nforcemeoi
agency, firg depsrtment, or an orgb,nizs,tion ?rovidiog &ribulBnce serviee, {or
uEe by Buch agency, departmeDtJ o. orgaDizstion iq the performsnco of its
funetions. except thal such agcney, dFparlment, or orgtniz&tiotr rhall not
sell or olhorwise dispose of 6uch motor vehicle to aDy other persoD unless
such motor vehicle complies wirh all of the Drovisions

MOTOR VEEICI,D SAFETY 3
safe snd readv for oDelation on 1be public highwayd, snd iD complote arcord wlth
"li d;4t6";tii,*;';et forth in all'descriptive eird adveri,ising .mstier, -eod .(ii)
thatihe vehiele has been road l,ested for at le&st oae hunclred mlles atrct rouDd m
qood
" oDerstinq condition &fter having been so rcsd Lested.
;a.i "."*"" willjullv viol&tinc th-e provisions of this Act shsll, for each ruch
ofen"ul ,ipon conuictio; thereof,"be fin-ed aor more thaa $10,000, or imprisoned
for nol, m;re than one vear, or both "
Sec. 2. This Acl, shdll take effect, DiDety days after its enactmenl,.
lE.R. 883, 86tb Cod8.' r3t sess
l
rr Brl,rr ro .m6nd tlire 1r " "i"ll#j9",$lijffff;,i.Tl"""igffit"f.tho
operation or sp€edo^etars otr
Be it enacted, ba the gerlate anil House o! Repte*ntatittes oJ the -Unile.d States- of-
A;;,;;';; C;;i'; aeiembbd, That title i5 ofihc Utrited Stales Code is amended
by &ddir'{ the Iblto$ ing chapter' to read as follows:
"Suc. l. As uqFd in this chapter -
"ia) 'MrnuJacturer' means irny individual, partnership, corporriion, saBociation.-'L,,Jii'e""
iruii, or any othei form of busi-ness enterprise, or any.-branch or
oserit tltereof eneaqed in'the busiDess of msDufacturing or assembling mol,or
v'ehicles or of sellin? motor vehicles for lesele, or servioing or lioancing motor
velricles iDtended foi rcsele.
"itrj 'Uoto"
vehicle' means any motor driven or propelled vehicle' .except
airDlanes, road rollcrs, (ra,clion eoqines, power shovelS. aDcl ottrer e-qulp-rnent
r".iil" ""r"t."ctio. work aDd nol, desi

4
MOTOB YOIIICDE SATETY
, (2) Th€- term ,.motor vehicle" means any-vehicle, self-plopeUed or drawn by
11l3|i."^':"L'y1r desisned for use oD rhd hishwa# p"iicidarrvloi tlle tr"o*i_
ryjpl9o- 91- p1,.*lger3.!I9ept aDy vebicle deaigned or used for milirary fetd
IralDlltg, comDat. oI tgotrcal purpoBe!.
_(S) The term "officer or ernployee of tbe Federal GovernmeEt,, includes an
omoor or emptoyee m oI uDclcr Lhe legislative, executive, or judicial braDch of the
Governmentofihe Unit€d States, a traernlei ot oi. fjer"g"t,,' t" Coilg""..i'u n""i_
oeDr uommrss_toDer, an otticer or employee of thc goverDEent of the District of
uorumDra, and a, membe! or former me@ber of the Armed Forces of l,he UDited
8ta1e3, iDcluding the Regldar and Rese_rve components thereof, -#i;y; the Fleet Reserve,
the Fteet Marin; Corps-Reeerve, the Coasi ani C;;d;iic
""ilid puiriii
IleA$n bervtte-
, gEc. 4. Thie Act shall tske efrect on the dste of it€ enactmeot exceDt th&t tho
fitst s€ction of this Act sha,lt iske efrect one yeai ."a "io"1v aiii,i iii5" t]fu art"
of pubtical,ion of commercial stand*rds first"e;tanti.l"a uiia* ii"ii.i i'oi ti,i*
Ac!. tt such slandards as so first established are thereafter cbanged,6uch st&nd_
arda, as so changed, shall take effecr otte year ana "iri"ii aiii .'tr"i it i1"t.
publicstioa
"t
of su-ch cbanged standards.
[E R- 1846, 86rh Cons., tst s€s!.]
A BrL.L To probibtt tbs us€ b coEtusrc€ ot any motor v€hjcto ,hlcb dlrcbars€s substsnc$ h mourrs
sblcbaretouctbyrbeaurg€onGemlalotrb6PubrioEoalrbs€rvic€lob;dsft;ioust'orrjin-anreutt'
. Be it enacted. bA Il& Seflate anil Hous? o! Reptcsentat;oes ol thc bnit"d SIa es ol
Arncrica in Congrcss atscmbled, That (a) ttie Suigeon Cere"*i.f ile priirfic ii"ifii
dorv-rce (hereafter in thir Act referred to as the.,SurgeoR Ceneral"), shsll, sflpr
cotlductiDg such _reseorch_ as he may deem to be ne"cessa,ry Uut n'dt iaiei than
twelve moDttrs alt€r the date ot enactment of this Act, prescribe and Dublish in
the Federal Regisrer, sts.ndards as to the amounlr oi'!,it*ta.cir! *-hi"f-h" "orr_
$oera to b€ safe., from the- standpoint of humatr health, Ior & rnotor vehicle to
orsonaTge tDto tne ttmoElnere under lhe various eondilions under which the
vellrcles may opprate; such sta[dards shall be prescribed &nd publishpd for thos€
EuDsraD(ea on wntcn sufiicretrt scieDtihc iDformation is available lo perDit judg_
Ero,nt a^s to lhe.advers€ effect upon human health R,hich may be produced
(P, Dtanoards prescribed pu_rsuaDt to subsecrion (a) of this section may be
l9lrled
fr;om time to time by ihe Surgeon General add 6h&ll be enlarged by the
su_rgeon Ueneral from rime to time by the inclusioo of staDdards for addiiionsl
exhaust componetrts, as sdequate t€clnical injormation concerning ttreii treattU
euecta D€comea &vailabte. Suclr revised or enlarged standards shall be published
i.o the Federal Resister.
_ SEc, 2. (a) No-poreon shell use eny motor yehicle in commerce which di6cnargee
substance€ iD amouDts in exc$s of the stand&rde prescribed br- the Sur_
geon Cen^eral pursuanL to the frr9t, sectioD of this Act: prodded, That ttli'e Surgeon
Lieneral trnoa tn&t a reasooable method of coDtrolljog such discharges withit the
specified Btanderd is availa.ble.
(b) Whoever violaies thie sectioa sha[ be fined oot ore than $500. or rmpri8oned
nol, more ihan oDe year, or both
$Ec. 3. As used in thiE Act-
^
(1) The i€rm
'rcomrnerce"
me&na comrD€r@ smong the s€versl Stetes, with
foreign
'r'enitory
nations, -io any T€Fitor.v, or in the District of tolumbia, or between any
end a foreigtr Dation, or betlveen the District of Columbia and any St ate:
_ (2) The term"Territory" iircludes the Territories and poeseseio"s oithe"UDite;
llt$t€8 aDd the CommoDweslth of Puerto Rico: e,nd
(3) The term "motor vehicle', meaDs any vehicle propelled by mech&oical
power ard
-used for traosporting passengera 6! frejght fobe[her on"a fixed.track
or on a llstrwav.
.Se-c, 4. -Section 2(a) of this Act shall ta,k€ efiec! ooe year after rhe qeto on
wtrrcll sta,ndards e,re tir€t preicribed &nd published iD the Federal Reeisf€r our_
Euant, to subsection (a) of tho 6rst seol,iotr of this Act and thereafter anv-sta,od;rds
wnrcr are re!'rsed pur8usnt to subsectioo (b) of the flrst section of this Act shall
t$Eo etrect one yeer after tho date otr which they a,r€ published in the Federsl
IiOgIAlef,

MOmB VEItrCt'E SAFETY O
DEPAa'udENT ot JusrtcEt
Ollrcp or ?EB D&Pvrr Artonurr Gllrr'rr1
' * " ",tui6iriiiii,'
iid., iiw e i, i sas.
EoD. oBEN HABBts,
6iii-*i,'ciiiiuti ott lrdnrsf'otre and Forci|n Comn4ve' Et11se o! Beptue"lutitatr
Waehington, D.C.
Dran Mt. Cslr!.uaN: This is in lespona€ to your request for the view8 of the
;;;;;;l'^i i;i;; noneerninr rhc-bi[ (H.4.. 880) io require cortifcstoa of
D6;ftil;;;lGffi;-J.'i*'i'iltl'"--llt (n.f- aaol io require cortiicst€a
fiti-eee io the sale of automobilee, and for ol,her purpos€'
tTi irlti ti"'it.i .i"""ii uite is, unitea steted cdde, bv addins E trew chspte!
r-LJ;a if, unlavrful for anvone to eell, thip, trsnsport, drive, push' tqw' or proper
."iT;s tt 'ffiH'i'i;;;ffi; il ;ii,';hi; il6";,'drive, pusE, tow, or p^roper
io-u t"_oto" vehicle in commerce unleae aci6mpanied by a msnufacture! 8 certili_
i":,i" 'riiit",ii'i'-
iriii i""iin"ui" ot fiinees mGt state ii) that-the motor vebicle
;;;;n;;;; rnd ,,ccessories have been inspected and found in good workin.g
iiii aU pi"ts t"a &ccessoties have been inspected a'nd found in good workrng
order, aafe aDct roady lor opetalroD on rlre lrltlway.! &rro ur I
ii.i**i:T"qi*$Jt'";*'r*r::":lil,",liti?'oxilitil""h?,*:" n:t
all allsoecification68etforthinallcle8cnpl|veanoaovert[,r[g
spelificalions 8et forth in all "de8criPtiY".*i9 i9Y"-15L"-q
ii'""i!ij"rir-r'io l*'d roed-tested for ai%eet 1o0 miles snd fo-unq in 899q,op:llliq
;;.iii";-;il;-h;niog b"e" "o road-tested. The bill prcvideB lhet {t{9n-f
iiftiliv "i"iti;iine frovieions of -the bill would, upon conviciioD, for each auch
otiio-ed ue n"ea"not rirore thon $10,0b0 ;nd be imfrisoned for not more than 1
'E"- vegr, or both.
oi-"i"ioo" of this bill are ihs asme as tllose of the bi[ E R' 793' 86th
Concrds, on which -.LJstatea the Depsrtment submitted a reporl' to your commllf,e6
ilt?""'f'tdiz,
in'ttrat report the proposal-is believed to be an uqwr6st6d
*li,6iii"iiiil?r;"-n;pi*i*""f extengion of the Federel crimitral lows'
oi ,li iti"" ili uoible to "ecoromend enactdoot of
this "..if,iSotu"o bill.
of the Budget has sdvised thot there is no objeotion to tho oub'
xoissio! of tbis leport.
Sincerely yours'
LawaENcE E. W^r88,
D epLly Atta rn c ! G cr.cr al.
TEt SDCBDTABY oF Coxrrgacs,
Washingtatu' D,C.' MaU 6' 1569.
Eon. Oaex lllrans,
CtainonrComniaee. on lthrsl*!*.ord, Fofti7fi Comm2rcct
Hotec oJ Ha?tcsetuIaltuea, w dairfugTon' Ir.w.
bu^" fU". Cs-uru"tw: Thi6 letter iB in reply to volrl' request oJ--89b1'9ry,,:
rgisli;" iG vie*"-Ji1f,is Depertment with risirect tb H R 88l, abiu to pro\rido
for the r€gulatroB ol .oto, ,'ent","u on"tiiiirtiln[".yit * 1d"-ffii6d Statns, end for
other Purtrto6es.
Plp-ase cotrsrder tnls leiter as &tso -8s0, ln reply to your rcquest for the-views of this
D";'ffi;;;frih ;Gti; H.n-:
or
d.4. r0i-4. I R:a83, atrd tr'R 882' birg
sim-ilsr to sections 4, Il,6,and 5' rcqrcotrvelv ot tt'tl' 661'
This l)eDadment recommends "gaitt"i eai.'"t*e"t of H R' 88I and the related
billg ""ii-?. indicaied above.
figi ""1"1"" to the automoiive industry lvNle its stated purpos€s include
tli.ii iiiibiii"ii""io"'t .trictes o" ttt" hishwavs and the protectiotr of esfetv iD
iillii .'o"iuiio"itn" "ole effect would LJto *tterript detailed iegulation of scattered
udelsied *'ifti."'l ph&ses of trade prsctices within the rDduatry'
"i rtn. a8I'would require that esch hotor-vehicle in commerco
""i-ilttJmaouJ*cturer's cetrificst€ of fitDess stating that all p&rta and accessorreg
ilfi; il;";;p.;i;a and lound opeobte' .od st*tiog1hat ihe vehicle had beeu
ilJ-i"ila i"i sui -iles. This sictioo is similar to the provisions of E R' 880'
'-Tt"
"ora-t""tins --do*'ui,e", ."quire-"or, *oid-odd eppreciably to the labo-r co6ts of each
-.Ll "i[i"r".
the prime follacv ih'euch ceitificates of frt'ness- involves
iiJJ"iti"-"-ii-"i"iq"es. Tt'" "i*"urt"i"iei" wgrrants his produrt to be free fron
ii,i5;;;'i"';;;i;;;ii'ip i"a *"iLii.t"' and his inspectioi methods must be adeouaie
to support tnat warfanry. J"bJ" egree*""t with rhe manufa4t'urert the
Iiiiiri"c l[il"" "lect" tte op!"ati"-"-":i ;i-fi"il'"ln pans,.aDd roodrests the
iiiji'ii"ir"i 6"ii.itelir,"iy'toitt" prr.chxer. This is noi a sibject for legislstion
t"dffttt5
"t ".*.881 would prohibit deliverv bv an automobile Fsntrfacturer
o" "iJ'*'iii oi ii tiriii.-veiicie caitvi"g e*[rg-c&i equipment excelt upon Fritt€n
i'"lii-tti.iilrr"ri il" adiitionat eq'uip"meot bv description and price' TbtB i8 tho

6 uoron !'Drtrcr,E gAFETy
LQi$jil&""*; J"'**"r:$-ffi {*"fl{,* t.'"n,H"f""i't,:}*".:B j*f.':i
l$i"li{Htf llt:,*'-"ff ?.tg'"ilB:i#'$,ill"ff i;"."^:11T}lli.$trl;*"t
that this provision is l*ij
not neceogirv.
:df;,!"iT,l**,_.i.11,fi:,;,lllfiq;,n;ffi fi?;irfi'#:::.:"Jir';;,f;""
$$',dl*#ittft h:"u*",h;r"{:ti""i;xl[:*dt{,
:3sl .ii'"r'1""0',""ojf ,i:*1,$ll1 jJ.'l;r""1*it;;;iih;*i1;d;l:!;i;;;';i
F""x'Ji""l ,li,*;*,31'"fl.:,f,'f-T:JiTJ.T #;?,:""."ilil'#rx;?:::g",,j,T
itt ;T:"t,sTif,#ilai,1:i',ttr; f*l:;; r"*n#lliFl, * L{**l
lT,.JiIflT:,'J J*; i:"::, :: ;l; f"iff
'f
llul :ll,! t*ll-r"'.",:;;s##;";; d;
uerla' n or Lncse it.ms *"' "' ".*r,i,:lXTJ,""i
:l;X"i;" i: iililHi""h:?d",#
i!Iifil-!1T},:iSi"llf"i'"0-*'iillfr'l;" nor cusr,omariry thc proper concprn or the
igii::ffi-#:idil,::fo"1Tfr i:i:illfiiiltlfi:"r""1#$l\1"
:J&ti:!lr!'f e:i":T,"i"J'Jilt.ilH;'nlq";,ii*ll*:l*;ft "u"x_"
:lff*#,i%"'11tif,"f.:'#,$"..,i'3fff, ",T8fi:l"i?:ii"f"x
lH,ir*,*l t*"r*l
$.i!ii1+l;:i"nt"Tu:"|Jffi l',$",il*;::ru,t."S""i:"Ilfl *;"ill:rll*ir
#ili y,:Tt'ffi 3*':"T"Jf;",$::: jili", is11 ri j;rmi""u.h;lil;rh,nl
i;)I.#it",rl1"":il;..J,
or dDe;irerships upor whi"[-ti; ;;io;;i;i;iniiili.y a"p""ai
'--rr-f{i{#i3-'""'?"3,T;".3'i"'ffi{"T*i,trSl:ril*,%'"ff1;:"
f"E:i"",i"xu;"&'i",i:F"$"*1"H".*THplrtl;l:;,
ijiiit'""1*lli:ll,'ljff:15
m&nutaclurer ca,n require a dpaler, wirhoul hi6 egreement, to piy aJvertising
l?i:ft
'ff dffiy"."i :"i.*:,#,"'-n* 1t"ru.*l:;"tix'i*i3"0"offi lliTf l'f ;
etc, from the manufacturer'
rms Ba,me.prov.rsrotr rs proposed in Hl"R:16f;i.t"*
i! rs Delcveq L]rat the occurrpoces of
.the
conditioDs leading to l,his proposal
+:+j{i?!i:rffi'pfr",f}#?J3if iifl,,t:"J".x:Tt"'sgnl,li6,r":i"-*
;l$",T1?*11fl:,',j:l:,"ix"1J#l*,f,,tJft',i'"::;,flfi"T."J i;;,
ilir,Jlif ff ffi '"t',x"$ l*, ;:1*r,ltlnn*l*i:*flt *ll**ltr#:
#f,*:t"."
are now providiog a.veouea adequate io rcsolve any -problern of this
o"Y.",lil&l1,li*,1.1"11t
price-discriminat'ion
[3:11tsi,:otott
bv a ma,nuracturer
expresrry prohibt .,br.,-u ai""ooor,.f3fi:"j,*i""TTf.t::t;1"*
o6ii:"*#il*x?tll
iiffi:!11:3 Eltl'"""T fl,:".ffitfJ. T'fjf;,,1..."^'o"i,jli"o.i;lr1:i.l:'*il,;r",-"
liictory resolul ion Lhrou gh the cou ocils and eommi t te,.s re'fe"ri"cl to ut-ouel"_Vot u_"
f, f,f"?il?ff 3;i"1,%1ii""i'"'#:""Hi'#J""#31*l&,i?:"Hl$iiffi
s,l,;ffi..s';
.commerce, and in our opinion are adequately contiolled by tde i[ofri""""_fut"r""
. Section_ l3 of II.R. 881 deals with and prescribes certain cotrditions
rac.turer-dealenoI
nanu_
frnnchise agreementsl witi, ttiJ,r.at:t"i? "iii""iii" ti'""ito"ur
ifllil,1i*J"'ikd*i:ff"".tt',1iil.'mfl"""f,:,f iJrl**aHilf*is*"j,;ii.i;,i*

MOTOR VEIIICI,E SAFETY I
franchisc agreemetrts bets'een ma,nufacturers and deale.s al-e- cancelable only for
ieason" speiifi"ally contsined in agreemerrts or oontracts. lve believe conditions
within the sutomolive industry now are such thal this provision is not necessary.
ijarricularly is ic oot necessrri in view of the enact,ment oI PLlblic L&w 1026 by
ihe 84rh C6ngress, \ehinh confcrlt upon &utomobile daalers Lhe righr to-bring suitg
asainsl, auto;obile maoufacturers in the district courts of thc United St&tes by
re"ason of Iailure of a manuf:]cturer t'o eci itr good faith, in terminating, caoceling
or no! rene*ing the dealcr's francbise.
Subsections (L') and (c) of section 13 tould leqalize contracts or- &greementa
betweerr arrton.oiile man'.ifacturers and their dealers under which a dealer would
ni"" tt" ""t" and exclusive ri{ht Lo sell lhe m&rlufu,cturer's product in a specifi-ed
ceolraphical area. The Fcderal Trade Commission has pointed oul Lhat lellsla_
ii- to'|" .ni" purpose is obje(tioDAble beca.use il rvould bioadly exempl, excluqive
TeDresentation conlfacts c\'en $hefe they constittlle an inteqral part ol a monopo'
lisiic proqram or combination in reslraint o[ trLjdP The Commission has staled
ihat il d6es not favor cres.ting addiiional exernptions to the tratioDal policy.ei-
Dressed in the anlitnrsL lcqs aqainst permittill'.! coDlracfs, sgreementa' cooqotsa'
ii.tni or cor,spiracies in rest riuni of l,rade. Undou bl edly there is su bsLantial meril
to --Re::irdine the posili6n expresscd by the Federal Trade ConLmission.
subsLctions (rit ud (e) of sectioa 13, it is believed thst agleemetrts
u"aii* a"ui"-" to *ell cars {or resa,le to other franchised deolers only, would be
unduly- ""slil,;;;;;i rcstrictive in their effecL upon freedorn of compeliLion.
to ihe uofo""e,net,t provisions of H.R. 881 (secs. 14 20), it is beljeved
l,hes'e are utrduly harsh. \fany sals uhirh mi!ht constitule-viola'tioDs
*oiifdnooo*oi"ttarriiroplnrortsorcbnlraclviolritionstowhichbadfailhcould
;;-;d;.iit bo attribuied. Many such riolations michr respond to simple
sdiust,menl beiween the parties. In these circumslances, it is considered wrong.ln
iii,i.iili;ii "i""ia" seveie crimina.I penaltios for all surh violalions. It is equally
fi;;";;; i; bi""e *" nlro*"v General in the Position olleinrr required to take
i"l-ii-" i. ""l6iii 6. *dress esseitialty private sriivnnees We do not view possiblo
viol&tions under the bill as beinq on a pari!y' for example, I!ith antitrusl,rrolatlots'
and hence s€e no need for ihese unduly harsh enforcen'ent provisions
"rcmedial"
.Llneonmen'
;iihese -' provisions might nell be productive of nuisance liti?e'trorl'
Foiih""" t"r"on",'this Depanm6nt recouroinds against enac[menc of H R 88l
snd - the releted bills hereinbefore indicaled.
WJ liat e been aaviBed by the Burcau of the lludgct that it would interpose no
obiecl,ion to the submission of rhis reporl, lo your committee.
Dlncerel' Yours'
F. rI. M'ELr,ER,
Under Secretarg oJ Commerce.
Exscutr vs o** "u *#13?J;
3 [ J^x' "T " "'
Washington, D,C, April 13, 1969.
Eon, OsoN l{ernre,
Chcirman, Connitle:e otu lrrlersldle end Forcign Commerce,
H dlse of Re pr eseflleti v $,
Houae 1fr.e' Building, W.tshingLon, D.C.
I\4r DEAR MR. CH.{TRMAN: This will o,cknos4edge your requeats of Jaouary 30,
Janlrary 31, and February 3, 1959, for the views of the Bureau of the Budget on
the followins bills:
il.n. dgO,-dr"qui"" ceftificetes of fitness ia the se,le of auiomobiles, aod for oiher
DUrposes,
.'n Egl, to provide for the regulaiiotr of motor vehicl€e on the highweys of tho
United Ilnited States, Sl,ates. &nd for tor other ol,her purposes_.
purpoaes.
.-
E.R. 882. to orevent the sale of auiomobiles with unouthorized equipment, pa'rt6,
ard acieesories. snd for ol,her purposes.
T{x.. S83. to smeird title 15 of tlie United States Code with respect to the opemtion
of speedometers on mol,or vehicles, and for ot her p{rrpose8.
E.R. 1044: to prohibit coercion by automobile mxnufacl,urera in the sale of pa'rts'
aecessories, equipment, or tools, and for other purposes
ine-bep""t-"ri of eb--e"ce hos raised impbrtint objections. Lo all.of tbese
UiU-s.'Thu' Bu;"su oi ttt" euaget is in general agfeemeni with thetu viewg and
recommetrde agsiDsL the enactmeDi of thes€ bi 8.
'
siacerely you''
p,,rlr,rp s, IruGEEs,
Asei,stant Dire.tor Jor Legisl*i e Referetuce'

8 MOTOA VEIIICI.E SAFDTT
Gellnr.r, Sonv_rqps ADurNrerEATroN,
Wsshingtof\ D.C., Jure 5, 1969,
Drr.n Mn. CB^rBuaN: This is in reply to your letter of February lg. 1989requesting
the comnents of the General Scrvians AdministratioD o" "H.E: ll_on, Or,rn llernra,
ChaitaaU,Committei ot Interslote ond Foreign Commcrce, Eorrse of neprcsentalioes.
Vashinglotu, D.C.
ii4il
to require passeDger-carrying molor vehicles purchascd for use bv the Federai
covemment, to meet certain s&fetv standsrds.
^ Responsibility for
Itesponsibility for Bafety standards &pplicsble to the purchBse or operation of
covemment motor ve}|icles is beiDg erercised by Gen+sl Services Adminietm_
tion, pursua,nt to sectione 201(s) a;d 206(s) of'thp Federal properiv :01(s).^aDd 206(s). of thp Federat Properry and s,Dd AdmiDistrafivc
Serr'rces Aci of 1949. 1949, euthorizins suthorjzing thc the Administrator A.lministrArd' ;f of a1.".""1 Ceneral
s";;il; ;;;p";ii;iy ir p"."ui"i cribelolici6^and_meihods u"-iiii"r"" uno of procurFmenr &nd supply,
and standaid purcliaee speciflcatibns. Our l
pre-gcribes the accessory equipment, including satery diriiies, to tr. tur"iinea tne
.lcderal uovemment with moior vehicles purchased for iis usc. AEv furl,her
requir€ments for motor vehiele ss,fety devices would normolly become "a Our Federal Supily Service Stanaard'tid
part of
this slandard,
,
We are unable to ofrer aDy estimate ol the probable eost attributable to E.8'.
1341-
The Buresu of the Budget bss advispd that thpre is rlo objection lo the submN8ron^ot
tDlE Ieport to your committee.
Drncerery you.f'
I.BAN(r,rN I,r,o,,r,-. Arrnitu;Btrctor.
As 8d example of General Services Administration action ir the fleld of sefety
deviceB fot,motor equipmenl,, Federal Supply Standard tZ2 provides an optioi
unoer wnrcl ageDcles-reqturtng thelr use m&y order seat belt6. Wherl ordercd,
lne seat DFlt and the instrdlation lechnique musr conform to specifrc&tions estab:
lished by Ceneral Services-Admin-ietrati6tr for the use of Fedeial aScncies.
Io view of the _above, Ceneral Services Admioistration does n_ot ressrd the
proposal oposal made bv by H. R. 1341 a6 a€ necessary, Decessarv. and therefore therofore d does om not nof. fsvor far 6r c;.t en--sctment manr
of the bil.
TEE SEcREraa,y oF CoMuEacE.
Washinglon, D.C., .lube 6, i969.
Chairnan, Cornftillee on lrlktslate anil Foreiqn Commere.
House oJ ReTnesentatioee, llashinpton, D.C- -
DEAB MB. Cser*Meu: Thir is in reply to your rcquest for the views of this
DepaltmeDt )ps,rtment coAcerninc coDcerning H.R. 1341. 1341,_a-bill a-bill to reouire. require passenger-carrying nasscnser-narrvino Ssenger-caFylng h^r^r motor motof
v€nrcfeS vebic-les
,purctraSed
purchased tor for-use uae by Dy lne the -(ectpral uovernmenl lo to meet celtaiD celiain Safel,y safety
etandards.
.
Secretary of Comtr)erco
".^ting procuremert processes un-necesserilv, tdus reeult'ing in
tlJ.;1ft1tttJijf,.
The bighway safety reporr scnt to CoDgre$ pursrlent to.cclion tt7 o[ lhe
deral-Aid Higbway Act, of 1956 (8. Doc. 93, 86th Cons.. lst sess.). concluded
The bill would,require the Secrel,ary of C_ommerce to presoribe safety sl_andards
Ior veluciea purcnased or lpaaed OJ tne j, Pder8l UoverDmeDt.
-While Lhb Depa ,ment is in accord with the purposp of ttte bill, the promohiotr
ol hrgh\&ay nrgn\eay Eatcty, Batciyr it, rt would woulcl not favor tavor the lhe enactment enactment, of the bill.
The Genersl Services Administration, with certain e\ceptioDs, presentiy ac-
quires ires all passenger-carryitrg passenger-carrying vehicles for the use of the Federai Government.
'Government.
Hotr. OREN H^BErs,
It would Eeem^that, the. purpo€e of this bill could be accomplished through pro-
curement Bpecitications specificslioDs iasued issueA by-that by that a,gency- a,gency et ac the time lime of tdvertisiDg for motor
vehicles. The impositioE of additioDal 6(a,nd:lrds bv tbe Sr
Tederal- .!-ederaFAid Highwsy Act, of 1956 (H. Doc. 93, 86th Cong., lst sess.), concluded
that lnaE the tne aclva,ncemeDt
adva,ncemeDt of ot safety sa,lety in In vehicle vehlcle design and equipmeul, Bes Bas a responai-
responai_
bility noL of any one levcl of the Covernment but of indus-trv indus-r ry as sell. setl. Fu;i,herFu;thermore,
it, ha,a haa beetr found th6t &s to €ome aspects of vehicle design relating to highway
safett, there is at present no accFpted or pracrical basis f6r standaidizati;n,
An Interdepertmental :al Eighway tlighway- Safel,y SafelJ Board tsos,-rd as proposed jn the rpport, could
promote
-as
iniensified work on safetv slrandr.rds fo.;pvi.cr ^h neAtrnc;F vahi.rd
E.R. 1341.
proposed jn the rppori could
worE on aately ataDctarcts for clences on passenger vehiclea
acquhed by the Government.
_{o! lhg above reasons, this Depsrtment would oot favor th€ enactment of

lf,OTON VDECI.D AAFDT I
We hsve be€u advised by the Bu.€ou of the Budget thet it would iBtorpose Do
objectioo to the submiasion of l,his report to your committee.
Sincerely your8,
F. H. MsDr,r,f,r-,
Urlder Secrelary ol Corfimtce-
Xxecurrvo Orrlce or. lnp ?nrsrosNr.
BuRD,rv oa rro Buicnr,
lvaehingtor., D.C,, June 3, 1969.
Ho! , OBoN II.{BBI8,
Chtirman, Commitlec on I nleftlale ond Foreign Commerz,
HotAe of Repft&nldt;oes, House Offre Bviwhg, Washingtor., D.C,
My DEAB, Mn. Cs-urar,l:v: This is in respoDse to your letter of Fcbrua.y 18,
1969, requestiDg & report on H.R. 1341, a bill to require ps,Bsengor-carrying Dotor
vehjclc8 purchaaed for use by the Federal Governmeot, to meel certaitr Bsfety
atandards.
This bill would require the Secretary of Commerce to pre8cribe Esfety staDdards
for vehicleg purchaeed or leased bv the Federal Government.
We ere in-accord with the obiectives ot H.R, 1341 but believe thsl, Euch objeotive8
are beioq and will continue to be BubstaDtielly stta,ined through the purchsso
of commercialilv produced vehicles and through the efrorts of the GeDeral Serviceg
Administration' ih specifi'ing such sdditionsi safety devices as deemed required
throuch its Federaf Standard 122. This Federal stsndard, which covers both
paesei'ger-corrying b€hicles snd light truck8, was coordinsted with all Federsl
acetrcres -Tao oelore lSsu&nce.
DeDartmeni of Commerce end the General Services Administration ara
roportioq o-n H.R. 1341 snd tbe viewpoiDt,e contained in their reports sle coDcuFed
in'bv thd Bureau of the Budget. A leitet from the Department of DefeDse to tbo
Bwisu of the Budgot expressiog its viewpoint is enclosed as A matter of
iDformotion.
sitrcerely yo'rs'
pnrr.r,re s. Eucnou,
Asai.slant Director Jor Legislatiw Ref.re4ce.
DDP BT![Eltr oF TIlt Aniat,
W aohin1tor.' D.C-
Hou. Mlunrco H. Srr,ve,
Director, Bureau o! the Budgel.
Do,rt Mn. sr,rrs: Reference is made to your request to the Secrecsty of De.
fenre for the viewB of the Department of Defense with respect to H:R. 1341,
86th CoDcress, s, biII to require passenger-canyiDg motor vehiclns purcba€od for
ule bv tha Fedeml CoverDmeni to meet certsiD safety staDdards. Tho Seeretsry
of D;fensc has delegated to tbe D€partmenl, of the Army the respoNibility for
erDlessin4 tbe views of tho Depertment of Defeose thereotr.
h.R. i341, if enscted, vould roquire sll passenger-carryitrg motor vehicles
aaouired by looee, purchase, or otberwise, for use by the l;ederal Governmenl to
be'equipped $ith such safety devic€s as may be required by the Secret8ry of
Commei;e to conform with standards to be prtscribed by him.
At the Dresent time the requirernents foi safet-v devices are set out in th€
various Stdte motor vehicle codes, which for tbe mo6t part coaform to tbe Unifort{
Vihiote Code developed by the National Committea oo Uniform Traffic Lace
ond Ordinances. There is accordingly little v&riation among the rcquirementg
of the valious Ststes
I\{aior ma.nufecturc.a of commerci&l motor Yehicles adhere to the requirementa
of tbd Uriform Code with respect to safety devices and equip their vehicles
eccoidinslv. Since the Depar-tment, of Deiense utilizes standard commerc,al
vehicles ior its administrative motor requitements it is seldom necessaly io
reDlsce installed ssfety devices or io install additional equipmeEl in order to
m;ct State requirements. Inasmuch as ssfet! requirements are for lbe rrort
Dart uniform, and since compliance can bc accomplished loc&lly where variatiorrs
ho exist, theie appears lo bb no juotification for the enactment of a law wl i"\
doee - nod spccify minimum safety s&sod&rds.
io uie-bf tde fo"egoiBg, the i)eportment of the Army on behalf of the l)epr"1mellt
of Defense does not favor Lhe enactment of H.R. l34l '

10
AUl|bB TESICIJE SA}'ETf
The fiscal efiect of H,R. 1341 cannot be estimaied,
This repori has been coordinated ll'itNll the Department, of Defense in accordance
with procedures prescribed by the Secretary of Defense.
Sincercly your€,
IITLDEB IU. BRUcTEE,
Se.retar! ol thc ArmU.
x'cu'v' orFIcE oF,iff .fT;ftdY;.,'.
Washinglon, D.C.t Jullj 8, 1959,
flon. OREN H-lRRls,
Cha mdrL. Committec on Intbrstote dnil Foreiatu Commercc,
Hmtae 'lf of hepresentatiues, Ilot4ae Ofice Builcliig,
a\hington, D.C,
Mr Dr,rn NIe. CHernM,{N: This is in reply to your committee's requests for'
vie*s of the Bur.eau of the Budget dated FebNary 5, 1959, on tx'o legislative
propossls: H.R. 1297, s bill to prohibit the manufacture, sale, or use in commerce
6f any moror vphiclp which disi'hsrges unbumed hydrccarhons snd oiher nonious
gases-in amoutrts dongerous to hurian he&lth, snd H,R. 1346, a bill to prohibit
ihe use in commerce of any motor vehicle which discharges substances in amounts
which are found by the Surgeon General of the Public Health Selvice to be dargeroua
to human heslih.
These sinil&r bills xrould authorize the Surgeon General to promulgste s,nd rcvis€
standards for rnaximum a,mounts of motor vehicle wastes to be discharsed
into th€ a,tmosphere, \dould make unlslr'ful the use of vehicles discharying subctsne€s
in excess of Buch standards, and $ould Drovide a oenalty for violat,ion,
The principal differences arc: H.R. 1297 spec'fips that slR;dardi\!ould 6rst be
Dubliihed iir ihe trbdera,l Register 6 mortbB after cnactment of ihe bill and makes
ieference to the carcilogenic Dature of motor vehicle exhaust; I{.R. 1346 pre-
Ecribes that staDdalds would first be published 1 year after etrectment of the bill,
that st&-dardB need be devised onlv for ihose substances oD which sufficient
informstion is evailable, that sta+dards Nould be developed for vehicles under
vrrious operrting conditiqss, and tha,t'use of vehieles discharging ifi excess of
the limitation rvould be unlawful only if a rcasonable method of contrclling the
diBcb$ses is evsilsble.
Theee proposals would necessitBte the crestion of a Federal organization to
insp€ct e;d -enforce motor vohicle g&fety unde! the BiandardE which would be
dedned I'y ihe Surgeon General. Such inspection end enforcement sre iraditioarlly
utrder Stato and local judsdiction and are maitela in yhich the tr'edelal
Covernment most suitably rendeE advice and technical assistance.
In r€porting on theae messurea the Department of HeBlth, Xducetion, strd
Welfare Doirts out thrt at the Dresent time a suffcient smoutrt of Bcientific infomatioi
to esisblish standerdiJ for substances emitted from motor vehicle€ is
not evaileble, that such information could not be obteined beforc the date prcrcribed
in H.R. 1297, and thatr difiering atmospheric conditions in various partg
of tho coutrtry nrake inappopriate the;stablishmcnl, of uniform nal,ionat sfandards
under Feder&l etstute. Nor is commercial Droduction of suiiable control
devicee yet prscticable. The Depe$ment of Odmmerce l&ises the additional
. irrobl€m of etrfor@meEt of the proposed standsrds. Federsl reguhtion and inepection
of the Nstion's oumer6us-motor vehicles would be boih dificuli aDd
e*gqry]Ylr.
'l
his lJurPau concurs in the conclusioos reached bv ihe DeDartmonts of Commerce
alld Heelth, Educaiion, and Welfarc snd j6ins theni in recommendiDg
.eainst - enactment of these bills,
Sincerely yours,
PErLrrP S. HucEEb.
Assistdnt Dire.lor lor Legislat;tu Re|e;ence.

MOTOn VETUCLE SAtr'Efr II
Tsr Srcnrrany oF ConulRcr.
washington' D C'' July 10' 1969'
Hon. ,REN HARRrs,
Chairman, Cornnille? on Intprslatc alld Foreign Commerce,
House of R?prcscntaliues, Washing{on, D.C.
DEAR [It. CrrArnuetr: ThiB letter is in reDly to your lecent request for the
vi€ws of this Depa ,ment with respect to H.R. 1297;rnd H.R. 1346; similar billg
rda,ting to ihe use of motor vehicles which discharge unburned hydrocarbone
and ol her noxious qsses in amounts danqerous to humln health.
The bills would auihorize the Sureeon General to conduct resegrch involvinc
fumes discharged by motor vehicle'exhausls, to dFl,crmine t,he efrect of thes6
fumes on hum-an health, and to promulgate si&ndsrds based on thi8 resesrch as
to the tmount of such fumes {'hiih may be discbarged from motor vehicles.
The Depanment recommonds ugainst the cnacl,m.'nl of these bills.
Tmdjtionelly, the reguletion snd inspection of vehicles has been within the
iurisdiction of the States. Estimates for 1958 indicaie that, therc ale in the
UDited States approximately 68 million registeted vehicles of a,ll types. Enforcement
of the proposed standards by the Feder&l Government, therefore, would
be a difficult and e\pensive und.rla,king.
The time limits available for research which norrld be imposcd by the two bills
are believed to be impractical. H.R. 1297 provides a 6-month aud H.R. 1346
provides a l2-month Deriod. &fter the dete of enactment. n'irlin wlicl the staDdirrds
would be issued. Althouqh met,hods exist for deierminins the omouni of
unburned hydrocarbons discharAed, they are neither quick Dor simple. Furtherrrore,
the amounts discharged vary with the speed and mechs,nical condiiion of
ihe vehicle. It would appe&r that standards issued within either of the prescribed
times would not be based on full and adequatu res€rarch. Available iniormetion
indicsies that considera,ble expenditures snd.'trorts h&ve been made by official
sgencies and industry but thal, atr enlirely fF&Fihle solrtion has not been reached
oi a reasooable method of control. Exliaust filtem or ot,her devices prescribed
for mandatory installotion bssed on iladequat+ rosr'srch would be af timit€d
efrectiveness and subject to becoming obsolete rs Deri devices, based on continuing
reeesrcb, are developcd.
In conneotion with the foregoing, it is observed that Bection 2(o) of II.R. 1346
provides tha,t the sta,ndards would be enlorced only if the Surgeon General finda
that I reasonable method of controlling exh&ust discharges is available.
The Droblem is s€rious. in some &r€os at least. but the pres€nt resesrch and
development efiofts, lergely in the hsDde of iDdustry, need underutanding essistonce
olrd inierpretstion by the governmental authorities most concerned before
Bstisfsctotv resulations can be desiened. The Federal Government should cooperate,
ad neeled, with the sutomo-tive engineers, with Sta,te motor vehicle alld
h;slth 6uthotil,ies. and other aDDroDriate fersons on the broad asDects of tho
problem, but enfoicement beyonri that provided b.v the Stete and ldcal iurisdiotions
cannot be rcedily iustified, since the Bafety phase of the motor vehiclo exhsust
Droblem is hishlv localized.
For ihese reasonsihii DeDsrt,ment recommends as&inst ena,ciment ofthese bills,
We have been advised bt the Bureau of the Budget thet it would itrte4)ose no
objectjon to r,ubmissioD of l,his report to your committ€e.
olncerety yours,
Fnool:ercx M. MuELr,xR,
Ading Seoeld?g of Conmercc.
DtpaBTrdENT o! HEAtrB. EDL_carIoN. ,tro WElrrno,
Waehinglan, JuIy 13, 1969.
Hon, OBEN IIABRTs,
Chairman, Cornniaee on Intc"srala and Foreign Commerce, House oI Represerttaril&ti
Wasiington, D.C.
Doln Mn. CHATRMAN: This letter is in response to your request of February 5,
1959, for a report on H,R. 1297 s biU "To prohibit th€ manufacture, sa.le, oI u8e
in commerce of any motor vehicle x'bich discharges unburned hydrocarhons and
other noxious gasei in amountn dangerous to hrrman health," and H.Il. 1346, s
bill "To prohibit the use in eommelce of &ny motor vehicle \ hich dischargea
substances in amounts *'hich are found by the Surqeon ' General of the Public
Ileelth Service to be daBqerous io human liealth.
the bill, Il.R. 1297, rould require the Surgeon General of the Public Eealth
Service to prescribe and publish in the Federel Register, not later than 6 Eonths

72 MOTON VEEICIJE SAFETY
sfter the date of enactmeDt, of the Bct, standards as to the emounts of unburned
hydocsrboDs alEd,other Doxioua gaees which *re s3,fe, florn the Biandpobt of
human healih (with palticulsr rejerence to ihe carcinoAenic nature of u_nburned
hydrocarbons s,nd other gas€-q) for a motor vehicle to discharge into the
&lmosDneae.
It would provids crimiDal penalties, efrective I year from l,he pubUcation of
atatrdaxds, for the msnufscLure for sale, lhe ssle, lhe offering for sirle, tbe use iI|
commcrce, or Lhe importation into the United Stotes of any -motor vehicle which
di8charges unburned hydrocarbons or other noxious ga8es in amoLrDta in exceas
of such"stsndords.
Rege.sreh exp€{s who sle now yiorking on this problem in this Departmenf,
adviae ths,t the scientifrc informaiion requief, io justify a,nd furnish the quantitetive
basi6 for the establishment of he&lth proiection Fiandsrds for uilburned
hydrocarbons and noxious gases irl motor vehicle exhaust€ is not now sv&i]ible
ard euch knowledg€ could not be developed realistioally within ihe period speoified
iE the bill.
Du-riDg the receEl Nstional Conference on Air Pollution held in Washinston.
D.C,, on Novomber t8-20, 1958, it was report€d tbat more needs to be kiiowriL
about the individual componeDts of exhau6t emission8 and the m€teorological
fssto$ shich govern the formation of reaction products. Sstjsfactory -and
proctics.ble Bethods of reduciBg this pollution havc yet to be developed. In thie
connection, .it was repo*ed in Jaauary of 1959 at, the annu&l meeting of the
Society of Automotive E[giD€ers th&t certain experime[tal exhaust nreaiment
devices havc- shown promi8e under test conditions. These rFporl,s also pointed
up Berious shortcomiDgs and complicalions that will require much adaiUonal
s[udy, testing and development before any of the devices cou]d be msde Drnctiosble
and depcndable enough for commercial production and n'ide aopljcation.
Tbe Public Heallh Service has fu her infbrmed me r,ha{, carcinbienicity for
gome animals has bcen demon6trated in certsiD high boiliDg fractions ofpetroleum,
that sirborne hydro€srbons have been shown to-have caicinogenic prbperties ii
soue laboralory anjmals, ihsi kDoltrn carcinogenic substances ole being ineasured
il) p&rlicul&tes collFcted fmm the _open atmosphere in Feveral American cities,
and that tumors have been caused by exposure of labomtory aDimaLs to auiomottile
exhausts. Further studies will hsve to rre made, however. befor€ these and
other data can be projected for appreisal of the hszerd to human beiass. ftr
sddition to corcinogenic coBsiderstions, there are other potential health ha,zards
qssociated with substatrces in automobile exhau8t to .l,rhich further intensive
al,teEtjon will h&ve to bP giveo.
R€search on these subiects is being supported by this Department and oiher
organizatione, In addition, thi6 .Depart ment as well as comrnercial arrd other
sg_eDcies, has inte-nsifred, support of resea,rch aiEed at the elimlbation, or major
reduciion of, unburned hydroca,rbons snd other mat€riels in motbr v€hible
exhaus[s.
- ID summary, there is not nirv€,vailable the seieqiific kqowledge needed to carry
out the FpFcified purposes of ILR. 1297,
The biil, H.R. 1346, would require the Surgeon General of the public Health
Service to prescribe and publish in the Federal Register, Dot later thon 12 mo[ths
after the da,te of etractm€nt of ihe act, standalds as to th€
'which
&moutrt of subsiances
he cotrsiders safe, from the st&ndpoint of human health, for a Eotor vehicle
to discharge to ihe atmosphere. Such standards would, hbwever. b.&v€ to be
established only for those substarces on whi,jh sufncie[t scientific information is
avsilable to permit iudgmenl a,s to aC+€r6€ pffects upoD human health.
Provision is also made for the re\rision of these standaJds bv tbe Sureeon
Gen€ral aEd th€ir €nl&rgement, by the inclusion of staDda,rd8 for sdditional exhheFt
components.aB- adequate techrdeal information cotrcerning their health effecis
becomes svsrl&ble.
..Sectio:rs 2 and 3 provide for crimiual penslti,es for using in commerce amoDg the
Bever&l Siates, in the Tenitories or Districi of Columbia. or in commerce iith
foreign nations. a motor vehicle \Ihich disctsrgeR substsnces ir smounts in ex.ess
. of such staldards, provided the SurgeoD (.eneral found ihere $'as av&ilable a
teasonable method of coDtrolling such disclLa"ges. Section 4 contains de.finitrions
of terms used in the bill and fixeg the efreciive llrttrs of the verious Drovisions oJ the
brll-
The lim-irations of existing technicsl kno$t,.dge, indicaled previously in regard
to HrR. I2gi.^are a.lso applicable to this bill. Iloi,ever, H.R. t346 would req"uir
the Surgeon Cenerel to prescribe sta,ndards oolr for those subst€ncee on which
aufficient scienli6c itrforma,tion is availsble tD permia judFment. and would permit
the Surgeon Gelrerel to rcvise and enlarge s rCh standard=e as additiotra.l ad;quate

MOTOR VEEI0I/E SA!'ETT l3
ieohnical data became svsilsble. Theee provisiooo of H R' 1346' therefore' ere
t€chnically *-w;8i,1" fea€iblo of ult'imat€ accomt|lrahmeDl'
ro doubt8 as to the ultima6 desirsbility of devetopiDg and publisbirg
*""&"?" o" l"it"tis rclating to "ol""ott"iiont of vorious c'ntaminatrta in the
ili-"*-:tti""irti,ii, iDcluding -thoee derived from the exbsust€. of motor vehicle€'
5fiii ffiil;lii;'; J.i-t"-ti" 8.. "oo""*"4 bssicallv with conditioDs .in.
the ambient
stmo8Dhere sDd are, ot "ou*", ""4*d to tbe n;eteorologicsl conditioDs and the
ili;;;fi1i ;;i"t6hal contriburiono, both of.-which varv srcatlv frcm place t'o
'"?tauii"hment,
iiiili'-rrti'
therefor6, oi unitotm etaldaide uirder a Federal
itaiutc doee Doi appesr op-propriate to the !eed8 -at. the preaeDl rlEe'
Witb record to ltre rcguralory re&tu-r€s of l'his bill, the preponderaoce of air
"orili"ioJf,"i:li""it it tli"ij-iii"if st t " i8 intrestat€ in charrioter' snd the cotrirol
fiti"'i"fiii""i" "^aller portions of ihe oue"all problems whioh could. be.reached
ir "rii"i.i'
*o,fffi;i["t'lqqd: i"i'ltrittion rdlating to int€rstate co-mmerce would- not, in itaelf' be
;d*iil;
th: p;actical totslitv^ of oir pollution problems ia
iu"""ptiff" to legal coDtrol !y oncisl .gencie8 of Si8t€ stra local Soverumenta
fi!]ilt""*io.". iro-"ot' fsvor th; impo;it6; of Federel Iegsl cotrtrols as proposed in
tnil llrl"wii iie in full agreemeit with the congressi6nsl declaration-of-polic-I"
ffi",iiiirrtit ri'it'. aci oriutv 14,- 1955 (42 U gc.. 1857), on aatr "To prcvide
#i."u sid 6h.ioal a€sistsn;o rdlatinx io air pollutioa coDclolJ' th'ai the. priiffi'.;pffifiiftyi-in-"-i,."t*t
of oii pollution is 0hat of the st&t€s and local
tovernmenta.
""iiiiii-tG'p"""""t
c,ircumatances, we believe thal' l'he Fedoral eFort i.o this field
cao_ Le most iee tit e by.reeearch eDd t€chnical assistance- leading to l'be development
of ststrdards o! crltarr& o, "|r qoality appropriate for u€e iD Slata or locsl
;;fti';:'*il;. rn this connectioi tJrJ"nefr' foi euch etanda,rda or criteria haa
t#Jili'il-irzliiliv &n oiganizatiooe ar ihe American Publio Hoslth AssociatioD'
ifJ-esiic-iauo" oi Sta,te ond Terrib;isl Eeslth Offcers, the Confet'eace.of Rtate
nr'ffi T"-ffi C,l*"^rr"*$"r'6"xq1.t"i"qiii;.135
has been swa,re ot lnls Deeo snq' uoier eiiating autnorizaliotrs, i8 carryinS-on end
iGp*iioc *6;k-."ftting to the itevelopment oi etandards or criteria for sllowable
iiiiJ.ili?i""" "idtafiinents io tbe tiir' In addition, we believe that eDcour&sement
and sssist&trce to srsra ano-local agenciee in tie. develolmlnt
-of needed
"oiiiof i*odiit .ould be morc enLctive fhon the enactmetrt of Federal control
l€cirlatiotr.
'of-fuiii.i",""eaua
!"deral. aationin t-hjo-fieU,!J*^1",1*Pfi:1*1".9 $1.SJtf;
u#"#i#-s""iE'-iiii,;;;A;i;;hd;-;"'9,;9^*:qy;1iy"i:'lt"*S,1*"i
iliirX"*lifiJ"-""'&'""tJiii,"'f"iti;A-"'ii*t" i; th; open- atFolphere- T-h::"9-1ii99T
,H#iii#l.t,};ffi ;;;1? 5iil-;"d-l*'t- governmene ond'other' or88ni'stions
ffii-pirr-fr""'8f"ft[-Sirvice is '- --'--" atread.v coopeloting witll heolth authorit'ie6 in one
Sti"t lEtip"cl; proiect aimed 8t th-e ae'jetonme""t
a"u'etopte"nt "t of st'11q.*":l:,Tll:.lt1"
st'andsrda of oir quality fgi for
Stst4 iE s specisl proiect almed at ttr6
the ambient atmoapnene ano ,.rr o,towoble 'concetrtra('iotls of coot&miDaots in
automobitro exhousts. srnce tae Durg;; Gnerel already has the Authority-Deeded
i^l'---^il^+ii- ffl'r.h.. lericlation fot tD-8 purpose does Dot tppesr nec€aa&fy'-
iiii,'u ilriii]", it*n* k{ietatiotr f-or tbic ourDose doea not oppesr Dec€aa&rv'
tor Buoh actiol, further
Ii-e-;mi&.yj we regerd- tne regr a6ry ieat'ures of these bille as.undesL'b1e'
sad d believo the provt8rona Provisions c( concerruDg ond a"vaopnuot of tecllnical data &nd the
dissemio&tiotr ,iseminatiotr of iof information ormation t'bereoB are utrnecce8saly'
We, therefore,-rgcomrnenc
ffiilit'"1tr1"",i -"i"ii**ii,.ii is'i;l J'*i'*"t of thi preeent bills .. ,
+;: b";;;;? til-diild"i *E"iio tu"t it perceiv€s nb objection t'o the gubmi8-
rion of thie report to your coEmitt€e'
' SiDcerely Yours'
AnrEua S, Fr,E MrNc, S?ct?rolg'
It{r. Rosonts. To understand the magnitude of tbe prcblem fs'cing
.^ -^.; 'r,-..;."^"^ Tf *n airolane had
r.l'i; ;';;iu';;iJt'i: t" 'l"a r,[" n"fipup"'"' If rn airplane had
;::J.i;tiiY.. onlv hnlf the oeonle wno l.jst t'heir lives during the
ii;ilJ iliii";;iv h"all the People who' lo-si t'heiT liYes
T'^,,.+1, nf -L'lv wcckcnd the Ca,Ditol would be rlnglog ringing wI
i'frr'ril 'r""r'"I,il #iiii? i"?r.".,i^ tn" C"-pii't wo-uld.be with demands
ri"""t'r!,*i-oii.-'-wu ]oouth ]* .t ld t"h,ql sohet-hing could and
;L"il ""it;;;;;"1 t" donE to "top this appallilg loss of life'
ios"-"'f tif" ;i'' uEn?uv accident-s is.appalling' In
uaaiiion, *" ttu"e tbe l,housands ivho ir're seriously injured',many^ot
;;;;";'ili'#^;.ipT;tb4 i;; rf"' L"t -u" noi forsei the appalling cost'
of energency hoi$ital caro, mucb of it provided at',,publrc expeosc'
flnn't forset tbe Droperl,v ro"" A""othiog to Arthur W' Bartm'
S"l","i*!:rl;:1lllffi i''TI""'ill'5il;iy#.fJl'fr .
*3??e-5C.--2

14 Moron, vErrrcrJE srrx'ETr'
writing in ihe Saturday Evening Post for June 9, 1959, rrour *nnual
brll lbr auto accidents is now between $5 a.nd g7 billion-,, fnsurance
lates are going up every year and no one can see the end.
In spite of this, I regret to ssy that, there is a certain air of indifierence,
a'so what" attitude on the part of many who should be
concerned.
^ Since 1956, members of the Commitiee on fnterstate and troreign
Comrlerce have he-en trying to get something done aborrt this tenib-le
toll of in iurv and slaushter and this
we have -a [oll ot iDjurv and slaughter B,nd tbis sloggel'inE proocriv loss. r.
we have a ccornplished'somet
.I hope
c-cornplished..somet hins hing b' by wafing uf ttri prib)ic aand
those
il places of r esponsibilitv.
Still..I find.that there"js Loo mrch reliance on some magic formula,
some gimmick, some sJogan.
.We can rot.do tbis job'with a few
srog&lts,, s ornlng_us rrom rear bumpers o_t srgns posted eloDg sLrects
a.nd .htgnrvo,ys.., tror s-oDc. rL would seem tba,t the magic formula is go
eliminate speedir-g. Now,. driving too fast, for trafficlonditio"* i" tt "
cause c&use of many fatB,l acnidents, but if rqe could prevent all such
accidents, we *ould still be a lo"g,y+y from a solutioir to our problem.
fn In fact,. fact,, at, the YerY Yery stari w€ would be unable unablo to eqrAA agrce rtn on u-h""..^ uhere (o "^' set
the speed limit.
We. are doing something about law enforcement. We are doing
something about the drunk drivor. We are doirg sometbins aboul
getl,ing un6t and untrained drivers ofi the road"s. We ari doine
something about getting unsafe vehicles off the hiqttways. Wo arE
trot doing cnougb, oI course, but progress is being mide. -
. l{anyof those who hq,ve given thougbt to t his -proble m believe there
ls one otber &re& tnal Should recerve grester attenl,ion. .
We nbed safer vehicles. In these-hearings, we hope to find out
what can and should be done in this field. Ii iviatiori, we insist noi
only that r-e have well trained and licensed pilots, but we insisi thei
planes meet rigid Federal safety standards. -
Tho purpose of my bill, H.R. 1341, is to put safer automobiles on
the higbways. Ii would have tle Federal Gbvernment take tho load
by requiring Lhat motor vehicles bought by l,ho Federal Government
be equipped wiLh reasonable safety devicoil. Promol,ine the oroduction
and operation of sefer qro.tor vehicles.i: a field ln which tho
lt edFra,l LioverDmenl, h&E & defini[e rosponsibility.
If safer tr,utomobiles can be built-and I thilik wo ell acre€ thev
can-lhe Federal Oovernmenl, should-be huying tbem not"only fo'r
6he.prolectio.n of Fedcral employees but foi tf,e protection oi the
pubLlc -$hrch p&ys tho Laxes to buy Lheso automobiles.
We have a number of very welJ iLlformed wihesses on our schedule
and I shall not go into more detail regarding tho legislation we have
Derore us-
Our firsi witness this morning.will bo our colleaguo, Congressman
lvlulter, the sponsor of one of the bitls.
- -W" yill beir fronl the sponsors of the bills first. I beliove Mr.
Multer re here to m&k€ a statemenl.
You may proceed with your sta,tement.

' li{oroR vs@iE sArErr 15
STATEIIIEI{T OF f,Orf. ABRASAM J. I[U',TER, A NE?RESEIITATTVE
IN CONGBHIS FNOII Tf,E STATE OT NEW YOBT
Mr. Mulrnn. Thank you, NIr. Chairmm
May I at the outset tlian[ you lor t]re opportunity of being invited
here to exprcss my vre\'ts on tbIS lmport&nt logrstauoo you 8re conside,rinc.
At the iame time I want io take a moment to commend
ile a;iiinEuisUea chairman and his distinguished colleagues on this
srrbcommiitee for their continuous and continual a,ttention to this
"*iv i^p"rtaot subject of allempting lo makc our lrighways sale and
o" i. ttni"""u,-v coincidcnce of that, to tr]' to make autorhobiles sale
and to makc-automobile drivers do thcir sharc as well as the a'utomobile
- manufacturers, in improving the sufety of our highways'
1t lt i" asreeable to the cliairman, I u'ill submit my formal st'at'ements
for tLe record in support' of H.R.880 and H.R.883, and ask
that thcv be made a part' o{ the record.
I will briefly sumniarize them for the committ('e. I think thai in
i,hat ---l{.- wsy \(e c&n strve some lime.
iiout*"s. lvithout object'ion, ihose st&tements will be filed for
the - record.
(Mr. Multer's stit'ement in support of H'R. 880 is as follows:)
IUr. Chairman and members of the cornmittee, I appreci-at-e Lbe-op^p^o^riunity
"tr;;d;d -'-ilt" i;-;" to submit to you my views in support of-my bill, H'R 880'
utiii" ittt""auced req'uires i certifrcate or-ntness bj' the matufacturer of
sny motor vehicle which is shipped, sold, transportcd, et cetera'.1n. commerce-
Suifr ""itlt"rl" "f n|,!es8 must ritirte ttrat (l ) the molor vehicle aDd all pa'rts and
acccsqorine have be€n jnspectpd and found in Sood workinF ordPr, 69te aDd ready
i;;;p";;ii,"" on the publi'c highways and iD co;Vlere maota.with all.a-pecificationg
ii rilloiitiln all dcs'criptive -and advertisiDg mdtter, and (2) the vPhicle has been
-u,i-t"ii"d -lti."i"i io. *t l"u"f too miles and fouid in good opersting condil'ion after
'fhe
ti""" * "o"a-te;ted. bill prescribes a-fine ofnot more thsn $10'0OO'
ii. iri,F.i"""t"-i f"; not more than I lear or both. The act shall lake efrect 90
davs -_ii after enactment.
ttl. uitt ie enacted into law, it thould prevent "lemone" from Sgtting into
the hands of cuBtomers You, genl,lemen, 4re familiar wjth f.he ulstrtct oI
6oiu'niui" "r"" io whictr o dissaiiified custo;ner painted lemons all over hi3 new
"",it-"i-JUif" l"a a"ove it through the stre€ts of -WashLington.
- This. i6- not good
Li"tG-"iitij-"", the car dealir, or for the manufacturier. It is, indeed, poor
Dublic '-i." -rJiitja"""tunO
reletioDe.
the lsw in the District of Columbia as it $ands tod&y, tbcre
is Dotbins to prevent & dissa,tjsfied customer flom painting "lemons" oD a nFw
lL].:iit'iti" id"" itti, "ui dealer eued for an injunction unier s DiEtrict of coiililii'i.ih"
;;c'd;iion protrioitioe lhe Fsio(ine of articlcs on automobileB' on
ii-pi.ii tt "-ir;mi ."guiation was doilared' uocon*itutional on tbe grounds thot it
;'r:;:;"i;;;;"f of free speech. It is hoped thst such-dissatisfaction bv all
concerned --th1l-'.i,q,iii"i:nurt wo-uld be obvisted bv t,he enactmcnl of this bill
tt at the vehicle be road-tested for 100 miles assures that the
o"friiL'"'l-fi-iu i" e"od oper&ting condition when it is sold to the cu-stomer' The
riirliotuo."dri""i tfr"t all'parls bE inspccled, includin-g vital pa116 such as the trnnsmission.
qteering geat, Pt cetcra. Eje all h;vP herrd of thde fantastic cuFes Iihere
ih,;;;;;'ri;;;;; frrJcome off jn the handF of thp op.rflror, or the motor has lil'erallv
ai.ii"-d-Jii.i t t " car or a defecl ive n heel hes iollapsed as in the case of Mac-
Ph,ition -'i"oi'tte" v. Buick Motot Cd. (lll N.E. 1050 (1016)).
import""t sspect;f this legislation is the te-quirement that the motor
veifit" a"a iti constitue;t ports he iri complcte {ccord wit'h ell specifcatjons aa
"Ji6"tnl" rii ao"tiptive and edvertisinE{ riratter. Therc js -t'*s
no dortbt that some
;;;;ti"i;; eond b"yona "mere puffrng" and does not tuulv repre€ent the
ptlfl"ot".
tiitout savina tlat this Lill is in the Ptrblic interest lt is also in lhe
intere"st of thF manufaciurers, lhe crr dealers. trnd car purchasers.

16 MoroB yrurcrJE sAFETr'
A -Eomewhat. analogous situation may be pointed out in the cerliflcete of airworthin€€s
required by the Ci!'il Aerotr&utics Authority before a plane will be
&llowed to to,ke to the $ir.
. It- iE true rhat- speci&l provision is made for tbe requirod inspections, and that
airplatres h"ave not yet reached the-volume outpu! of motor veliicles. But motor
veiicl$, of prcsent power, are still a dangeroua instrumcnt&lit-v, and some more
effective measures must he found to insure tltat mechanically, at leasr, Lhe likelibood
of danser from inhereDt defects is reduced to the minimum. jviy bill is a
steD in thet Aircction.
Clearly my bil $iU, iI enact€d, help to pr€vent autoEobile aocidents due to
defective car6 and pa.rta. I-t will _protect -the public from phJ'sic&l injury instp&d
or IorcLDg Lnem to se€k rrec!.reas through tegal process by tort BctioD for money
competrsaiion. No amount of money carr ever compensate for a maimed humair
body or for the deei,h of o loved onc.
Thk bill will iake the doctrine of ca,veat emptor-let the buyer beware-out
of Dew car sales, In other words, if aD unforl,un;rte new car buydr now Derchance
dr&ws a "lernon," the &ttitude iB that he is just ,,uolucky."
ihe new irar dealer
fiodB it diffcult to iroD out the mechenicsl ,,bug8', in a lemon. This bilt n'ould
toke t}|e onus off l,he deoler -the present go-day warra,nt_y-and plece it on the
maDufacturer wherc it Bhould have bem all of the time, Obviously, it is easier
for the manufacturer to ch€ck for these defects through the course bf the maaufacture
of the vebicle, and &frer its oompletiotr by the-road te6G, than it would be
for the dealcr. Undel lhe _ present procedune _ we are locking the barn door after
ihe horse hes b€en stolen.
It is most unfair to the
'seaknesses
desler io rcquire hiE to coEect inherent meoha,nieal
in the maaufacture of an &ulomobile, lemoD, or otherwise. It is trot
fait l,o subjocL a dealer's rcputation and Damc to lhe painting of lemoDa on a, ca!
Irurchssed,from.him sDd_ pa,rsde sxch car through the streek-of any commurlicy.
Lr wrc wtr. Juattfe ttolmea who aard thal, aD &utomobile waa potentislly E
lettsl weapon, li is just thet when-io good coDdition jn tire han'ds of * foor
driver, Iiisthe more ao when in bad conditioD in [he ha,DdE of the best d ver.
In conclusion-, I et,.sDt to emphasize lhe public iJ)tett8t sspecr of this legislation,
snd th. qafaty featurc,
_l repiat, if thiE bill would save juit one humanlfe, ir, is
worthy )f enactment. Some of you ma,y know thot I ha,ve b€en interested i; the
ena,ctment of this lecialation fol a aumb€r ol vesrs.
I thank my disrinEuished colteagues for the kind ettentiou they have givetr mo
iodav-
(Mr. Multer's prepared sta,tement in support of H.R. 888 is as
follows:)
. Mr- Chairnrsn and memtrerB of the committee, I epprcci&te the opportunity
afforded to me to submit to you my vielss in support o? my bill, H.R. 88S.
H.R. 883, 86th Congress, requiris the maoufCciurer of i motor vehicle to seal
the specdomelpr
!,!tregf-so as Lo prevent tampefing tbere$'ith or to prcvent its
operouron. Ihe il l oeEne8 [erEcs uacd, n&mely, rlanutaclurer, motor vebicle,
aDd commerce._ It pr€Bcribp€ a fne of nol, mole than $10,000 or impdsohmcnt of
DOt morl. Ina,n I ve&r or Dotn.
It iB commonli believed that it baB become the pra,ctice for 6ome us€d aEd neF
car dealerc to tinkpr with the speedoDeter of l,beir iars beforc plscing thpm on the
market, This has beoome Eo commoDplace that it id almosi considered caveau
emptor, Some c&r dpalcrs fe€l thai it ia'mere Dumns."
Let rrs examine t,his prccedurc of tuming the speidometer ba,ck. Is it not
Fally dishoneet and morally indefensible even if considered
"the
on the same level ss
morals of the natket place" in the words of Justice Cardozo? It is closely
analogous to the Bhsrp horse traders practice of s, bygone era of dopinq holses t-o
prime t hem for a particular trade or sale. If my bill is eoacted it wifl be a, steD
in the-direo{ioo of probity in Dew a,Dd used car sales. I believe that re q,ll agre;
that thr'rc is a need for a, steD in this direclion.
, Eran'1.v, gentlemer, if I.parsonally $erp going to buy a used car or & npe/.ar,
I \(_OU|O \rAn[ [O r]c r.qFurFd ot I he correcli mlleage on lhe speedometer, be it high,
or be iL lo$-, hefore purchesing such autoEobile. I think-l am entitled to tu'ow
the cor: t milpage on the speedometer wbon I purcbase an automohila, as l,his
b a pri, ary consideretion in determining the remaitring useful IiJe of the vehicle.
If err..:t.d, uhis bill would do jusi thst, [s qot the public entirled to this
protecr' 'n? Is not tbis bil in the public jnterest? Is not-this bill lone overdue?
Is it n._ 3 freud to tell a customer th&t the mileage of a car up for saG is 30,000

MOTOR VEEICIJE SAFEfC L7
mll€s wheD in fact, and the s€ller knowe ss s taci, tho milesge of Euch automobile
is 60,000 miles.
Crin such o deliberate aqd itrteqtionsl falsehood going to tbo beart of the coD-
Biderstion be classifred as "mero DuffDg?" If the mileage js not a pnmary conrideretion.
whv do some cer detlers trsctice this deceit of turDing the speedometer
bick? - Surelv it i8 dons for the purpos€ of misleoding snd influenciDg
the customer to buv when he bas relied on the low-mileage resdiDg.
Celt8io.lv if the ;eDreseDtotion as to mileage is Eot' aheady a m"aterisl repre-
*Dtatiotr:as I belieie lhet it is-the fact that the Federal GovernmeDt would
see fft to regulat€ such rnileage by Federal law $'ould make such reptesent&tioD
B ms,terisl ftct without s shador of a doubt.
It has beetr held tbat the setiing back of aD sutomobile speedometer to deceive
customelB as to materi&l fscts ooisiitut€s fr^vd (Lizatua v. Edwatd Molor Salet
Co.. 141 So, 295 (1S32)). The court in thst case said:
'ilt iB estabtiEhid in decisions in thi8 State thst the setiiDg back of speedometers
for the DurDoBe of deoeiving customela ss to msterisl fact€ con8tituie fr&ud In
the casd of'rVcsh Mi,sstus;pli Val)eu Motor Co. v. CMldrcaa (156 Miss. 157; 125
So. ?08). it was held thal, rebiesontatioDs bv a Eeller of an automobile with reference
io the;iilesre of 6uch cer aoDstituled reprea€atations of & mal,eriel fsct on which
the buver h;d a ri(ht to rplv, &nd that ic is s metter of common kDowledge thet
machiierv of all Ends depieciatee in value from $€a,r 4nd t€a!, atrd th&t the
vslue of i secondhand outomobile is largely dependent upon the number of miles
it has been driveD."
In r?rords l,o & neF car, it hss been held thst thc buyer of atr sutomobile wss
eDtitledlo relv on the rcpresentatioDs of the seller or hie agent lhat he was Setting
a Dew sutomdb e. snd h-e was not required to make o careful examination which
miEht not have discloeed even to a mechsnic that the automobile was trot new,
bui bsd trsveled &bout 1,500 miles, or that it hed been io use by enoih€r buyer
for 2 montba.
IL Distict Motor Co. v, Rodill (EB A.2d 493 (1952)), a District of Columbia-caee,
the court held that & buyer is entitled to rely on a speedoEeter reading to del4rmine
the &ll-ioDortsDt fictor of mileage unleee he has been put oD notice, aDd the
d€aler i6 theref6re under s duty to diBalose hi6 kDowledge relating to the fslsity ot
rrhst the BDeedometer Bholrs.
I sav to i'ou ceatlemen at this hearing that such sales methods are Dotbing more
tjron iure irouii-as indicst€d by rhe obove three caJes' It should be outlawed
bv s Federal st&tute without delav
-Now. I do not waDt to imply thitt 8ll car dealeN engago irr this iype of practice.
It is tha old story of the shaip operators which lcquire policiDg in order to protect
the reDutsble dealers and, of course, tbe Dublic.
I tliink ihe reDutable doalers w.ili eupport mv bill. In fact, I think thst my
bill vill aid ueed ind new car esles bocsub6 of the rohabilitation of buyer conidenco
which will be gainod by the knowledge of customer8 that they oan rely oD tho
aDeedomeier reedinc of a given csr.
' I am gure that v-oLr cari eee the D€ed of legislation to correct this loophole in
th€ law. W€ la.wiakers have a, public trusl, to eneci, iust such legislatioD as thi8.
If a "Dositive atLitude" i8 &doptea toward this legislation this bill will be enactod
into ldw aEd will be au iDstrurn'eDt for sccompliehi-ng an enormous amount of good.
I hsvo stAted that ii is a fra:ud to tsmDei wilh the milesgo of I speedomete!.
Eome of vou coatlemoa maY be thiDkiDt at this momeDt, why is this bill then
nicessari as ifiere oro alreddy Iaws pun-ighing fraud, as indiceted by the cit€d
caaee. The answer ie that ihe ordinaiy law oifraud is not doing the iob beceuso
of the di-fflcultv of detection ond proof. Thete is a dearlh of cases as compored
to what ve haie cood re$aon to balieve qoes on in practice lt is required in this
bill that the aoeedometer bo "sealed" lheiebv preventing tampering in tho firsl inatanoe
witho\il, the Deo€s8iiy of catchiDE the oulprit r'redbaDded" vrhich is a,Iwsy8
vetv diffcult,
i thank you for the kind &ttention you have given m€ ioday'
Mr. Mur,r:nn. Mr. Chairman and members of the oommittee, f
am su-rs that You know I have been interested in t'his subjeot for a
lone time and I have tsstified before this committee in previous
sessfone a" wsll as on the Senate side. Directly in lino wit'h what
th6 ch8irm.8n said in his opening ststement, is a clippi:rg I have in
front of ms from tho Wsll -Streei Journal with the headlins, "Shake,
Rattle, and Roll-Ailing Autos, Shoddy Service Anger Owners,
Bring Wrath on Desl€rs * * a" and eo on.

18 Moron vrHrcIJE sAlETr
It goes on to tell the storv about the automobile and the manufacturers
of automobiles and tho service of automobiles so well
kniiwn to all of us. Strange enough, this clipping is dated July 19,
1,957,
Of course, there are many others lve could provide and my files.
are full oI clippings Lo the sam6 efiect.
The fir'st ofmj bills would seek to require a certificate of fitness.
to be issued by the manufacturer of any motor vehicle which is
shipped, sold, or l.r&nsported in iotercta,te commerce.
fhe necessity of thai, I think, is almost self-evident. The malufacturers
for years have been deliverhg a,utomobiles to the dea,lers
under an agreement requidng the dealer to put them in shape for
delivery to the purchaser. -Tho dealer, because of tJre economic
conditions involved, or other considerations, wrll then deliver the
car too lrequentlv after a superficial inspecrion and then slall the
purchaser uniil the gua.rantee has run ou[. Then he .wi]l undertake
to m&ke the repair.s or the coffections in the automobile that sho.rld
have been made at the factorr,- before it rr&s sent on to the dealer,
You cannot blame the dealer trio much for that operation because the
economics of the situation probably -ethici require it.- It is bad business
ethi_cs, of coume, but, bad business_ many times will give way
to the need to mske o profit in order to sray in business. -
-his
Instead of sp_ending own labor and time and energy to put &
mechine in goad shape [or delivery ready for operat ion on ih" tori,l, hn
will wait until he csn make a charqe for it. The ceriifioste of fitness
to be issued by the monufact urer wiJl put the burden where it belongs,
on the manufacturer of the automobile to make suro that, it, is fit ior
usolefore_it leares-his place of assembly or manufacture for dolivery
to the dealer. 'ioday the manufacturei requires the dealer to delivei
the car in sood condition-
I a,lso provide in the snme bill that there should be a road test, of et
least 100 rniles by the manufacturer before ho dolivers that automobilo
to the dealer for sale to tbe ultirnete consumer.
- The other bill, H.R 883, would seek to prelrent, one of the fraude.
that is perpetra.led on the bu-viog public almosi ssery day in the c.eek
in connection wirh the sale oi eiih?'r a new automobie oi an old automobile.
The purchaser-today too frcquently has no means oI kror.ring
lrow far or how long, or how fuany miles, that automobile has trayeled
before il. is delivered to him. You probablv k-now that many automobiles
are delivered from the manufacturer. frorn his noint ol assernb,lf
to the dealer., by driving them over the highways-and delivcring
Lnem lor sale to Lne cusl"omers 8,s new car]S.
Of course, tho abuses are even more frequent in the used car trade
where, no mal,ter how far tbe car bas been driven before ib is puL on
the used car lot lor sale, one oI tbo first thinqs done bv mosL used car
dealers-not all of them thouqb-is to turn back t[o soeedometer.
Instead of showing that it has-been driven for 60.000 miies. it shows
that it rvas driven for 20,000 miles. Many times the speedometer is
not connccted at the fs,etory belore the aufomobile is pLit, on tbe road
for d.elivery 1o tbe dealer.' Wben it gets Lo the de6,ler's shop, tho
speedometer is connectsd. ft may run 100 or 200 miles and then. too.
many of these ca.rs will be used for demonstration by the dealers'witf
the speedometers disconnected until they are ready-to make the sale.

MOTOR YEIIICI,E SAFETY 19
Tbe speedomel.er may run 100 miles or 2,000 miles. It may be
used I month or 2 monihs belore finallv delivired to tbe customer as
& new cor. Whether it is a new car oi used car, the fraud is just a6
great snd I think that mv bill, H.R. 883, by requirins the speed6meter
to be sealed and with i pr6vieion to'pieverit t airperinb with the
speedometer, will elimina.te that, fraud. -There is not'any doubt that
there is a civil remedy. If the purchaser of the car, use.d or new, can
fnd
out and adduce proof in rir{t thai the speedometer wa" mlled
DACK! ne CAn S€t dAmASeS rn & CTV COUTI.
My bill soitains peial provisions and it will be not necessaxy lo
prove the person rolled brck the speedometer or prove, b.y cailing
wit-nesses that the speedometer wai actually rolled back. "My bili
will prevent tamperiig with tho speedometeiin the first instanc-e and
require it to be sea.led. ff the seal is broken it, has been ta"mpered
wrLn-
Tbe dealer, as well as the customer, will get some notice that there
is something wroug with lbal car so far ai the speedomel,er is concemeo.
That, in brief, gentlemen, covers the proposals that I submit to
you for consideration in connection with any legislation you will
report to tho full committee, and which your full committee may
then see fit to reDort, to the Ilouse.
, I will be glad [o try to answer any questions thet, any of the members
mav ha,ve.
Mr. RoBunrs. The Chair would like to thank the centleman from
New York for his interest in this subicct and to thank him for his
appeara,nce before the commit tee.
The eftects of vour two bills are understood bv the comrnittee and
I would say that your bills will certainly rece'ive the interest aud
consideratidn of thiir subcomnittee.
Are there a,nv questioDs, gentlemen ?
Mr. ScHsNci. Yes. Mr. ehairman.
Fint, I would like [o make a very brief statement of commendltion
to our chairman. It has been mav verv distinct nrivilese and nleasu.re
to work ivith him ever since the biginnirg of the tormer-Subconrmrttee
on Highway Safery and I bave been pleased to coni,inue that association.
-I wait to co-mmend him most sincerelv for his continual interest
in this very vita.l qucstior oI bighway l,raffic safety and to commend
him for hii *'ork ai we.ll as to shiare ri'ith him in the expression of the
very splendid sta,lemenI he made aL the opcnins of this hearins.
Mr.- Chairman, I would also like to cbmme-nd our collcag[re, the
gentllms,n fro-m Nerv York, Mr. Muit-er,for his longinterest ana efiorts
in behalf Dena,u of oI highwny mgnwoy safety salety a,nd aJl(l for IoT the tne legislation he has presented.
Sepcifically, Sepcifcally, I note ths,t that in I{.R. 880, pagc 2, lines 3,4, and 5, Mr.
Multer prouoses that the vehicle be road tested for at least 100 miles
prior to sale a.nd found to be in good operating condition after having
been so road tested.
. I em.assumi^ng, Mr. Multer, that you are refening to a road test
bv -Mr. the la,ctorv?
Mur,rrn. Yes, sir.
Mr. Scurvcx. Do you have any informotion, IUr. Multer, as-tto
the possible cost in ti-me or money of such road tests and how they
will affect, the nrice of. the automobile?

20
MOTOR VEIITCT,D SAFETY
Mr. Mur,rpn. No, I have no estimate of what that would cost.
You mrv recall th8,t in 1957, when I testifiod in support of a smiliar
bill, I rdquired in that bill much more extensive trlsling. Then the
autirmobile industrv did como forward and indicoted thtt that would
run the cost of an -automobile so high that, it would be impossible to
sell an automobile at a remonable price if they had to comply with a,ll
of the rord iestinq requirsd.
I am sorrv that thCv did not come forward at, tho semo time and
tell us what-kind of ro;d testing, or to what extent' they could afiord
to engsge in road testing. When I introduced this bill, I took the
minimuiir of 100 miles for road test'ing. It that is going to be too
costlv, I t'hink the burden is on the manufacturers, the aut'omobile
induitry, to come forward and teil us what kind of ioad testing they
can afford to give us.
As Mr. Jusiice Holnes said, an automobile is a potentially lothal
werpon. In the hands of a good driver, a bad automobile is cirtainly
iust'that. Of course, in the-hands of o bad driver, even a good autoinobile
becomes & darserous weapor.
L,et us assume that -we are only eoing to have good drivers. We
oo,nnot a.fiord to let them be driviiq bid automo'bilee with defects
that can be traced directly to the maiufacturer. Tlrey ought to come
Iorward and sav. il this 100-mile proyisioD for road t'estins is qoing
to be too expen-iive. first, what it, is soins to cost snd if ttrat i: too
exoensive. airive at som6 medium oisodething that will be fair to
thim and at the sa.me time fair Lo tho consuming public so tbal, wo
ca,n get a good automobile coming from the manulacturer in the first
instance,
Mr. Scnorqcx. Mr. Chairman, if I understand correctly t'he total
mduction of automobiles in the curent vear would be somewherg
etween five and six million new csr€ end- to test esch one of them
100 miles would require a qood many millions oI milo of madwork and
a considerable num-ber of -man-hours by experienced drivers.
At the risk of indicatins my ass, ma.rl call attontion to the lact that
in Davton, Ohio, t'here fas !r, tfne wfien we built automobiles known
as thti Speedwell and ths Maxwell, and the Stoddard-Dayton. At
that t irnd each of those car wae road tested before tbe bodv was applied
and I recall some of the road-t'estins difficulties even undei those oonditioDs
withoul, cmwded hishways. -
Probablv Mr. Multer *ould feel thrt the Lhorough inspection sys-
[em uow bsins used by most manufacturers wou-ld eiye adequats
a.asurance for tle condition of the car or would he still feol it ought to
be actual road testine?
Mr. Mur,ron. MrlChairman, I do firmlv believe tbat only the road
test. whether the 1O0-mile t'est, or somethins less than thai, onl'v' the
road test will do the job. The inspection ian only indicate tir the
eye l,hat each oI the pa.rts is in place and unlOss he is going t'o take tho
tiouble to tesr each 6olt, nut. and screw to make sure thfi it' is firmly
fastened, and operating properly, visual inspection will never do the
' lo D.
Mr. Scupxcr. !Ir. Chairman, if I may just ask one other question
resardinq tI. R. 883 which proposes a complete ceriificate upon delived
of ttre car, what happens on the eo-ctllled bootletg car about t-hich
wi have heard a great iiial? That is, t'he car which ls not sold by an

MOIIR VDEICI,E SAFETY 2T
authorized f*ctory reprer*ntel,ivo or dooler; who would be rcsponeible
for such certifiastion ?
Mr. Mur,nnn. I thirk the certificetion in ths first, inetr.nce or tho
reeDonBibfity for the certificatiDn should be tha,t of t[s rnenufacf,ur€r'.
I l6ink to s lilrqo sxt€nt it would stoD Bome of ch&t botlessins b€c{,use
the.manufa,ctuier will deliver his ceitificato to the legitimotd new car
dealer. It ie possible that the new cer doaler, if he is going to engsg€
in bootlegging and tum thal, car over to somebody elsi, ho will pro-bably
turn-Ihdcertificrte over along with it. If ttri boodlegger ca,mot
doliver the certiffcst€ at lea,st the purchaser is on notice l,hat something
ie wmnq.
My Sill requires a eertificata to go along with the new ca"r. If I
do n6t set a &rtificate, I am not ssitins s;ew car.
Mr. ScspNcr. I appreciate mylollea,--gue's sDswer to thst queBtion
and perhaps there c6ild, or couid noL bie, a transfer of certific&iion.
If there wero such o tr&nsfer, it might be meaningless because of
alterations?
Mr. Mur,ren. I tbink tbat is so, sir.
Mr. ScxoNcx. Do vou believe that this same certfficatioD should
Iollow the so-ca.lled usid-nsw car?
Mr. Mur,rnn. A used-new car?
Mr. ScspNcr. Yes. In other words, any used cnr or so-called
nearlv new c&r. et e lesser nrice on the basis that it was used-this
mry br may n6t be true-6ut th*t brings up e difrcult situation, I
think.
Mr. Mur,rnn. Yes. it does Dressnt o somewhat difrcult situation.
However, aqain there, if it' is a used car it should not hsve a new c&r
ce.rtfficai6. -If the man is willing to go to a, used ca,r lot and t'ake the
chance of buvins a new car sliqf,tly ueed, be is on notice as to what
he is getting. IT ho is stuck, iiis lis own fau]b. If he is looking for
a ned car,-he should not go to a used ca,r lot. It is just another
method of bootleecins.
The dealer sav;: "This wa.s iust run around l,he corner bv one of
tho executivee oi i,be rnamrfaciuring company and I gob ib ;t e low
cost a,nd vou can hove the advnntase of that."
Then tLe buyer is on notice th&ihe is getting something less than
full vdue. ' -
Mr. Scxrxcr, Therefore, ho should not, e4)ect eervice on o socolled
nesdY new ca,r?
Mr. Muirrn. That is rieht.
Mr. Scrnxcr. Along. this same liqe, Mr. I4ulter, how would. y.ou
propose to admidster ibe sealing of the speedometer 8nd msintaining
the-seaJ? Would thst be dond bv out[orized sDeedometer sernce
stetions or authorized car deolers -or authorized repair shops? Just
who wolld have &utholity to uleesl a speedometer, comect its oporation,
and seal it back again? '[Vho would sdminister tbat progra,m?
Wh6 would Dolice the -pmc.am snd Bee that these provisions were
comnlied witfi?
Mr. Mor,rnn. You have touched on & very imDortant phase of the
situotion which is not covered b-y ny bill.- Th-e speedometer, like
any oth'er part of the automobile,- mai get out of oraer and mey require
reoair o.r mav not be woikiui i'mperlv and must bs riset.
&ain, eimebodv will havo to do thelob ahd lomebody will have to
work bn it. I do think that it would iequire some further study and

22
tvror$B YErrrcr,E SaFETY
probably an addiiional provision added to the bill so as to indicate
who would be authorized to make thoso changes, repairs, and who
would be authorized to do the resealing. If t[e burdlen ie to be on
the manuJacturer in the first insLance. Le comolies when he delivers
the car to the new car dealer. As to what happens to it Bfter that, of
course, I think we would have to put the reJponsibility on someone,
or set uD some hethod:.where there would be authorized Dersons to
make thbse changes and repahs.
Mr. Scunrcr. Mr. Chairman, I appreciate the splendid answers of
our distilguisbed colleague from Newlork, Mr. Multer, and his long
interest in theso very iinportant problems and his splendid cooperation.
I surely hope ibat he wi]l fontinue in his etroits to give ui the
b_enefit, oJ any additional information or ideas he may hav6 a.s to the
changes he ma,y want to recommend.
lvlr. lvt OLTER. I nanl( vou. srr.
I\{r. Rosonrs. I t'hanli th'e sentl€man from Ohio and I would also
like to tha,nk him for his sraCious end senerous sta,tements and the
way he has devoted himself to this problem. Ile hts worked very
hard. in the past 3 or 4 years in trying to find some solution to this
DroDlem. -
Are there anv further ouestions?
Mr. Dovrxo] Yes, IVr.'Chairman.
Mr. Mdter, in your studies on this general subject, have you come
up with anv DercentaEe fiEures that would indicate the number of
nsw cars irivrilved in'accidents or fatalities as a result of lack of
certifcation or defective parts in processing?
Mr. Nlur,rnn. I have no fiEurei I can dve to the committee th&t,
would be of such a na,ture that vou could relv on thern. Unfortunately,
so many accidents occur with the driver being killed where
we iusf tio not kriow whst, ths cause was. Ws do not h"ave a system.
as we do have with the airnlane. so that when there is a serious aicideni,
we immediately send ouia corps of iny€stigetors to determins what
happened: whether it is human failure, mechanieal failuro. or something
fordig? to the machine. Wo do not have anything like that,
and-I do not suggesl we can bavo anything like ihlt wii,h rileence to
the sutomobile:- Tbere are just to6 rn*iy on the higbways to try
to go to each ecene of an aicident and find out preclisely- why thi
accident happened. I am sure l,bat from the reported c*ses thaihavs
qone tbrouq6 the courls over tho years, tberi are anv ntunber oI
dccidents tbat aro due to mechanicai defects inherent in lhe machine
before it' was delivered but there is no way of proving thst with
exa,ctness,
There are cases like the Bubk cass that went all the way to tho
U.S. Supreme Court where thev held the manufacturer liable because
of an iaheren t defect as a resrilt of which ths wheel fell ofi. There
a,re any number of other cases of that kind, but wo lust, do not haye
the st;i,istics, because you cannot, put your'finger ori it, and say that
t,be manufactwer is resoonsible for-the accideni
Mr. Drvrwo. Would'you sav then that, the need for this lesislation
which you propose is bised on a lack oI quality in workmaiship on
the pait, of peisons _manufacturing these cars ind no longer taking
- pride io doirri a sood tob. arrd iusithrowi-os them toEether?
Mr. NIul,rnn. I worild not lii

ilroroR vEgtcr,E gAx'ETY 23
'sood iob. and bv and large Lhev aro deliverine good eutomobiles l,o
ihe ddalers and io the buv-ine p;blic. I will ediito anv new dealer's
sbo$'r"oom or service staiion-;ith any mem5er oI thii committeeyou
pick out, the sorvice station, and I do not care what' the manuiactrirer
oI the car is or whether the service st'ation is in Washinsion
or in any other metropolitan community*it is nol, quite as ba-d in
the smalier communilies-but I will so to tbe floor of ihat showr

24.
i4orloB VEEICLD gaFEfy
It may very well be that that p'a,rt of the bill requires considirable
studv and imptovement.
Incidsntalv. I do not Dretend that either o{ these bills is the last
word. I hope'thet the co-mmittee caa imDrove them and I hope that
the bills cai. be improved upon by thoee who testify, p&rticulerly
those representing the manufact'urers, the automobile dealors, ond so
on: l,hev can sivJvou some ideas as to how to improve these bills. I
thi'n-k tirat *6 go "a long way if we just take tbdt paxt of II.R. 883
which calls for the sealing of the speedometer at the factory. Thai
wi.ll eliminate one of the evils.
Mr. Dnvrrvn. Thank you, Mr. Chairman.
Mr. Rosenrs. ls thero anything further, gentlemen?
(No response.)
Mr. Roinnrs. The next witness is Congressman Bennett of tr'lorida.
Ths Chair would like t'o welcome the ssntleman from Florida who
introduced a bill in the last Congress o; demonstrsting his interest
in this nroblem.
We aie happy to have you, Mr. Bennett. Proceed.
STATEIIIIIVT OF UOIII. CHABIEfI E. BE![I{ETT, A BE?BESENTATIVE
IN CONGRESS trROU TEE STATE 03 TLOBII}A
Mr. Brvmerr. Thank you very much, Mr. Chairman.
I appreciate this opport'unit'y to appea,r before thjs commit'tee today
in beiriili of mv bill, H.R.7i2, to require certain Bafel,y devices on
motor vehicles"sold.'shipped, or used-in interst&te comherce. The
serious hishwav safetv problem facirs t'be American people is shown
bv the lois oi:rz.oOti American lives dudne 1958 on our Nation's
hishwars. The importance of the subiect wis ably demonstrated by
tb; Spe;ial Subcommittee on Tlaffic Safetv of the 84tb Congress, of
whieh vou. distinzuished Chairman Mr. Roberts, were also chatrman.
Also seivins on th"at committee was vour distirquished ranking minoritv
membei, Mr. Schenck. That' Commil,iee's excellenl report contains
all sta.tistics needed to show t'hat' concrete steps should be taken
without delav to stop l,his l,rasic toll of Ameriean lives
One oI th6 wavs iuggestediby this report for accomplisbing this
obiective is the rian ulS,it ure of iafer aut'dmobiles. The ieport made
th; fo owing suggest'ions:
All known and trested safety devices, such sa crash padded paneling, padded
wiodshield visor, dish-type st'eeriDg wheel, ealeLy glassr et cetera, should be included
as standsrd equipmeDL on oll model cars,
That is wbat' mv bill seeks to aceomplish.
Experience of t-he public-spirited manuf&cturers who incorporated
a nunber of safetv Ieaiures inio their 1956 models has shown dramaticatly
that a conscions effort to make automobiles safer pa5rs ofi in redu-ced
numbers of deaths and iniuries. For instance, according to
Cornell Medical School rosearche*, st'udies of thousands of accidents
strow tha i cbest, iniuries were cut in half bv the safel,Y steexinq wbeel.
These studies furt6er show tbat if all cars, new and-old, had-certain
recommended safety features, oach year a half-million persons would
escapo injury, and irany of those now being killed would e€cspe wil,h
onlv iniuries.
Mv bitt. H.R, 722, would direct the Secret'arv of Commorcs to
presdribe irinimum sifety standards for automoLiles manufacturod

'MSTOR VEEICI.E gA@TY 25
for use in interetate corrrmerpo, andimanufacturers lreould be rtquired
to observe these stondards on tbeir now cars. Anone the outomobilo
featuree subiect to considention by the Secretarv and for possible
regulacion sd to mirlimum safety stindards would be safety p'adding,
sts€rinp eDd oth€r vehicl€ conlnols, bumper€ and other shock-absorbing
oqiinnent, lighl.s, brekee, y-rsifility eids, and 1tss.. Tpport€d
automob es would also bo requued l,o meet these s0endsxds. .fixemnted
from tho orooosed law would be vehiclos manufactured for
oxpbrt end sold in'a fbreign country and thoss manufactured for and
sofd. to a law-enforcemeit agenct, fire depa,rt'metrt, or ambulance
8SrVlCe.
I introduced a simila,r bi]lin the 85th Congress, H.R. 561. Depalimontal
reports on this bill requcsted that tro action be taken by
Consaess unt'i,[ the hiehwav safetv reDort directed bv the Fodersl Aid
Hieli'wav 4", o1 195$'s56'-rld be iubmitted. The Sbcreta,ry of Commdce
sirbmitted that report early this yeer, and it is nbw Houss
Document 93. It bea.rs the following sl,rotrg testimony to lbs need
for satety in automobile design and constructiou:
Surely it can be said that todsv's vehicle ie not as safe a6 ii catr be made * + *.
The-re ie an im-Ee_ns€ job- to bd done, both_ fro-m _tho sl,andpoint _of prot€ctiDg
vehlcle occupants from.iBjurl in the evetrt of colli8ion, and iE bohalf of the mor€
runoSutental concern oI Sccldeni DrevetruoD.
The report points out various ways in which automobiles ars
unnecessa,rily uneafe. Concerning bumpers, it says:
Th€ Droiectilo-like comDoDeDta of the bumpere snd buEDer cue,rds oI 6oE€
oars er6 Largely noofunctional and preaeDi needless hazard6 to -pedestriaDs, as
do some oth6r imbellisbmeDts, iscluding projecting hood or fendef ornamsnts.
As to rear vision:
The large r€on windoss on newer c!!s provide ttre driver with s pot4Dtially
mucb groft er field of vision to the !esr, buc tho sweepiog tail fine tendio obecurl
aea! vi8ion ir backinc. The lack of defoscing or defro€ter equiDmeot oq rear
sindows is another iector in seriouo impiirmint of driver viirioin to the rear,
unohaDg€d by the lerger gl&ss area. Tho reer gtazing in convortibles, whioli
los€a it8 traDsDarcDt ouolity verv ouicklv. iB still onother examDle of dliver-yiEioo
charactoristld of the vohicieo tfat'oan ddversely aFoot safety.'
Conceming controls and instruments :
The driver who is r€quired to divort his attention from conirol of the vehicle
to check his instruments or se&roh &nd stretch for a control canDot aot safely.
Adequscy. dimDlicitv. and standardizstion of dials and coDtrols seem to haie
been-saciificed._to a decree at lea,st. for sttractivenes8 of levout and DresentatioD
and to providi iDdividualiry tor the brsnd and year moiel. Vari;tion in the
la.ture af operation and lo;ation of coDtrols fo; a,utomatic tra,DsmissioDB hs6
crcated s s€iious prcblem, especially for thos€ ltrho may havo occasioD to drrve
mor€ tbtn oEe caJ,
Rega.rding brokes:
ImprovemeDts a,rc treeded in the brakes of all types of vehicles. Particularly,
emphasis Bhould be plsced on development of sDtiskid b.akiry Bysi€ms.
As to lightiag:
i | + it is evideBt thai vehicle lighting, a highly functional sspoot of de8ign
which noeds gr€ster stsndsrdizstiou oDd improvemeot for Bafety re48ooa, ia
ingtead beinc meoioulated to a considerable exLent for aDpeor&nce purpcaes * * *
UDfortuDat€ly theie has been & tendeqcy in some reient models i,b move the
taillights of p-asseqer carg downward to d location where they are not so readity
vieible over a ri6e iD the highway.

26
MOToB VD}TICT,E SAFETY
Tho report did not mention another safet5r proposal which has
received much attention in other discussions of automobile sa,fotv.
This is the use of paddins material in car interiors to cushion heads aidl
bodies in impact'i resulting from accidents. A very inleresting a.rticle
appeared in tbe .{pril 19"59 edition oI Today's liealth, a m"agazino
nirilirhed bv the American Medical Associdtion. Thii relat6s the
irueade of Dr. Horace.E. Caspbell, a member of i[s commirtee on
medical aspecls oI au tomobile 'iirjuries aird deaths, .[or the use in car
interiors ofEnsolite, a new energy'-a,bsorbing substance of foam plastic:
Demonstrating the efiectiveness of Ensolite as a cushioning a,gent, ths
article reports:
Four eqqs nere dropped 115 feet on the 1%-inch-thick Ensolite Dad without
breakiirg.-'The humad ikull, says Dr. Campbell, hittitrg the same E-nsolite in an
&uto clasb wouldn't brcak either.
There are several questions which might be in your minds concernins
this oroposa,l. First. vou might ask whether the primarv cause of
ac;idenri is'in the driver,-ra,t heithan i-rl the automobile. The Commerco
Department repori quoted above says:
It rDey well be that. nrany accidenis pre8ently attributed to driver error als
actuallv due to the driver's inabilitv io surmouot difEcutties inherent in his auto's
desrgn,
Nevertheless, I am perfeetly willing to odmit that driver inadequacy
or error may be a more importsnt element, i-n accidents than automobile
colstruction and desien.
- PerhaDs there are laws which we in Congress
should enact to h=elp people ivercome [heir inherent care]essness.
But this docs not detract in any way from the need for legislation to
require safer automobiles, a,s another important approach to the safety
proDlem. -
Second, you migh t ask wbether there is any need for regulation by
tbe Goverriment;f ihe safeiy of automobiles-, and wbethe"r self-regu'lation
bv automobile manufacturers 'would suffice. I submit tb,a,t it
is totally unrealistic to expect self-regulation in this fietd, despite the
obvious desire of most manufacturen to make thoir products safe.
The hard, cold fact is that automobile manufacturers and franchise
holders are engaged in perhaps the most competitive fiejd in ths
American economv. and thev are at ths mercv of the whims and
preforences of the"6uyi.ng public. Unfortunateiy, many or mosi of
l,he salety features either h*ve no sales appeal or negative sales appeal.
Itrhat w6uld h&ppen to a public-spirited-automobile "ompany wbicb
would decidc to hake tesi poweriul, nore manaseable cart-io a&vs
American lives? Purchasers would flock to his fryals and he would
lose millions of dollars, as would his chain of dealers. Or suppose he
should decide to incorpors,te salety feal,ures uhich, though not rurattractive,
r'ould increaso the cost of his product,? Again, he would
sufier competitively beca,uso of price considerations.
When we Americans buv a car, after deciding we need one, we often
first think of the self-satisiaction which its power and appearanco will
give us; second, whether we can a,fford it, and seldom, i{ ever, of the
possibility tba,t it may kill or maim ourselves and others. Thus, the
inexorable economic laws qovernir:g the sale of automobiles penalize
those who seek most earnes-tlv to further automobile safetv. and would
doom selJ-resulation to failure.
Another {uestion rvhich you might, ask is whether, granting that
goyertrment regulation is necessary, such regr ation should not come-

MOTOR VEETCI]E SAIETY 27
from the States and Iocalities rather than from the Federal Governfent.
The manufacture, sale, and use of automobiles is largely in
intersts,to commerce. n'or this reason the type of regllation prip6sed
by my biJl fits most naturalJy iuto the powei given-by tbe eonititution
to Congress to "regulate commercb among the several States.,,
Suppose. that Califofnia, for example, should enacl legislation
requiring minimum sa,fet_y standerds in the manufacture of automobiles.
Whal,Iorce and effect could such a staLute have in MicbGan
wbero^many automobiles are manufaclured? Suppose, however, t"hai
manu.facturers in M_ichigan voluntarily, and at considbrable experrse,
complied with the California requirerients as to automobiles manulactured
for sale in that, State. I{ow could Cnlifornin deal effectivelv
with the lnrge number of out-ofState automobiles? Would nol
qrny Cal-ifornians be tempied to purchase their automobiles in other
States? How could California st-op the flow of substandard autnmobiles
into and out of that Statd without Ereat inconvenience to
the driving public and without unduly - burdening intersrats
commerce?
Finally, you might, ask whether requiring such safetv devices
m_ight not result, in unduly raising automobile costs. Actually, the
elimination of some of the unsafe features discussed in the Commerce
Department report would save, not cost, mone-y. One such feature
is tbe "projecting hood fender ornamenrs" whicb the reoort
"nonfunctional."
called
Other changes could not, cosl any morefsince they
merely -represent changes irl ibe position of equip'ment which must
be used rn any event. An example is the adoption of the renrrt,s
suggestion tbal dials and controls be standardized to avoid coniusion
of drivers wbo drive more than one car.
Arrother exemple is raising taillights so the rear of the car can be
mors ea,sily and quicHv seen on an undulating road. It, cannot, be
denied thst some iafety changes would increase-the cost of the car.
. Howevor, H.R. 722 specifieitbat tbe changes ma; not, unreasonably
incrcase automobile costs, and this would-prevent l,be Secretaryis
requiring changes whose costs &re out, of propbrtion to their contriSution
to sa,fety. As showl by the Commerce Department report, there
are many changes which_-can b_g made withoul substantiaily raising
the cost of new automobiles. To lhe extenL that addiliona[ exoerse
is necessitaied, it would be justified from a Btricllv dollars-and-cents
standpoint by the decrease in. financial losses. resuir,ing lrom eccident,
pfevent'lon
- 0,nd, presumAblV, ln the decrea,Se Ur rnsur&trCe I&teS.
Thank you agi,in, Mr. Chairrnan, for permitting me to apoear here
tod&.y to teetifv.in favor of tbis propodal, whicb-l sincerel'v believe
would save the lives of many Amiricans and save others fm"m injury
and sufrerine.
Mr. Rosdnrs. The Chair would like io commend the sentleman
from F lorida for an excellent, slatement.
I appreciate very much the fact that the gentleman has done a lot
of reserrch in this field and the fact, that he included in his statematt
csrtain rocommendations made by the Secretary of Conrmerce rn
House Document g3.
I believe tbis report was prepared under scction I l7 of the Hishwav
Act of l956,and I- appreciate
,ve1V mgc\ .the fact that, the gent1ema"n
n&s mcluoeo Lnoso recommend&Lrons r|1 hrs statement.
Are there any questions by ihe morabers of the subcornmittee?

28
MOTOR- YEIIIOLE SAFIT]
The sentleman fmm Floritlal
'Mi. Rocres of trlorida. Mr. Chairman, I wa,nt to say that I have
€nioved tbe sta,tement of my colleague from Florida and with his
usirsl thoroughness he hes presented a very excellent statement that
will certainlv holp the subcommittee.
I did wani to pose one question, Mr. Chairman, about allowing the
Secretaxy of Commerce tEe right to determine what yorlr st'andards
would be.
I wondered if my colleague had given any consideration perbaps to
incornoratine in th! leqislation those features which havo been pointod
un a.s being-t'he verv neceas&ry {eatures rather than allowirg it, or
le;vins it', io tbe discxetion of a department head.
I[r."Bewxrrr. I have given consideration to it and the bi]l which
I have inta:oduced was the best I could come up with based upon the
information that I had'
Of cour'se, your subcommiitee is going.to have full test'imony {ro.m
manv DeoDle and vou will be able to see l,he weaknesses and strengths
of the iLifierent waw of hantlling this. This is not without precedent
and there are a erest meny places \rithin tho Crovernment where such
resulations are lut in thri f,nederal Regist'er. Tbere is tho virtue of
tbis svstem. in dlowing a degree of flexibilitv and a degree of cooperation
ftth the industry which ig rsther difficult io do with regard to
the enactment of legislat'ion.
We misht put something verv rigid in the st'atute which might cost
the manrifaciurers of automobiles a, geat' deal of monoy and would
noL actuaUv be of a.nv tremendous benefit bv the mere inartfulness of
the EnE[sf, language-. Thie would hardly bo a stroug probability in
thinss 6ut in t'h=e Fideral Regisl,er, after consultation on an intimato
basis" with the industrv, wbic[ could be changed ver-y rapidly if found
to be not quite practi-cal. It would be more helpful to t'he public to
be more cobDerative wil,h the industry.
Therefore, what I hlve put in this bill is the best thinking thal, I
h*ve. I full-y realize that y-ou are going to have before this com-mitl'ee
better technicians in this field than I Could possibly hope lo be. At
ihe end of it', you are going to be wonderful technicians yourselves
and vou are soins to eee what is the best wa-y to do it.
Ydu miehiwelI come uD wil,h tbe idea vou mighl, have absolutely
rieid state;enls br penal -statutes or you'might lave what this has
suisesied. a sreat d6al oI flexibilitv, oi vou niighl, have something i:r.
beiieen.'You misht have stronger zuidelines tban tbe bill I have
introduced or not 6ompletely rigid guidelines. Whatever il, is, I am
sure vou will brins forlh soriretliing-bf benefit for ou.r country.
I!ti. Rocnns of -Florida. Thank you very much for an excellent
st&tement,.
Mr. RoBnnrs. Thank you, NIr. Bemett.
Is there anvthins further. gentlemen?
Mr. ScsENir. Mr. Chairrian, I would like again to commend our
disl,insuished coUea,gue, Vr. Beirnett', for his interest and efforls in
this v"erv importantleld and for bis verv excellenl ete,tement.
I not.i"ce on nase t . besLninE on line I oi H.R. 722, that our colleaguo
recommelds (afa govoinor w:hich limits the top speed of a vehicle to
80 miles an hbrir, oi to such top speed in exceJs oT 80 miles per hour
as the SecretaJy deems appropiiali, or (6) an engine of a horsepower
rating which li;its t'he tdp speed of the vehicle to 80 milos per hour,

![o,rroB vBEc|JE 8rrE{r 2S'
or to such top speed in exbess of 80 miles por hour trs tho Socretary
deems sppropriate.
I wonil6r iiour collesgue error rode in an automobile with a governot
on it'?
Mr. BrNxr:rr. Yes, sir.
Mr. ScuoNcr. Did vou like Lhe experience?
Mr. Bottrprr. As a-matLsr of fact, every automobilo has a governor
of some sort because there is * limit on spied for *ll sutomobiles' It
is s question of where the limit, in epeed should be.
W6uld the senllemon -vield
to me?
Mr. Scnnivdr. Yes.
Mr. Ron unrs. I think the Chair hes some persooal experienco
shared with the gentlema.n from Ohio on a proving ground. We wero
in a car that had a governor on it and t might sa.y to ths gentlsmon
that we almost' had-a collision. I thinh titat is whst l,he gentlemen
was trviios to Doint out.
I beiiev"e, to'o, thet the gentleman from Florida might' go along with
the idea thal, ii the Federal Government s o have in the Nat'ional
Bureau of Stsndards e testing agency- that. has long been used, not
onlv bv the Federal GovornmFnt, bui bv private enrerprise and local
units 6f Government. lt h a career service and has made meny
fine contributions to our rvty of life. That might' be a better spproech,
I suggest to tho gentlenran, than trying io.de[ail those various devices
and"irvine to d&isnate them, because, aft'er all, we are laJrmen hcre
end, rdgar"dless of #hat testimirny we might get,it would be impossible
for us t6 say. as a ma,tter of law, what devices should be used in place
of those ihin'es .
Mr. Bpnr,rirr. I would like to maks one expla,netory remark with
reference to the queetion of the gontleman from Ohio. It was not
intended that thiisection 1 be a b-indins requirement upon the Secretary
Lhat he should have such a provision pul into the Federal Register
thai would be binding on the ms,nuJa,cturers o[ automobrles. He
might, well find this wai not a safoty device and was dangomuq' o1.h-e
miiht well fnd it is too costlv to manufacturers, in either of wbrch
cas"e - he would not pu! such a pmvision in the Federal Register.
In mv personal ftnowledge i feei this particular provision is a sound
thir:s. 6ui I recognize I am not endowed r*ith enough factual information"io
be s,rre "of it. Thal, is wby this legislation is drawn in the
fleeible manner in u'hich it' is drawn, and j-ou might want to striko
section 1 altogether. I would not say this id a most important c€ction
of the bill by Bnv neans.
Mr. Scqr.ucx. Mr. Cbairman.
Mr. Ronpnrs. The sentleman from Ohio.
Mr. Scsnr,rcx. I would like t'o commen[ on two things:
Fjrst. I think vour sussestion of tbe Burea,u of Slandards developi:rg
cercain'criteria is verv i6und, aqd of course the Bureau of Standarde,
as f rocall, is under'the sd;ninbtrative conlrol o{ the Secretary of
Conrmerce.
N{r. Bnvr*rrr. I certainly agree wil,h t'he va,lue of that srrggestion.
Mr. ScspNcx. The manrier of corrtrolling the speed of a car by a
povsrnor is auite a serious problcm because, as ha,s been stated many
[imes, the le;st amount of time that a pussing vehicle can be in l,he
passiris lane is s matter of deep coniern from t'he st'sndpoint of
lafet-vi and if a eor being passed is driven at the top posl,ed speed
4377A_69_A

30
MoroR vEErcrrD sA$Ery
limit and another car passing that ear, for an1r resson. lecitimete or
otborwise, is kept in that, passing lane lonier than nelessary, il,
beoomes a ver_y greet bazarci to not only the"occupants of that, car
but to those diivins in the ofi)osite direciion.
That is one reasdn for the festimony we have had in opposition to
qovernors.
-
dnother reason for the testimony we have received as to horsepower
requirements and !exibilitv is the nee.d for flexibility duriug passing
time or wbile passing a vehicle soinq in l,he same diri'clion. -
Of course all of t[ese ore su5iect-to conl-rol of rhe driver and the
human element enters ilto the piiture and it is a very difficult, situation
to control.
Thai is why I asked the ques[ion, because it does brins into the
picture t lre mitl er of human ieaction and buman iudqmeni rvhich is
no[ equelll shared by all, including various age groups and various
Pnj*SlCat conorllOnS.
But I want to express m-v deep apprecialion, Mr. Cbairman, to our
colleague for lris work and for bis st&t ement.
Mr. {onnnrs._Anything further?
Mr. Dnvrxp. I am reminded that,5 or 6 years ago one legislature
passed assed a bill providinq providing for auto a,uto inspection which tle Goveinor saw
fit, to veto. He then proposed goyernors goYernors on all vehicles. It, was
stated in the newspapers at that time that, su,-,h a program would be
a racket, that each govemor costs approximatelv $i5, i,nd it could be
tampered with and would not be effective.
Mr. Bpwxrrr. As I said before, this is just, just one of the suggested
things, I wo_uld be_ gs ill-advised to argue with members
"5f the
commiil,ee as I would be to argue wirh newspapers in my own district,.
It is just sl,a a suggested op op,portunily for a field of regulation rather I han
eaYins saJnng what wn&[ what should s.nould snoulo be De be ddone.
oone.
Mr. Roeunrs. Anything further?
Thank vou.
lV] T. DENNETT. INANK VOU.
Mr. Rosrnrs. Our ne-xt witness is Dr. James Goddard, of the
Department of Health, Education, and Welfare.
The Chair would like to welcome Dr. Goddard and to commend
him for having done an out€ta,nding job ir the Department, in this
field of research, and we reEret very much to see Di. Goddard lea,ve
the Deparbment. He will -still be under our wing, however, evel
thougb be will be vith Gcneral Quesada as head oI the Section of
Alial,ion Medicine. He has had a very distinguisbed career in the
Government and he is still a young mCn. TVe are soins to follow
with a great, deal of interpst hie worft in the Aviation i.geo"cv.
It, It is our -pleasureplea,sure,lo
t_o have you before us, us. Dr. Goddirrd,- God and you
l,[IOCee(l &S yOU may
lll

Moft)n, VEEISLE SAFETY 31
Mv task tbis tnornins is [o discuss very brieflv the health problerns
whic-h are created each -year bv mol,or vehicle aciidents in thi6 Nation.
Those of us who haie fol6wed the hearinm of the subconrmwee
a4g well familiar with man-v of the statistics." I will review some of
thes6 and add some that are nerv.
In 1957 there were 38.702 oeonle killed in motor-vehicle accidents in
the United Ststee. Th;re ivere almost three times as manv males
as femalcs. Of the male deaths almost one-fourth were in ihe ase
group 15 to 24. Female dea^ths were also highest in tbis age group
witb almost, l7 percent of the total.
In the sge group 15 to 24, motor-vehicle rccidents were the leading
cause of death in 1957, accounting for more than one-third of the
dea,ths from all causes. This includes all infections, malignaucies,
and deaths from congenil,al defccts, and ol,hcr causes.
Of all the young men a,ged 15 to 24 who died in 1957,40 percenb
were killed in motor-vehicle accidents. For females in the age
group 15 to 19, motor-yehicle accidents caused over one-fourth of t[e
deaths from all causes.
Turning from fatalibies, I would like to touch on the nonfatal
injuries that occur eoch yeer.
Durins the l2-month period from Julv 1957 throush June 1958
almosi 5 m lion personi were injured iir motor vehiile accidents.
The number of males iniured was sre&ter than the number of fema,les
except in the age groupi under 5 ind 65 &nd over. Alrnost I out of
every 14 young'men aged 15-24 was injured as the result' of a motor
vehicle accident. This rate was somet'ltai less amonq men in the
ege group 25-44 where 1 in 19 was hrrt. Tbe higheit injury rat'e
Ior females also appeared in the 15-24 vear age group in which T
out.o{ every 21 }oung women in the counlry rvas hurt in a motor
venlcle accldertt.
Of lhe persons who were iaiured durrrs this periotl, 890,000 were
hosnitaliz6d becauee of motor vebicle acciilent,s.
I- might add here that, of those persons hospitdized because d
accidents. 50 Dercent, of them are iniured in motor vehicle accidents.
Of the'92 riillion person-days of iestricted activity resulting Irom
injuries suffered in motor vehicle acciderrts, over 28 million were bed
disabling. Over 32 million person-days of work and 2 million persondays
of scbool were lost during the 12 morrtlrs because of injuries
ceuged by motor vehicle accident's.
I ihink, Mr. Chairman and members of the c.ommittee, you will
rqr€e we are dealing with one of the Nation's most' serious health
pioblems when we -are talking about this problem of accidents,
includins motor vehicle accidents.
That concludes my statement for the record. I would, howeve.r,
be happy to answer a.n,v questions you m&Jr wish to direct to me.
\'Ir. Rosrnrs. Thank vou. Dr. Goddard, for havins given us a
picture ' of tbe dea.tlr toll a;d iniuries from motor vehi"liarcidents.
Do you have any estimate 6f the total cost of the medical ca,ro,
including surgical and hospitalization costs and drugs, resulting from
these accidents? Do vou ha,ve any cstim&t'c of tha.t total?
Dr. Gorr,rno. tr{r. C}rairman, ii I may I rvould like to submit for
the record later the detsile of tbe rrumbir oI hospitalizatiorrs due t'o
motor vehicle accident's, the approximate cost, and t'he othcx in{ormation
which you have requested. I have somc rough figures il my or-n

g2 MoroR:'tEErcr,E sA.FDrr
mind but I would choose not' to trust mli memory on those. FranHy,
the f qures eet so larse ic is difficult, to remember l,h.em '
Mrl Rositrs. Wifbout objection you ma,y submit, tha,t later.
(The information was furni$hed as follows:)
Muprc.tr, Cosrg loa lforYFirat fii.lrnras Rlsuattr{G FtoM Morot VEErctE
AccTDENTB
The feure givetr comes frono Natronal S:rfety Council's fgures which rvere
l""J u"8r1n"""ouocil's eslimst€ of 1957 accidental iojutjes due to motor vehicles'
il;it;;iJ b;;"ia -it thtt ihe National He$llh SurYqv -eotimate of the, ntlmber of
;;";;;'L;;.;A motor vehicle accideDts (4,700,000) is -almost.3fi
times rhe
;;;;"ii"'a;G;t" Olob,oool. rt follows rhdt tlie council's est'imste of tol'al
'
ilJa'iiiii "i,-.1" "i*,jidtea witii moior Yehicle iniu es is a considelable understatement.
Medic{tl expeEses assoeia@d vrith DoDfatal motor vehicle iniuries iD 1957 v/erc
estimeted by'the couDcil at about $t40 rnilioo. lhe mecttoal cost pe nJury oD
inii U"ui. ti'uta therefore bo on the order of $100
D.r.rrr. Cor,r,scteo BY rEE N.trroN.{t llger'rq Sunvnv
Atie.ched arc two sets of data Fhich may be of interesi:
f4) nstim&tes of annual toll of a,ccideots.
ab1 tr{otor vehicle accidelrt statistics.
Estimates oJ dnnudl toll of dccidents
Deaths (1957)--- - '-9{, fli
,rt"l'i;".ii i.!i Jr" t. aeatirs (t950) - - ---- --- -'q,?qq'gqq
i;iiil;"-ii':'iii rfti'r isBsj--'- ,---- ,---- - _'.*9,9l9,gqq
i;;;;-d;;';iili;i"te,i ."ti"iiy due to iojuries (fiscsl-1e58)- -- :1?1, ,10q'9qq
i'e""m-arr" of bed disabiliry dLrn to ;njuriei (6sq{^19i8,
: 114 000' 000
bii"on-Ori" of *ork Ioss dui to injuries (6scal 1958'-
' lu',000' 000
i;;;;;fii'; ;i ;;;;;ii;tJ'" t" iiriuries (nscal 1s5B)--- ::'---^. - '"1?' gSq, qqg
iiiiJi"-n,j*'ttliiJa"'the ""s"li of'co"ent injuries l6ecst 1958) '-l'i1I,999
Hosoilal cnierqencv room lisirs (1955) - -
- - I lu' urru uuu
fr;ili;;i il4"-t;t;'du" to.o'.e"t inju;ies (fiscal 1958)----- - -- 3 t6' 568' 00o
so{ti;bnal
oflcs or vtal stsrisiics.
t Calcul$tsd lrom NOVS dsta.
I il3P*lffiil*H,il;mk R6o&cb, Amedc.n lredicar,lssociatrotr.
Ags gorp
Tot.l- - ---
Urrder 6----,,----
1F,!1--- --------,----
1S57 t
Mol,or whicle dccident statistias
Inlurr€8,
fsc{l 1958 3
Desths,
1957 r
38,702 417n2,U\ 11,230
1,785
? 60rt
rg6€7
120, m0
323, @0
4 214 m0
8,6il5
6,835
36
Injnnes,
Osc&l 1958 I
&ff;rroor
on"" ot vrr"t ",u*oca.
: #g'#f"S313r%1ffi1;csut or au doutbs rn this as, croup. (cBroulatod lrom Novs.rat'.)
r Orlcobtod ftom Novs data.
1,060,000
l,081,0n0
290,0m
| 1, 371, 000
, 92, 000,000
' 28, 300,000
, 32, 100,000
, 2. i)@,000
, Eso,000
10,000,000

MO"OR VESIST,E SA.F'ETI 33
Mr, Rononrs. I believe your euthority in this field- grew out of
Iansuae" in tbo report which accompanieil the National Health SuroeiAci
of 1956. i rvould like to know about' when tb&t' surYcy began'
a""a lllt *ot o difiersnt survey from previous health surveys, in what
resDects - was iL different?
bi. Goooouo. Mr. Chairman, -you will rccrll in the last hearings a
detailed statement' was submitted for Lhe record describing how the
surTev w8a t'o be can ied out lt has now been in operati'on some-
-hri"oo"t u vea.r aud a half and tbe deta iled information from tbe first
year l" avaitiUle and a report srill be submitted to you containing the
findines. -Tcir
tcu you i,hat drrring the current ye&r additional information
o"itoinins td motor vehicle- accidenis and injuries incurred irr lheso
i" l.ine 6Uiui""a. ln fncl, a great deal of detailed i"f-ormction is
U"i"e.?rg[tt lrom t'he pnrsons iirerviewed rs a part of the National
U"nitt, Sito"y. The questions being askod can be provided if it is
the wish of the Chair.
N{r. B,onpnrs. From your expcrience rvith the lccident' preYe'ntron
Drogritm, whicb I beliovr: was set up about S.velrs r,go, f]&Ye y.orr come
i"ii"- "ittt"lu"ions as to whel,her or not' there is a need for additional
supprirt for a larger program in research ?
Ur. UoDDARD. t nave oeen occupied uith this problem, as.you
know, for some 3f years. During this time, as. chief of th€ rccldcnt
preven[ion program, I have eeen some sxbstantial grow-th. in suPpolt
6i or. i*""u]""n] \fe are now supporl.ed through tbe National Inst'itutes
of Health, Division oI Geueral Medical Sciences, -to.the extent
"i "t""tTl -itiio" u year in the accident prevention field in terms of
""r!"..n pt"i""t". TLis is 8, modest amdunt in terms of what ths
nrolt"- i" riben placed in perspectiYe. Ac-cide.nts of all Lypes a're
tti" *i"A i""ding iu,r"" of d,iath, only- exceeded by cancer and heart
i;-#;;"4;;;'tle diseeses of thd circirlutory svstem. You g-entlemen
ii."*"Ul-"-iti- *ith the magnitude of ihe 6fidxts ir these oiher fields'
M" o"to comment would be"that to dato we have not hod -tho money
;;'";i ;"t th. iesearch prograrn to an extent that would be commensura,te
*'rrGl with the problem.
niiutnts. Dd 1'ou have an1' figures as to how much we have
BDent -' on r€sea,Tch Per cancer desth?
Di. Goooooo. iust from Federal money, Mr. Chsbma-n? -
M". Ro*tot". Overall, from wha,teYer kaowledgo you \avo?
b"'Coo-o^*o. Mav I 'submit thrt for tbe recoidi I do not hove
that "*ii"i offhand. It iuvblves a little mathematics.
n*ri*. i betievo rre havo in the record of tbe, heerings of
the subconnittee a sta,tement to l,he efiect we s-pent-in the p,etg4bor;
hood of $40,000 per polio death on research and in-th.e nerghDorhood
"'i"gio,bd'd rii" "6"ioiai poiio cn.e o,n research, qud tha-t in.the
field
ii iiiHi-a'""iG-.u luiu averaged spending' about-I - believe ths
ftd" th;i;;;" to ny mina is 5z.so bn reseirch, a-nd. thai ve bave
s;'onC per nonfatal trafic injury about ?0 cents.- I belleie l'Doso are
;f, ;dd;;"-;;;;v-cu"."u1 st'"**"t of the N ationsl-SaIecy Council'
Mrl ScnoNcr. Mr. Chairman, I wonder iI we courd moke a com-
*i"oo Uui*""o the figures .you lieve given for research on automobile
irccidents with reseerch on dir traffic sccidcnts?
Mr. Rosnms. Could You suPPlY th&t?

34
Moron vErlrcr,E SAFETY
Dr. Goooeno. I shall bs Elad to do so.
(The information requestdd follows:)
Rpsplncs Exrprorruno PER DEArs Dur ro CeNcst ,r.No HpAtr Dtsn-r,ss
__ (a) H"a ond circulatorg diseases.-An estimste sas made by thc Natiijnal
lleart Inslitule from rhe besl, available inJormatioD as to the amount of research
EoDey. exp.etrded- in fisc-al year 1959. This inetud€o l{IH intramural aesearchr
re8esrch fellowships, and research g"anle, bu! does not itrclude adminiBtrative oi
traioing funds. The estimat€d amount was $78,800,000, The esrimaLed cesearch
erpentliture for each deeth due l,o JresrL disease ivas, lherefore, epproximarely $87.
The estimated expenditure per case oI hearl aiiseasc undei treatmenr was
approrimatelv 97.80,
(b) C&ncer.-At ellimate wes msde by the Natiotral C:Lncer Institute from the
best evailable informaiion as to the amount of reses,rch mon€y er-pended ilr fisc&l
year 1959. The estimot€d- research expendlture for each death due io cancer wa,s,
therefore, approximately $360, The estimated rcsearch expenditure oer case of
osDcer under treatment wae approximately 9130.
Esullerro Cost or Resr.{ncs nt Avr,tltror,t Slrr:rr
This amourrt is \ery di$cult to assess because of lhe mtrginal typed oI research
that, might be-included. Ho$'ever, an eslimate ${rs madtby 1}iF Flight Safery
Foundationr New york, of expenditures made 2 oI 3 years ago: $10i0 mitliori.
This figure doeq not inciude more recent salety re"eerch' \lich -mieht, have been
undertaken or supported by the .A.ir$ays Modernizstion Boardl the Federal
AviRtion Agency, or the NatioDal Aeronsutics and Sp^ce AdmiDistratior
Civilian fatalitieg hsve averaged between 600 and 8b0 annually for t he lasl few
yea,rB. Armed tr'orces fatalitiea h:Lve averaged betweer 1,000 and 1,300 annually
for the la,st few veaB.
The resrlLiog'estimate oI research expendil,ure is somethinq on the order of
hau.a millioD dolla.rs yeRrl.v por avia,lion death. This figurc-is Dot necessarily
precise because of l,he mull iple -objectives in some of the avintion researchl e.g.,
traftic coulrol research has both sufety and operrllional goals.
A det{tiled bree,kdown of air safety }esearch activities -by subiect and amount
osn be.lound in Survey of Research-Projects io the Field ofAvjaiion Safety, t959
Antrual SupplemeDt, pnbtished by the Daniel and Florence Cuqqenheim Aviarion
Safety Center, Cornell UDiversity, 428 Fourth Avenue, New Ybrk Cjry.
Mr. Rononrs. You mentioned the fact that, hiehwav dcaths-and
I imagine you also include accidental deaths in ihe dome and elsewhere
when 5'ou say it, is the third leading cause of death, following
heart, and caicer? '
Dr. Goot,rnn. Yes.
llr. Ronpnrs. Is it, true most, of those research funds have corle
tbrough the area of the National Inetitutes of Health-what, division
vas that?
Dr. Gorxno. The Division of General Lledical Sciences.
Mr. Ro-ennrs. Do you believe tbis problem has achieved such proportions
ibet rve miglit consider the establishment of a separate institute
glvin^g it the same stature we now give to thc cancei and heart
lnstriutes r
Dr. Goon-ceo. Of course I arn no[ a spor.ia]ist in terrns oI administration
or organization, I should sar'. The question as to whether or
not therc should be another National Instituie dcvoted exclusivelv to
aecident prevention would have to be one that Dr. Burnev and his
sl,afi rvould reach some decision on.
- I ean speak with respcrr, to lhe functions, rlhe(her it be donc lrr an
rnstitute or a ccnter or wbatever lerminology you cboose. Tlrere ie
need, in mv opinion, Ior etrpnglhenins thi'aitiviries oI the health
eeryiccs in ihis-general field, including Eighwav s&{el}. f have mentioned
thc magnitude of our research- pr6grani, and "here we are not

MOTOR VEIIICIJE 6AI'ETY 35
talking about just laboratory research, we are talking about field
studi&, and our interests raige from the study of hudan behavror,
the peycholosical aspects o[ aciidents. to the esa;blishment of a d-rivei
simrllator w[,ich ha,s been mentioned is one badly needsd to solvc the
problem of highway accidents.
In addition to strengthening our activities in this general field, I
feel our technical servi6es coul"d be bolstered and that-such activitieg
now being carried out could be multiplied. Such things as the seatbelt
campaign, in which we aro cooperaling with the National Safety
Council ind the American Medical Association, wo have bad great
dificultv because of. franldv. our lack of monev's to camv ouc the
?ppropriste additional actiiilies.. This is the tj'pe of activity that
the motor vehicle manufacturers hrve mentioned on several occaarons
in their t'estimony as being an appropriote activity for a Government
'agency.
Jn addition, we attemDl Lo cooperate rvith other ageocies &nd
'gmups. Our work in thii area is somewhat ha,mpered-by lack of
sufrcient trained oersonnel. Irow this is to bo don6 is more for you
and your colleagires to determino. You aro more fa,miliar than I
yrith the methoils, whether it can be done by resolution or some
othor manner: that is vour decision.
Mr. Ronnnis. Do y-ou feel this problem has rea,ched such enormous
proportions that it should now be treated as a national health pmblem?
Dr. Goooeru. I do. I think most of us in the medical ficld look
at it in those t€rms. I know the American Medical Associationas
Dr. Horace Campbell, who will testi.fy lo.tor representing them,
will tell you-and thrise of us in the health iervices, feel we aridealing
lriih th; Nation's most difficult health problem.
And may I correct the record and say-that accidents are tho fourth
leading carlse of death for all ages lnd t-he third leading cause of death
uD -Mr. to ace 35.
Rosnnrs. And thab is the most valuable sepment of our
populat ion?
Dr. Goloeno. Yes. I gave figures of the high proportion of
motor vehicle accident fatalit'ies of yourrg m.en who have received
most of the tra,ining and yet rve, as & society, have not had the benefit
from that trahine. "I thiirk we are losine orir most, valuable resource
and that is mano6wer.
Mr. Roeln'rs. Do you believe that injuries w-hich occur in automobiles
to a desree are controllable?
Dr. Gonneno-. Yes, indeed. I feel strongll' that t'hrough bctter
design of motor vehicles the severity and fre"qirency of injuiies could
bc markedl.y changed, and I think t'his is the responsibilitv of tbose
who manuficture ihe motor vehicles. Thc statement is oflen made,
'"We
onlv build them: we do not drive them."
I wouid like to meDtion a,n analosous situation that has occurred
recently, and that, is the number of tragedies from plastic bags.
There have been som.e 57 deaths of infants and voung children from
misuse on the part of the parents placing the plastic bag on the crib
mst'tress and the infant is exnosed io t'hidanser of sufroiation. The
industry concerned did nof say, "We only make them." They
immediatelv took steDs to educflto the public on how not to m$use
these iteme. They irut on e yery efiective educational program,
usins all mediuirrs-

'36
lfslon vDsrcr,D s }ETY
I wor:Id eay the improvements ir deeigrl needed to reduce the
iniuries and fritalities it'motor vehicle accidln ts are withoul, question
thi resnonsibilitv of Lhose who manufacture ths cars. Mr. Bin-oett's
point oi sefetv n-ot being a very salable item to a certain point is valid.
Lt the same iime, I feel"the advertishg departments, thoie who sell us
as oonsumers on the merits of vehicles. can make us sound cars that
h€,ve those safety features built into them, and I am verv much
imoressed. believ! me. bv the a-biliiies and bv the organiza,lion of
thdir pervinnel, and I irn -convilced they can do"ihis jglln aD acceplable
wa,-y, in an economical way, and i.tr a way that will be of benefit
to the Afierican nublic.
This is a greai trsgedy that we bave I million irjuries and 35,000
dcatbs a vcaifrom thdse iccidents. I think I can speak for the medical
professio-n when I say the pbysicians are tired of patcbing up people
lurt, on the higbway." TtLis' is one parl, of ourbusiness wewouidiike to
do away with.
Mr. Ronnnrs. I commend you for your fine statement and the
work vou have done for lhe Departmeit and vour coopera,tion with
this c"ommittee. I think vou are renderhg-tbe American public
a sreat service, and I hope your career ir a"viation will also ieflect
cre-dit, not only bn yourse)f bui on Lhe Depa,-rimeo L.
Dr. Goooeio. Thank vou.
Mr. Ronrnrs. Are thoie any further questions?
Mr. Rxopos, Dr. Goddard what pioportion of trafrc accidents
a,re the result of night driving? What proportion of t'he accidents
occur at niEht?
Dr. Gonrann. The bulk of the fatal accidents do occur ai night.
This has been studied and reporte hove been made by the National
Safety Council and oiher grnups. .f carno.t g-ive you r,he epeci-6c percenta,ge
or proportion but my recollection is that the la,rgest oaLegory
of fatal accidsnts occur at niEhl,.
One of our problems is the Iack of good data upon which to base
eound programs. Mention was made earlier of the need for studying
vehicleil in--volved in accidents to determine to whab ext'ent mechanical
failure mav have plaved a pari. Such a studv is now underwa,v in
the Greate-r Boetoi nietropo-lita,n area. Tho Harvard Medical School
ie maki!.e n study of all t[e ctusstive factore involved, ileluding these
mechanidal featrires which mey contribute to an accident. This, I
think. reDresen i.s I creat Btep iorward and we mav bave witbin the
nexl, i years inforrna-tion tbai may help answer sonie of the questions
that have beon raised.
Mr. Rsoons. Do you have st'atietics on mcidents caused by arceesive
drinkins?
Dr. Gonnani. There is suggesbive evidence from a suburban county
outside of New York City w-[ere, oYer I ?-yes.r period, al] dri-vers in
one-car accidents who died within 4 hours aftsr entrance in l,he hosoital,
45 or 50 Dercenl, of them had blood alcohol above l,he legal limit,
bhicL is 1.5. - Ot'her stutlios ill New Jerse.y and Maryland hovo
corroborated this r&Dge of findings and *Icohol, indeed, appeare to
be a serious factor in-fotal sccidents. No one can speak about the
contribution alcohol mav be makir:s in nonfatal accidents.
Mr. Rsoous. Do you-believo tha-t, notional etsnda,rde in traffic laws
and resulat'iong would be helpful in reduci:rg the number of acsidents?
Dr. -Gooo.rnn. I would litse to &nswer thti in this way-and this is

It!0ItlB VEEICT,E gAfDTr 37
more of o nhilosophv of the Public Eealth Ssrvice' First of al]' we
tik; i";ilirG'Jo'no volurtorilv. We like to see those wbo have
the resoonsibililv assume it. Then secondly, if these mattere ere
-"tt'.i'e 6i-St"ti". tignt", we feel tbat the- Sirites .m.ay express their
concern il whatever wey seems approprto,te. - lt the99 -lJltlgF &r?
l,ackine or not fortbcoming with the speed whrcb would be d6emed
advisa'61e, then we feel Federal regulatiotr may, lndeed' be l'he &nswet'
I have mentioned the three possible courses'
Itr. Rsolus. Thank You.
Mr. Ronnnrs. The gentleman from Ohio.
Mr. S"rr""". i woila t*e to aek Dr' Goddard a.very brief queetion
because ai 12 o'oclock the House goes intn sesaron and I undor'
eL&trd --5. there -di,a-a*a,lou will be a rollcall very shortly therealLer
spoke of ieat belts. \Ye bad a good deal of
testimony on thai b picvious hcarings. Po yol, Iee-l that the provision
a,a'o part of the basic car sLructure of seat belc Ia,st'eners worrld
i"'["tpt"t, 5. a" y"" think seat be]ts should bs installed as a complete
ac,cesson't
*-D..Gloo"oo.
I think that wil,hout question the provision -of con-
";;;;Gili;s poi"r" to" a seat belt would be a, m;jor steP forward
in * educatir:s thdoublic io buv and use seai belts.
w;il;;"h;a fii*oal .*p#"o"" witb our own personnel trying to
qel seat belts inifalled, and it is a real experlence,. Iou heYe f,o Do
in evangelist to perseYere to get these tblngB rnstared' 5o I cannol
help but"think it'would be a major step lorwa'rd. - - -
Mr. Sc"rrcr- In all probability ihe cost would be lese if rt were
medo *il".H;;;;". e Dert oI tho ba.sic c&r?
i am "ot' qualified to answer - that. I have heard
""iimote" at low as 50 cents i unit. This was from a representative
oI * the industrv.
ii"". 3;;;;""o. In line with the questions of .my. colleague fiom
p"*.ol""niu oo nlehi accidents, are -so-called
aig]nt glaeses which are
;i;;-"'ti;i;h iGi i" t recall, of anv particular a-dvantage in enobling
vou -to " -D;G;;;6. see better?
No, they are noc' Eoweve-r, it may bo of advant'age
for the drivers to use properly.d-esigged sunglasses dunng tho daylrght
hours to help preserYe tllelr mght nsron'
Mr. ScnnNcx. f havo had this commenL made to ms. tty a person
who has made & study of il,, and tlr'at ie that th-e. desgns ot automorr es
i"l.oi""ti"s ii io;;"d ai the top of tho grillo is to gir/g a ps-ycfol
toei""J'-id"n"oi rrrshiog enetgy or-'straiuir:g- to go forward,.&nd tbat
iE; "am.; d";ig" iJ ft-equenffi reflected. i:: bringing pedestrbns right
u:rder the ca,r ln tbe evenL they aro hit, and tJlerslore a reven€ or
th*t-r;i""ci"s it ei tle lower ,ind and Sack at the top, mighc svoid
thatl ' *il;. Would iou -Wliat care to comment on that?
G;;;d.
f"w sludies are no-w.goir:g.on do not.give us
much hope with respect to Dedestrian fotalit'ies or injuries ln most
;;;;'it it p."n*'p" acad'ernic wbether be is struch forrard under
;h"1;; rrJ.irit "t'in" *i.td"hi.ld or is throrvn to one eide ., There
ha,ve been many st'at'ements made concerning thc advisabili.ly, as
ii""""oo"t"a i"'tn" bottt-"""" Departmenl's leport, of the elimina-r
d; ;i;;; ;";u-n"t* tn*i u.u n6n{unctional ind- bumper elesigns'
i""tr".ilcp U"i feel also that ihis would be helpful'

38 Moron vEHrcLE sAFDTY
\{r. Scnlxcr

MOTOR VEIIICI,E SAX'EI'Y 39
24. 180' forward visibiliiy aree from driver's seat.
No headlight shadps (to minfinize pedeslrian iojury in accidenk).
26. firOUnOeO trOOd LO DlOteC[ Oe(le$lnAlts.
No eharp hood oriamente.
28. Illumina,tiol of dash instruments &t night, by red light of epplopriata level of
iDl,ensity to prorect the driver's oight vision.
ie. Automsti; ligbi dimmer switch (eim[ar to autronic eye).
30. Ceiling lights- recessed.
31. Light utrder the cax to silhouette at nighi for eesy visibility.
32. Re&r li'indshield wiDers and defrosters.
33. Recessed packase slelf .
34. Rollover s:trensfh in roof.
Roof padded on
36.
37.
38.
39.
40.
41.
43.
44.
45.
joside to prot€ct against head iDiurje€.
Imprdved attachment of siats to pieveot breaking loose in an a,c0ideni-se6t
attaohments should be sble io wiihstand a minimumforce of 20 G's or better.
Inedia reel seat belts of adequste strength and design.
Ilydrsulic steeriDg.
CoostaDt tadius ol curvature iD window dass l,o svoid distortioB.
Fuller sweeD deeien of windshield wipersl
Automalic ia,rboi-monoxide delectoi.
Seculely faatened sest cushions.
Reduci,ion of sevsre low-freouency vibratiotr iD tlucks and hactors.
Design of sears moulded to iereoir's Datural pressurc dist'ribution.
Bum-pers shaped smoothly. -
Mr. Roernrs. I recently received an editorial, I believe from the
Boston Herald. oI Junc 20, i959. Tbat' was the dal,e of the svmposiun
held there soonsored bv the llarvard School of Public Health. - About
17 of the countrv's outstandine sefet'y a.ut'horities rrere ir attendanco
st that meetins'where me_eting wlere they discusse;l or evaluated the survivability
of human beLngs in automobile accidents. It is my understanding
tha that, t full fuII report las ha,s not no[ been published bu[ tha l,ha I it wiil will be, and we cer-
tainlv tainly rvould like to ha have it when it, is available.
Do ;iou recall that there was a meeting of the minds of tbe people
there [hat we cou]d do a better job of packaging as far as the auiomobile
was concemed?
Dr. Goln.lno. Yes; I think with possibly one exception there was o
meetine of the minds that a better iob could be done. There vas a
generai-agreement that &lthough some progress had been ma.de that, a
great deal more could be done and done, in t'he opinion of those present,
economically and to the advantage of the drivircg public.
\{r. Rorenrs. Wss it not, also broue.ht out, in tha,t svmposium that
t'bese sa,feLv der'ices could be incoroo"ral,ed in l.he de;isri of the car
without taliins awav from thc qar itd beautv or it,s utilit"v?
Dr. Goooeil. Yis, a,nd I have to expreds a personal'opinion here.
f have been verv mucL imnressed bv thc;b itv fo do theseihinss. So
f do nol, fear af all that t[is coutd be dooe l-'5i their engineers; ihero is
no ouestion sbout it.
Mr. Rosnrurs. Thank vou. Dr. Goddard. It certainly wae a
pleasure - to have vou beforl the commit tee.
Dr. Goroeno.-Thank vou.
(The following informaiion was later submitted by Dr. Goddard:)
Pr,aNNrNc Conroaguco FoR SyuposruM or rrrs Evlr,uetroN or Sutvlvlrrr,rrt
Itr.. AuroMoBu,E Cor,r-:grows
Reference was made to the a,bove Bymposium in ihe subcommitt€e hea,rings;
however, it has not let tskea place. The ireeting which was probably refe ed-id
was a,planning conference for this symposium. The papers *hioh a,re to b€ pre.
aefll,ed at lhe symposiuol ffe ool, yet avsils,ble.

40 Morotr l'rEIcLE SAFETY
Eosrtrar, Bpo-D.rrs Pa8 PEBsoN rs rr Rosur,a ol tr{oron-Vsarcr,r Accrosrrg
(a) An estimaled sveraqe of 11.3 days were spenr io the hospital by each person
who was admitled ss the result oI a current injirry in fiscal yeir 1958. Fh;D the
890,000 persons iajured io rnotor-rFhiclc accideol,s is mul[iplied by thc a irFrs,ge
leDsth oistay an estimst€ of a,bout l0 mitlion hospil,al days is obtcined, tor 195-8r
Red'restrictibn, both iD the hospitsl end at home, resuLtiig from injuriis suffered
in rootor-vehicle accidents amounted to 28,300,000 days in fiscal year 1958.
Lerpsr Der,r oN rns IIoALrn Asptcirs oI' I,IoroR VDErcr,E AccrDENTs
MORTAI,ITY
In 1957, 3B,7O2 people were killed in motor-vehicle eccidents in ih€ United
Sta-tes. There were almost three tim€s,ts aranv mal€s as ?emales. Of the male
deaths almost one-fourth were in the age group 15 to 24. Fcmale deathn $.ere
trlso highest in this tige group \tith almost 17 percent of the tolel.
In the age gloup 15 to 24 motor-vohiclc sccidents were the leading csuse of
de&th itr 1957, accouniing for more than cne-third of 1,he deadh€ fLom all c&uses.
Ol all the young mer aged 15 to 24 who died ir 195?, 40 percent s/ere killed in
rnotor-vehicle ricidents. For feraales in the &ge grr p.15 to 19, motor-\'ehiele
accidents cauBed over one-fcurth ot Lhe des'ths from &ll causes.
NONFITAL INJURIES
Durjng the 12-month period from Jrly 1957 through June 1958 almost 5 million
persons \rere injured in motor-\'phicle aecidents.
'fhe
number of males injured
iss gresler rbau the numbcr of fenrrlps axcept in the ago g"ouns rrndcr 5 and 65
and over. AlmoBt, 1 out, of every 1!l l-orlng rnen aged l5 t,o 2+ \3s injured as the
resultr of a motor-vehicle &ccident.
'fhis
rate wa$ some'\ 7het less emonE men in
thc ase srouD 25 lo 44 where I in l0 wes hufl, The hiqhesl jniurv rntp foi fcmalc8
also i'pp-ear"d jn rhe 15- Lo24-year age group.irr Nlidlr-1 quf ef qvcry 21 loung
womelr in this countrv \res hurt itr a mot,or-vl-hiclc.ccidcnL.
Of the persons who were inirrred dririBg tlis period, 890,000 $-crc hospitalized
because oI motor-vehicle accidents. Of thp 92 million Derson-davs of rest, cted
activiilr resulting frorn injorie8 sufiered in rnotor-vehicll acciden*, over 28 million
wire bed d-eabliag.' Over 32 million person-d*ys of lr'ork altd 2 million
person-dayE !l -sohool.werc
lcst during the 12 monihs beceuse of ifljuries caused
bv motor-venrcle accloen!s,
lvlr. R,orrnrs. I v/ould like to call at this time Dr. Horace Campbell.
wbo is here from Denver, Colo., and who will speak for tbe
Arncrican -t iedical .Association. He is vice cba irman -of ihe committee
on medica,l aspects of aulomobile iniurics and deaths.
flr- Csmnboll. thd Chair would like to welcome vou here. We
know you came here et, a grea,t deal of personal sacr-ifice, you came
a long distance, o.nd we know you have long been interested in t'his
problem. We a,re happy to have 1'ou bere before t'he committoo
today.
STATETIIENT OF DB. EOBACE CA![PBEI,I,, DENVSB, COTO,, OS
PEUAIF OF TSE AMNBICA]I EDICAI ASSOSIATIOTI{ AND TITE
AMENICA1V COILECE OF SIIBG'ONS
Dr. Caupnulr,. Thank you very much, NIr. Chairman and msmbors
of the committee.
Mr. Rosonrs. I mfuht also ssy tha.i Dr. Campbell speaks as a
member oI the American College of Surgeons.
Dt. C,rupnnr,r,. I have been for somi years the vice chairman oI
the dommittee on medical aspocts of automobi.le injuries and dea,ths
oI the Amcrican N'Iedical Associ*tion. I speak todav lor the American
I{edicai Association and also speak foi the American College of
Surgeons in this respect.

MOTOB VEEICI,E SAF3TT
collaboration iith tbe Center for Safety Education of New York
Univer:itv. bas preDared l,his pampl et,
hlet f or phyplcians erti&d, "A
uJi[i"6}Hi#"f nyl]ii"i.'ff ffi ii"-:;iifi g-'ii6i'"do'ir"i""u
"Are Ag physicio.ns, primarily we foel it is our duty to see that the drrver
is in as ag good sood health as nossiblc. possible.
In lr.rithering thei ;iry, the - Amrcrican l\4edical Association, il
You Fit To Drive?"
I emphr,sizb the faet that our pfrme?uty is to see to it th&t the health
of every everv person driving a car is the besl, possible.
We have also produced a pamphlet
M",lin*l Grridc foi Phvgicians in Dete
Motor Vehicle."
We have sDent a, qreet deal of effort i-n trying to aid l,he indiYidusl
Dhysicia.n in his efioii, to ses to it, tbst ma,rry people presently driving
iaft are restricted or eliminated as drivers, becauso we know many
oeonle now drivine motor vehicles should not be driving' Wo are
il*^ aoiog what wE can to strengthen the regulalions governing ihe
issusnce of drivers' Permits.
Wo thirrL there is'&noth€r function of the medicol profession in this.
field.
We have rocepl,ed thc epidemio.logical concept of "host and agent,''
which recosnizes tbe perspn in the car &s the host urd the cer rtseu
os the ase;'l,. In ot'hir worde, the peoplo in lhe cars cause the accidents.
bit it, is l,he vehicle it'self that' hurts them. It is the material
ihat the ner€on in t'he car strikes, when an accidenl, occurt, that causes
the iniurv. Thorofore, we have a gre*t deal of i:rtoreet' in the sontour
and -il-o s[ape and c]raracter o{ por{,ions oI the car interior'
"b"duct"tl s v,lr'-v iil,eresLitrg oxperimclit' in ('olorado. Wo
placed on the marble fioor of lhe r.apiiol dome eome of tbis material [inilicatinsl.
lt' is called lrrrsolite. We covered an sree 6 br'9 feet with
alir,e ofihis rnat'erial I irrch thick. I-,ieuienant Johnson of tho Denver
Foiii" Dupa.tm",It weni up to tlte balconr', 1 l5 feet above Lhe floor, as
t'iitrr" u't0-story buildiirg. He was.able 10 hit this target' with freeh
hih eecg. Eachiss strurk it' and drd oot, evon eracli
Thi? marcriat if.-onlv an inch thick. If vou drop an €gg -or this
trtle ir;m a tieisht oi I rnch, it will breakl but four eggs, dropped
115 --W" feet an

42 MOTON, VEHICIJE SAI'ETY
these crashes were seyere, and yet the injuries were minimal or eyen
nonexlsl,ent-
_ The American Medical Associatrion has boen interested in having
this document considered [indicating]. i q;.t" ;;;;;il;i";;a;;;;li
gg pec,eryber ..1, .1955, by the houiir ot d"t"guL". of ib"-"Arn"","un
-Lvleolcat assocra.tton al lts meeting in Boston. This resolution was
i{troduc.ed by. rhe Michigan de6galion. fl" ."[i".i'riu" ,,,f,he
Nation al Reg u i a rion of Aui omo bile"Safety Siao a u"rJr'.;:- I'i leaa",
Wherees trafic a,ccidents in the Un-ited States claim Bg,000lives sad I,?50,000
lr"H"it ft:1"ffi1
$.irh a probabrF 45 percnn! i"";;;;-i,i-;"hl;l;-;iJugo in.rr.,"
t-ffii:H:#l'" iitt-tr$.1""",ffr"i:1,U"":,[lo ];.fi""u{,f,1'v,redured
r.hrou*h
. wtrereas_&ll otner modes of public transportation excepi lhai by:]utomobile are
:5:lJ,r.:.a',:fl9!:_:*"or,J;i:t1,#&,,"."15$ia. ", ."'*
ga-t€3'^6troDgly urges the Presideni.of the United States io request legisJalion
;:H,#igini *ll:"ifrt'.iT.,1BR?ii.",""1:,.,'"f"ii:l-"l 60ai-..-,lpii;.u uoa
We feel that is an.historic document and sbould be in tbe record.
., yye na,ve engs,ged-rn otber eflorts to see iI we could not persuade
Ene moTorcar manutactureE to adopt certain proteciive devices as
standard in the automobile.
^ The automobiles of 1956 embodied at least two major advancements.
One was,tbe developm:.n t of tbe safety aoo" lo.L loi-tlulii". **
ol rhe sarery
::g^:lt^"1,"pT":l
steering wheel.. Of alt rbe major de_
vdopmenls ]n, the past d-el:de looking to crash safet_y, [hose two are
af,anoard rn tne automobrJes. Sea[ belts _and crasE padding, both
dofinitive, are still on an optional_basis. ti t "" l*, i".l,i'pe tnat
!i9i9: t99, would become sterdard and goneral in the production of
&utomoo es.
given
'._ Yl l*9j::"
some assura.nces that.those_ devices brougbt, out
ur [ne t vbti cars-meny ot them on tn optional basis_reould tre fur_
[ner{eveloped and become standard features. Tbis has not, materi_
y"-l:.1j,".,"""!h:_.rr---" has,now come when some sort of n'ederal regula_
tion should be be, ad ado.pted, and the American l{edical er"o"iuiiori nu.
gone on record as being unequivoctr,lly in favor of leeislation of this
tvDe.
-,Iit:. Et_:lq:l my tesrimony, I have nor bad an opporrunty placs
ro
rr ln wntten torm otber tharr this statemenL [indicir,ting] of tbe
Colorado Srate -\l edical Societi,.
I would be glad_to answer q"uqs_tions thet mey arise.
}fi. *,-":lli:rfhank
you.- yo"
-o_iJ
r"f"."J tt do"o-.rrt, yor.
would like.to have made- a part of the record. -I
b"li";'l;;J*";
reeolution rcol"lton by the house of delegates ol the American Medica,l Association?
Dr. Ceupnnr,r,. The one I mentioned was this resolution of No_
vember,25. t955,.adopted by rhe house "t aA"g"i"" "i tj,"".i.merican
$reolcal Aasocra[ron at, lts l3oston meeting. It was resolution No.
19_of December 1, 195b.
I wquld be yery
u"1,T?ifl t;*';;li'"C"i;;i$'{ff;ffi
'd"ffg#ffi:,1fr3r",H,'J::ijdil'6"?,f
#rlir"sliiLJ'"f
'6"1"Jf
#;%H..s*ll
1,";,f ;H.'S*ifr
we- wg
!bin-!
l-bin-!r was probably the earliest, re"olut"ion oo-i[e;r;l;;"'
oo-i[e;r;1";"'
.' NIr. Ron o,nis. Wit[out lNIr. Ronnnis. Wi objection bjection lot[ both .esoiutio^ resolutions Hl"i"' wiliie ir,.t,,a included
"a
in tho record.

MOTOR VEITISIJE SAT'ETY 43
I would like to commend you for your interest in this matter ond
Ior the work th&t you have done personally in this field.
You mentioned thst vou so alonq with the idea that this is &
aational health problen, just al much io as any other tlpe of epidemic?
Dr. C,rlrpsnl,I,. As a mat'ter of fact, I thilk this is the Nation's
No. t hea^lth pmblem. True, cancer and hearb disease eoch cause
more deaths, but these occur in ths later decades of lile, wheroas
motorcar deaihs are occurring among those just ontering their productive
vearE.
Mr. fiosrnrs. Do you have any ostim&t€ of the average number of
beddays thot the averag€ accident victim requires?
Dr. C,rMpenLL. Mr. Chairman, I made some investigation of thst
locolly in Colorado. The accident problem is not a lsrg€ factor in
hosoiial bed{a\€. The hosnitals 6f Denver l,old me ihal, about
I oi 114 Dercent o'f the toiai pat:ient bed-days were due to motor vehicle
accidenis. From thot very limited surviy I would say it is not a
really large factor in the hospil,uJ situaLion.
Mr. Rogpnrs. Do you believe there a,re certain known proctical
eafety devices which siould be included on c&rs rs stondard equipment
and it included on c&rsl a.a standard equipment wouJ.d materially
reduce the severity and volume of injuries? -
Dr. CeMpenr,L. Yes: I do believe so.
Mr. Ronnnrs. Would you ca,re to point out what part of the human
anatomy is the most frequent cause;f death or seri6us injury?
Dr. C^MpsnLL. It has been recognized for the la,st 40 years, perhaps,
that the head is the area most frerluently injured. At the
moment, the head inj ury problem accounts for something like 70 percent
of the tota.l motor-vehicle death and serious-injurv problem.
- Phvsicians are woll aware that the severe head injurv is very, very
dificult to roverse. The typical head injury is irr6veisible. ii goe"s
on to fatalitv.
You mav-reme.mb€r o DaDer bv Dr. C. Hunter Sheldeni a neurosurseon
of?asadena. Calil., publiihed in the Journal of tbe'American
Meaical Association in Nov6mber 1955. The title of Dr. Shelden's
p&per wes "Prevention, tlre Only Cure for Head Injuries Resulting
.t}bm Automobile Accidenls." lie described the nroblem of the surl
geon who again and again is presented with heid injury cases for
which he can_ do nothing. He said we have to prevent, them, we
ca,nnot cure them.
Mr. Rosnnrs. Do you tbink improvements should be made in paddiug
interior portions of the automobile *'hich might result in tho
Drevention ' of these head iriuries?
Dr. ClMpsrlL. I am convinced of that, I\1r. Cha,irman.
Mr. Rosnnrs. In fact, there has been some recognition of this faot
by the efiort orr the part of some manufacturers to pad the visors
and panels?
Di. C,rMpsbtl. Obviously, becatse they have made t'he padding
availabls as an optional featue. I would like' to bring up a subject
[ha,t might be emborrnssing. The pads euailable on an optional basis
&re not a,s good as they should be. I understand some of the manufacturers
turned down the better type of padding ofiered by plast'ic
manufactursrs and adonted tvoes iliat would noi last. I liave had
case &fter case where it wenf bad in a yelr or less. This padding
which I have in my hand-and I have other samples-has been shown

44
MOTOB }mSICI,E SATrETT
t,o be rlery durable. Ono of t'hem has been floating in a lar of water
7 years and has not, been afrected by waler, has noL been aflected by
Iiei.t, and has not been afiected bv time. Vsry durable pads ar-e
*iai-tible commerciolly and, to my'knorvledgr, have not been gerrerallv
used. even oDtiona,llv.
Mi. Rosnnrs. Do you -believe public interost' requtes that' every
rea^songble nractical devioe shouldbe incornorated in automobiles ai
standard equipment?
Dr. C-r.MpsEr,r,. I do, indeed, and certainly the cars of rcide distri.
bution should hse ther.n as standard.ioquipmdnt. The most expensrve
cars can have them as optiotral, if a man pays $5,000 for a car and
waJxts to pa.y anot,ber $35 for padding; but, tbe cars of wide distribution
shoul-d have t'bern as stanilard equipment.
Mr. Rosenrs. T chank you again.
-dnv auestions?
.Mrl Scnrrcx. I bave no quostions but I do want to comnend Dr.
CampbelJ for his very wond-erful and very complete Btatement and
Ior his beins here.
Mr. Rosnnrs. The exhibite to which you referred may be included
ia the rccord.
(The following was submitt'sd for tbo roeord: )
'
SrarEIlN! oB TEE Cotonroo St,ttp Mrotc r, Eoctstv
To IIou. Keoaoth A. Roberts, Chsirman, Subcopmittee on llealth and Safeiy
ol the Committee on Interitato and !'oreign Commerce, room 1334, House
Offce Blrilding, Washington, D.C,
ID the fall of 1952, Dr, Wiliem Liggett, the roc€trUy elected presideut of the
Colorado State Medica.l Society, appoiEted a specia,l oommitt€e(rto sludy, Bnd if
Dossible to provide e solulioD for, the tmffc deaLh and injury problem."
After a t[orough study of iitorsture a,nd daia &v&ila,ble at tha,t time, the committee
rather oui;klv caire io the cotrclusion thai Illeasures to provide brctection
in ihe event of'a craah were the defir tive solutioD. It may be sBsu[ieA that the
purpo8e of accident preveDtioD is death and injury proveation. Tt SeemedJ lhen,
modt losjcal to ihis_committee to preveot tbe d€aths aad iojuries by measure.
whieh would oDer&t€ eveq when 8,n accident fol 6ome reason or other wds Dot
Dreveqted.
'
A[ the nert meetiDs of the bou6e of delesates of the Coloredo State Medical
Society & resolution 6 this end wes submitted by the 8pe€isl commilLee aod
unatrimouslv adoDled.
It was tlien sdnt to the motofcar maDufscturers and to ma,ay of the other
medica,l organizations, ssking the latter to pass similar resolut'ions arld to setrd
tbem to the motorcar msnufactuters.l
fn Ncyember 1955. sopeared the provocat,ive a,Dd instructive paper io tho
Journsl of the Ameri;an Medical Aosbciatiotr by C. llunter Sheldon, a reuroaurgeon
in Pasadena, Calif. IIe poiDted out that the motorc€r dea'uh aDd iDjury
pro-blem is 70 percerit a head injirry problem. The titte of Dr, Sheldenrs paper
foas "Preventi6n, the only Cur6 frir Eead Injuries Resulting from Autodo6ile
AccidentB."
Thia paper was thought by the Colotedo Stote MEdical Sooioty to be Eo im-
Do.tant'it' the field of i)oiorcar sa,fety thai I second tesolutioE wss lent to the
.footorcar menufactureB referring them speoificslly to thi€ paper.
The automobiles of ihe 1956 model-year embodied soveral developmeBte in
r€sponse to this a,gitatioD, The car maDufa.cturers pmmised furl,her devslopment
aloirg thie line iD"the De&r fulur€ and one compaoy president promised exGosivg
develoDmenl in the 1957 cars.
These did not mat€rielize, snd tro EubstsDtisl progress has appealed itr eithe!
the 1,q58 or the 1959 model8, Actually, some reqression in car safety has occuued.
H.R. 920, if eDected into las, will bring into beibg the cl'ash safety provisioDs
for whioh the Colorado Stete Medical Society has strived for the past le&rly
7 ysa,rs.
r Oopy sitsahsil.

MOTOB VEEICI,F SAFETY 45
The motorc&r iDdustty^has had evtrv oDDortunity to s'chieve thi6 dev€lopmenl
voluntarily in l,he past z.o yell*, ':i6-in'"ot phy-sicians have made t'hese sug-
ryif""b:',"11:i'S"i*"*T*:""*$li:,#;;;p:i'",1.'f l"d6'f"u*'":'"X uit*;11","1.
*T,"'it& tf"Ti"Hffitll3""*"i3ii",i""lt;*; "" r"*m" saretv- and it's cheirmsn' the
Ilonorable Kenneth A. *oo""t', t'p"i'iiJi
oause of trsmc aaJety. -
Respectf ullY submiited'
Attest:
tiitti i";a a;fiDitive sctivities in the
rEE cor,oRADo sr^r'"rT,t'i3th1?"{,.llt"*t.
g^"os'i'C Sitau,rw, Emculine Se6elor!'
To ttu Motor cat Manulscturers ol An'aic.' - l]'i]'l]i ,ltt'
GENTT,EMEN: During the p"", v""t tbe colorsdo €late S'1c.t9tv*lti:
'Megi:1l-
*Hsi"n:ilt-t":&fi.^*l!".'*,:l#iiiHi'#r{l H"{
*l+$l*it*Effi *T,ff*id;,l*t'H'"}",: fl+Ttrj"
,"i ilaiii"-tr-ii,""sent hish iojqv-ia'1e"liitilli:,t"* i*:,f"Tt'f*'iiJ'",1#
ilx"l"r-?rf,lti:li:: siili'i*"1'T*?;;'F";b' si*" reducins sra'6s' impact re-
i'iff;;i'j'l#iHird'.:ri;rlr{{lrdT"'TiniLxiii;l
'i"j"l:""x,*1[:"fJ#tii"""r,',:x,"i'il*;1"," ;lt$[i
#{*,[$iql*ili*iql{,F't*$ {i#"ir
recen! meeting Septemlcer.zv to '""iil'"i'ii rsst""a -wa-s
passed uDanimously:
Whereae motorcar o"u'ot "'- nt''...'diitih Stat"" or Am;rica DumteJ^between
35.ijdiilfi frltjtrb-a,,nuattv and motorcai inlurjes number abour I million annuulldifl;]*
,l"r* u""os lit'e likelihood of any gre&t reduotion of Eotor accidenia
t
tPf;J:H :il'tl:; tllphvsicians ond phvsicisls- have'cle&rlv thowD molor
-thrt
;[*'fr $$ltriqr;$*ffi r-']ffi ;;;;Jfi *;
t'"fl"tnfbfft"fl".l,Ttlfd'i"t"i"'# *[Hi'rends to.i,he In9l9'91'-TlPYl'"tu""t"
mtnf i+t+'-*i+:+*idnq -;,*i3i:
We implore the motorc-ar manurr
iDcreasini emPhasis on 84teiy'
Reapectfuly 8ubm,fied.
TEE cor,oB^Do s4rarE jf"sti:J;i*).
ifrdii*
Atte€t: Il.rx,vov T. SrrsuAN, E,eadiue SecretorlJ'
Dr.CaMpsrLL'ltfaylleaveeeveralofeaohoft'hesepamPh]otsJor
the commit'tse? -, 'r
Mr. Ronnn, s. Yes. ha'n-k
lroh""". until 10. o,slock tomonow
The committ€e will etand {
toffilfl;"oot,
et 12 o'clock noon, the hearing was adjourned until
w"dffi;#;ii"t 8' 1e5e, et 10 & m )
1377A-.{/,-.-4

MOTOR VEHICLD SAFETY
WEDIIE8DAY, Jrtr,Y a' 1969
Housn oF Rnrnnsnnre.rrvns,
SugcoMMrrtrp oN IIEAT,TE elqn S.rrnrv or rso
Colrurrtnn or Ilranglt.trn aND FoRETGN Qouunncr'
Washingtan, D'C'
The subcommittee met purtsuant to recess, q't !0 -a'm', room l3ill.'
N"f"H;;; dEi;-n"itai'ig, Hon. Kenneth' A' Robert's (chatman)
otb"l*lfr
;, Repressntat ives Roberts, Rhodes- of Pennsylvania, Rogers
.of Florida, Brock, Schenck, Devine, atrd Netsen'
IVlr. Roeonrs. The subcommittee wlll be rn order'
vi;.;il"";;;i;"; tle L"a"i"gs on the vorious safeiv bills' had
.We
"""'iiio*- v*i"taay *holvi" not on hmd'.Mr' Hanson,.from t'ho
E;;;f S;;liici'- Adirinistration' If vou wiil come a'round, we will
b€ qled bo hoar Your st&temen-t.
-
fir. H.e:vso,tt. Tbank you. Mr. Chairman'
i'A;: B,;;;;;;' witt voi identifv vourself for the record?
STATEUEIVT OF 'OEI{ B' SANSOIV, DEPUTY ASSISTANT CO['
U$SIONEB, IOTOR EQIIIPIIIEIST DTYISION, OEITERAL SER'V'
ICES ADUIIIIISTBATIOI{
Mr. FLrNsoN. Mv namo is John B. H-anson, Deput'y ,Assistant
a;li;;1;;;';f ii,. Moio" Equipment Division, c'eneial services
Administratron'
f)o vou wish mo to give a sta,tement?
Mi.'Rottut*.
'\i;. Please do, Mr. Hanson'
iffi;;* M-' Chuiimao, the General .Se.rvices
Administroti"'.,'
r.a"r"i;iiUi'"- 1,"* r sz, has tho responsibility for purglla+C
-ni|"-o"ni"t"* for most of tht Federel agencies More sqeciflcally'
i,ji"ii"'i'"airii r'teu""i." ol,n"" than the Di"ttict of Columaia' ot'her
iL"" *b""i"iie- *n Panam*'Canal, end ot'her than tbe milit'ary' -
tdffit few years, the GSA purchasod iodans as follows:
f" --Sili;;;"e;;i rssz."a.oZziin 1958, 5,265; and in 1959, 4'569'
for the 3 vea.* wet" 5r2,67r, and 690'
i;fiil6"'"-;i ""iia". ti" agencies which wo.do nol' buy for'
iusb
uUori,- uqual"-tn" number whic6 we do .buy replacemenls lor' Aod
i'l:i. irli-e-i"-the iniormation as to the'number bought t'here but
if*i"U.fb""" t"t"-n"""*ptio" tha,t ii is just about twise of what we
buv. "3orn"oou
was interested e moment ego in the- tota'I numlor of vehi
"tJr-io' tl"-A"ur,' As .eported la"t Jr f r, which,is the.lat€st dste-wo
nu"u.t'n" total number-of vehicles report'ed by the civ &gencres was
iio]irgl- T[" loi* number ot miliiarv vehicles was 108,743' or a
cl

T
48 Moron vDrrrcrrn sAx'Ery
total oI 224,000-snd-some-odd number. That is a.ll vehicles, passenger
cars and trucks.
If vou break that down into sedaus, the civll aqencieg reDorted
21p00; the
'l'here
military, 19,000, or I toral oI abour 4d',000 seda'Ds.
ws,B a total of about 5,700 sta,LioD wasoos.
Mr-. Rosenrs. Doos the Govem.ment, purchise ony ps$onger-type
vehicles in foreisn countries?
Mr. HeN_soN.-Tho .Depart4gggt of State does purchase vehicles
ove_rseas. Local purchase is authorized in some countries because of
hqh ta-y oo the Amerioetr vebicles. -Nonpa*sengor vehicles particulaxly
axe purchased overseas, because foreign makes are much iheapor
to buy eDd operate in some countries, for example, Eugland and
France.
ICA authorizes their missions tg purchase vohicles ovorseas if they
so desire; however, they require l,ha1 passenger vehicles must be puicbased
-under tbe slatutory limitalior even if pwchased over.seas.
In purchasing for ICA here we have in some instancos purchased tle
L,end-Ilover vebicles manufactured in Fngland. Tbese are normally
bid in competition with th€ American Jee"o.
. Mr.,Roarnts. What pric-es ryqrg -paid' during tbe past yea,r, for
l)ryrcal vebrctes purcbaaed by GbA?
Mr. Har'rsox. The folowing _a,re stauda.rd vehieles, without special
equipment, purchased during tbe pasl, year. AII prices are from the
annual procurement, except that for the t fi-ton dump truck:
Sedan. 4-door, $1.479.78, I.o.b. Detroit, Micb.
Station wa gon, g-passenger, $1,700.48,i.o.b. Detroit, Mich.
X-toD pickup (jjghr duty), $1,198.64, f.o,b, Lanring, Mich.
t"aHt:"*O truck, ?cubic-ya.rd body (16,000 cVW), $3r277.56, f.o.b. Oaktand.
Sedau deliverv wiub glass, $I,784.28. f.o.b. Lrnsine. Mieh.
[-ton paoel {lishr dur,y), $ t,t84.?0, f.o.b. Detroit,-i\Iich.
Oarrya,ll (Iighl duty, eud-ga,re type. $1,810.48, f.o.b. Fliut, Mich.
,,Mr.
Roaenrs. Can you give total purchases by GSA oI vehicles of
&[ Klnos, Dumber ol uDlts, a.nd Lotal cost drnng hscal vear lg5g?
Mr. H*rsoNr. Number oI Dnits, 16,686. cost,-$34.695.378.
llr...Ro^enars. Anv qucstions frdm ihe genrlcinen oI tho eubcommlt
Lcel
Thank r-ou very much, -\1r. Ifanson.
tr{r. H.rnsox. Thank irou.
Mr. Roeenrs. We appreciate vour a,ppearance hero todav_
, -\fr. H.ersol. Tha-nli yot. IiC.SA iin help you, wc w"ill get the
mlormatroJl lor You tor the lecord.
N{r. Roepnrs. Thank you.
, GentJ.emen, we he,ve_ wit-h u€ toda,y representing, as I undersmnd it,,
the combined automobilo indLrsry, the represenia t ives of the Autnm_obih
Jlanufacturers Associatioo. tt is m5- und.erstanding that
Mr. .Paul -4,cksrma.L. whg je -vice presidenr, of engineerhg of the
unryslcr Uorp., wrll ma,ke th6 rntmducl,ory statomenl, and will
introduce \1r. William Sberman, who will actuallv Dresenr rhe
sta,tomenl, Ior tbe ind,uslrv. fs thst correcr?
Mr. AcxenMeN. Yes, -
Mr._Roeenls. Wo aro very happy to have ycu. If you will come
around to Lhe witnesa cbair, w6 will be glad 1,o have yor.r proceed.
f would like to Bay this, Mr. Ackerman, in welcoming ytiu ond the
otber etentlemen who are with you, that the subcomnittee-appreciated
't'

t,
MOTOR VEItrCIJE gAr.EfY 49
ve,rv much the courtos-ri extend€d to us when we visited Detroit From
w{;t IL;;, fi";"i nob be l,oo enthusiastie.about your visit' t'otlay,
but I want t'o assure lou that the subcommrttee ls Yery.plearied to
il;"-;;;;' iv" """.i.i"J thet you represerrt & grea't frdustry and
one foi whicb we hav:e a lot of respect. You were very courteous to
ii *n"n *" "'ut" io D"ttoit. Wfile many of- the. present committee
;;";;i on tl"i"""p..tiue subcommittcc at t'he time, f sm sure lbat
thev. too. appreciati the interest t'hat' you havc shown and tha't you
demonstrate by yorrr appearance ber-e t'oday'
Mav I slv we think l'ou bave made & valuable conlrlout'lon rrrro
*;';;"" ;;# t "ptl; t"; the fine record that has been made in the
DroductioD *fi of l,he -{meriean motorcar.
#';h";"ilAuo-iot
*oi-;;;;;;iiir.i-i" inauy, wc hrvc lermission to sit' this afierr"d.
sublbit to whatcver-mav occur on the floor
;? til" f;;Jt;J you ""aet!ta"a, but I bclievi rve have allowed
enoush ""ii"",i" time for thi prescrrtetion of .vour tPstimoo1"
.ittia titi" tii tiii" ti*e to iirt rodu' c tlre gentlcmc,n with ] ou
for the record, for t'he purposes of thc ref'ortcr:, I wrll be glad ror you
to proceed to do that,
STATEMENT OT' PAUL C, ACEEBUAN, VICE ?RESIDENT II{ CEABCI
OF E$GItr!EBING, Cf,RYSIXB CORP' ; ACCO PALID BI IOBERT
CASS, ASSISTAIST TO Tf,E PBESIDEIIT, WHITE IOTOB CO.;
CtrABTES A. CIIAYNE, VICE PRESIDENT, ENGINEERII{G' QENERAI'
TOTOB{I COBP, ; EUOEI{E I. EABDIG, CtrIEF ENOIITIIEB' STITDE'
BAXER-PACXABD COBP' ; AITDBEW A, EUCIIEB, VICE PBDSIDEI{T'
BI{GINIDBII{O AND BEftEARCtr, FOBD UOTOB CO'; SALPE E'
ISBBAISDI, DIRECTOB, AUTOUOTIVE ENGINEERINO, AUERICAIT
UOTOAS COBP.; ArtD W:I!IJA[ F' SSEBIf,AN, SECBETARY' EIII'
GINEEBING ADVISOBY COIUITTEE, AUTO]UOBIIE MASUTAC-
TI'BIIBS ASSO CIATIOIT
Nlr. Acxrnu.rN. Thank you, Choirman Roberte and members of
your '"t#-fJ'c. committee.
Ackerman, vico president of engi4eering' Chryeler
Com.. and chairman of the Engineerirg Advrsory -uommrlioo
or Erls
X;;6;;bil""M--";f*t*u.. es"S"lationi [-t is in- t'bis l&bt€r,capscitJ
that I havo treen asked to lepiessnt sll ot t'hs motaq-veblcls mmulfa,cturerr
--ffi in opeuing our appsar&nes here t'od&y
"".ttl"iv ap-precilti' t'he opportunitv, Chahman Roberts' to
meet with you and your conmittee again and to presenL our vlews
on * uooosed automotive -t salety legislation. "ple*sure
W;i;*u ;ih n*"ia"Jtt
meeting wit'h some of your
*d;;;il;.;t;i*?J i'"t"- n,i*[ip during a -vis'it' vou made to- Dotroit'
iTr Aucust l-956. At that time, we providcd an ertensrve rcvrew
of our ind-ustry's safeiy progress, tnd, a'13o, demotrctrated l'o your
comnitleo the inqineerine procedures, laboratory tee'b$qued' an d tne
iltil"r""i'"it t"u:itT"" U-"itE d*otua eniirely to-safity wor$' T.ogether,
wd discuss€d ms,ny of th; considerntions involved in maJeitlg decrbrong
on ""f;:c?t'i;i"1"-, &utomotiYe ssfet'v, design, srd equipmenl'
;di-i*Fo" seriduJ interest i-n matters relating to
Hei#*y iJG l;a fe app-recioto yoxr courtesy otrd tha attsntion to
ths fscts we hsve present€d pr€nouely to you'

.1t, MOTOR I-EIIICIJE SAFETY
You have indicated that you are llterested today in hearing the
discussion of flolse bills.?22,-I841, f346,880, snd ggi. The merfibere
ot the eDguo€ring advisory committee bave ioined ir Dreparins a
surbrDary stat_emoDl oI_ rbe yiews oI tbe manu.facturers ori tbese b.i"lls,
end most of them are here today to aDswer any questions your com_
mittee may have after this Dr€setrtation
Tbese gentlemen witb me'today are on your rigbt, l\{r. Robert Cass.
assis[a,n t to the president, of the White Motor Co. To mv lefr anj
to yonl dght, Mr. Androw A. Kucher, vice president, engineerinq and
research, Ford Motor Co. Again to my riglit, ^Vr. C[arl6s A. Chivne.
vree president-. engineeri.og, _General Motors Corp.
'lo
my right"and
{t }our lelt, Mr. Eugene J. Hardig, chief engineer, Sr,udebalier-Fa ckoid
Oorp., and nexl, to him, Mr. Ralph H. Isbr-aldt, director, a,utomotive
oagin eering, American )Iotors Cbrp.
And uow., T would like to inrioduce l\1r. William F. Shcrman,
secreta,ry of the engineering advisory committee who will read ou]
State.ment.
Mr. SssaMelv. This statement has beel preparetl to be as concise
ap possible in response
!o_ your invitation thit jou rvould like to haie
Ine testtmony presented rn tr, \rr&)- to conserve time,
lJecause oI your eoDrmi ee's lgb6 visits to the research cenlers.
proyrng. groundsJ and- olber engineering f-acrlities operated b-v our.
companies, we.know that- you aie aware o{ the tremi,ndous effbrt ot
tne motor-rehrcle ma,nuf&cturers are putting into designing thoir
produets for safety and efficiencv.
You are also lamiliar with the-studies of nalioual sa{el,y groups thul
indicate the strides the manufacturers arrd others havdfrade'in the
field of trafE," safeLy over Lbe yeaxs.
lHucb
lr,es h,anneired sinco '|"9b6. in our continuing efforts to f urther
sarery. IJevetopments Srnce- 1]t'c last me{ have confirmed tbe manu_
facturers' behef that certain basic apploaches to orlr mutual objectivc
continue to be sound and fundameltal.
.First. is intensified cooperalion b.v l,he automobile manufnct,urels
wlth those groups &nd agoncies whose longslanrling responsibilit ios
and expeflence place thcm logically in the lorefront of Lhe salerv
movemeDt.
_ !"fgld, based on such cooperation, !" a qur,ual approach to safety
regulatioDs by wey of perfomance levels rather than.ihysical rcqurce_
metrts. 'I-his keeps opeu the door to new informatio:n ind inveition
msbead-of free_zir:g safety design and method to current leyels of
ktrowledge. Above &U, more information through greater research
con-tioues to bo a, msjor need for all of us concerned-with trhis wholo
Droblem- -
In addition to the basic attenrion they have paid to safely in car
and truck design and pnrduction, the aut-omob d manufactur6rs bste
g$uegd p , pS"y cooperatiy,e activities in the sa{ety field. They
lelped estab.hsh. or w.ere- early supporters of virtually every major
lremc salet_y actrvrty rn th€ country.
^ 4ryo$ the. organizal,ions receiving our support, are the Automol,ive
DaJery_ founda,tloq, - whtch we Iostefed more tha,n 20 years ago: the
r^trter-1.ldustry Ilighway Safety Committee; the Nitional -safeiv
uoxmll; the
'Ihrs
UorneU cra,sh-injury research program; and manv otherr.
broa.d program in support of highway safetv is based on
recognition of the facl that 1[re trafrc accidetrb pnoblem involves

MOTOn, VDETCTTE SrrIETr 5I
three maior factors: the vehicle. the hiehwav and the driver. Substontial
dromess demands balanced, ad6quate attention l,o 8ll three.
Today, Iiow-ever, ws are hero to disbuss irimarity the motor vehicle,
whicli is of "o,lr" our mosl, direct coocsri io t'hii field.
Our iestimonv. displays. and demonstrations to vour committ'ee in
Aigust 1956, hi,ve bi,coine part of the official redrds of the House,
alons with our suDDlem{'otarv tostimonv on safetv belts.
td hetp nU in lLi: r'eport oi our safetj activitiei since that, time, we
have introduced for the record and have submitted here a number of
additional presentat'ions having a direct benring on t'he subject urder
olltcu sslon .
These documents tell of continuing and expanding automotive
activit)'in safetJ m{rl,tore, and describe progress in at least six major
areaa:
1. Driver vision; Better vehicle lighting and larger glass areas havo
made it easier for drivers to watch road and traffic conditions, both
dav and nisht.
b. Sisnai devjces: lmproved turn and stop sisnal lighl,s facititatc
advanci warning of cbanges in speed, positio;. and direition.
3. Packaging"car occupants: lmprbied materials and designs provide
enbanc"ed'safcpuard; a.sainsL irijurv in event of accident.-
4. Drivins contrbls: Better desie; oi instruments and controls and
refinements'in eutomatic or uower-assisted control mechanisms have
simplified the physical operaiions of driving aod cnabled [be driver
to devote increased attcDtion to traffic conditions.
5. Car performance: ImDroved resDonsiveness of automobiles in
accelerating, braking, and tirrning has faciliteted safe, smoot-h driving.
6. Mech-anical reTiability: lm-proved materiels and designs give
added assuranco assinst the posiibilitv of hazardous parts f;ilur;.
Theso sreaa hig'hight' the-substsn[ial progress il - vehicle safet'y
end illustrete ho# w6 have continuod to -woik intimatelv and productively
with the State ofrcisls who regulat'e mdtor-veficle
equrpment.
Since our 1956 meeting with this committ'ee, the Govemor's
conference has expressed a great doal ol interost in the salety subject.
It Bent its speciaf highwsy'sefsty committee to Dotroit in i958,'sDd
followed thii bv enc"ouradins thi State motor-vehicle administralors
to maintain evdn closer li;is;n with the automobile manufacturert.
The State sdministreton have been sble to aid substantially in
the vehicle,safety development plogrs,m bI srpplylng informa,tio ,
DroDer emDhasrs, and DersDec Ye. DSsed on [nerl comDlneo experleDce
irith vehiciles in alt climaies, over all ierrains, and with all -possible
blends of urban and rural hiqhwars and traffic concenr&tioos.
Moreover. marrv of the- moior-vehicle administrstors operate
vehicle inspection piograms, and tberefore have an intimate kno*ledge
of the pra-ctic*lity ofnarious tlpes oI administrstive and legislative
actions'afi ectins iehicles.
Out of our cdooerativs work with these technicallv compet€nt snd
experienced Stati oficials has come a mut'ual re-coenition of the
im^portance of sound perlonnance specificatioos, firmly based upon
measurarrle user benent', as a requFrte to 8,ny cnange ln laws or
resulations. Bv oerforir.ance speiifcations. w! mean- tbose which
ep'ell out the de;be'd results, rath-er than detafling the means by which
the results ars to be etteined.

52 IfOTON VEEISI,D SAfETY
fn tle mat'ter of intrument-panel padding, for -instance, it 'li.,gbt
seem tha.i, a t'hiek, soft, spongy pad resembhng a foam-fubb€r- pruow
*oold be most desiralile. I-n fact, there was one St'*te legielative
DroDosal (h&t would have requ ed 4 inches o{ foam rubber for thie
'nurbose.
But-t he mea'sure ilid not specify the kind of foam' Four
1oc6"s of some kinds would be too soft to ofier any measurable protection.
Some ot'her foa,ms a,re as hard as an olk slab.
The nadding now in common use absorbs energy instead of reboundine
lik6 a spriits. We are sbill working to find other foams or other
crishable niateials that could provide even greater efrectiveness t'hen
anY now available.
fiere is another ex*mple oI the fact that we must' not' Iet excessive
nreoceuDalion rcil,h the'means cause u6 to lose sigbt of the ends we
arc seekint. ln seekins to protecL the head and knees of car ocrunants.
wc lru'e fourd fqreat' amount of protection can be built, into
ibe -"tal instrumcnt panel bv replacing heavy struclulcs u'i tb sbcet,
metal cf a shapr. and itrerEth tb;t will yieLd under impact. 'Ihero
are st'ill a lot' of questions to be anorvered, but t'ho final an"wer miglrt
rrell nol bc paddine at a.ll, because it' is quite conceivable thaL our
rescarch and dcveldpm0nt work ma1- lead l,o some vastlv diff' r('rrt
and more efiective e,oncopts, methods, and materirls tbal are still in
the unfornseen. but perhapc not remote, lutttte.
Thus. il cau be seen as'ain that l,here is much more to csuablishing
useful snecifir'ntions tba,ri what might at first seem obvious. Useful
soecifications must be based on the facts as disclosed bY research
resardins 'An cqer-v promising approacb to a s0fety problem.
eximple-oi a good-spiiificat ion is tbat for motor vehiele seaL
belts-one ihat is eien m6re stringenL than t'hat presently required
{or commercial lircraft. We reqarai the S,A'E recommended pract'ice
Ior motor vehicle seat bslt assemLlies as en example of well'developed
sDoiiifi ' cations becs,use:
1. It deals witr' performance benefits of direct' hterest to the user.
2. Consist'ent wiih obtaining. these user be-n€fit's, it aliows full latitude
for selection of both dbsign and metorials,
3. ft is written so ss not to-irnpede further improvemelLs in safety
belts, nor [o discourage development of entirely new types of derices
to achieve the same obiect'ive.
Many difierert typeiof buckles, webbing, and fittings now available
to the -Dublic meei thie SAE sta,ndard. This permits us to explore
public d,cceptance of several tyles of behs. This question of accept.
ibilitv is oiten a msior problem in introducing new safety flea.lures,
and hiqhlishts l,be dilficutiies in legislatilg mandatory sa,fet'y features
In the cbnstantly evolving fi.eld o{ sa"fol,v, we have seen major concepts
cbanshs in-a mat'tei of a lew years. We face the constant
orbblem thatlf we seek to make design details mandstory we wiJl
iestrict development, rather than prombte it-tba.t' we will make the
ensineer's soal one of desiqninq lo conlorm to inflexible and sometimes
ouidat"d codes, ratber ihan-eolvirg the basic problems. Such a
reslrictive apDroaeb misht, well disiourago, ratb-er tban etimulate,
researcb and'developmcit in automoLive safet'y.
The increasine i;terest' of professional and civic organizations as
well *s sovernm-ents has facilitated the accumulation 6f new knowledge
of "safoty. Research is progresstrg at' an. a,ccelerating rate and
we-have every re&son to expeit slnifir lnt additional progress in the
years immediatoly ahead,

MOTOR V.SSICI,E SI'IETY O.f
Accordingly, ws believe thnt.the public interest will best be servsd
tw clre,lsihstr]ng the coopeTauon BetweeJ] t^he automobile industry
iia""r6riiu"*ai? to'iJ"lbp ""* knowledge in every phese of safotv'
ala iv intensifying educatlonal ofiorts to convrnce new car owners
of * thu" outu" -t'o of'sa{"ety Jeatures and practices' 'causes
1il". """J know i-r6re about t'he of accidenl's to -re&ch the
best conclusioos. The manufacturers, unrversltles, and otuers 8'l e
sttemptiog to.develop th-ese fllll
Because of the YerY raprd ra ot a.o"too*ent in the safery 6eld,
*"-;;Jb" ;*. thaiwe do uoi specify ourielves in l'o a box &qd put
J p-*."i"r- oi tnultutu" quo raiher'tlran stimulatiug imaginative
inqovation.
We believe we wlLl meKo real progress faster. if we con[inue and
"l"i'"gti"" iii"ti,g "i;"*"ii "t co6pei;tion' and if in,the.industrv
-we
continuo to mske new lear'u-res available as soon as [hey IIre de-
;ffi;: '"Udiu't[i-" noa-"o"ii"* to ofier tbem on tlreir merits'
g"""iai background, we would now like t'o comment on
the bills vou -are ""frIirr c,onsidering today'
i.ii.iit" 'ffilu[i" ri.n - zfz -this bill siaLes- thaL its obj.ectire is to
;;ffi
*lin ttt" safest possible aut'onrob-iles without
";;;;;";'bio
it-.;;iog .o"t, to ibe auiomobile.buvu' ,we
cerl'ainlv
i."lii"ii,diJ. in""Ih'we "tot"?[" tbink rbet it would be both rmpractical
ffa"fit*,""""i.i.it i""."',*v of Co-o t"t"". ot .any^othei Fed^'nl
iiili"atii:ii"# d;t""r,"a r," assuire t'l'e responsibilitv for prescribing
i"L-*o'til" --Ch.-iaf;w a""lg" and production stsndulds .,
ctaractei stics of alr -auiornobil"
are so .basically rntl
intimatelv iivolved with all other features o{ dcslgn and penormance
il'-iililiiiitril'inlil i.o- in"i" or,u"' fea't'ures.is nol p93lffit- !af-e!r
tr""-to U". and is, coosidered from the teginning and englneered rntu
each paxt a,nd assombly of motor vehiclos from the grouno up'
*fhfi;;;bii"
indirstrv believes in sL&ndards and pioneered t'heir
d;;i;#;;" 6;;JJ"J" riu"t"i,'i"e to aur'omobile compg.ne"t"t 9gI!.-
;;;. ;"d*";;;;;;; Live been developed l.rv.nal ionallv^recogniz'ed
p";f;"i-tri organizations. Tvpical arc the Amenca'n """'"iy,.*:
fr-" -tiot Mut"tiils. Americm So"ciety of lvlechanical Engineers,
.rtr Siindard" Association, aad Society ol Automotlv€ r-{;ngrneers'
These pmfessionul gtogPq hav€ al, thetr dsposal l'-be. Dff",CoYql:
t"*tinsi"d research facilities. ";1;9;! The slandards evolYed' lrmrted rn t'-berr
i:";;i""p;;#;;ii [y *" ;t pertiD en t kr owl cd ge th en av aileble,
ire carefuliy -adhered to by all American &utomobrl€ man uf;;;fuil.
u"a moit importantly, ire regularly improved as new facts
tHt!fl;",
eafoty-Iegislation onacted bv rhe Sta'tes has made highly
€fiective us€ of suc-tl stoDdams. Iu the iontext-of our discussion today
ii iJ inportent to remembor that automobile ma'nujacturers must
triiri-"tir'G-Hiq"{t s[anda,rd adopted bv alr-v State
The eDa,ctment oI ilo use .r"itin"'"ti"t'itit" 2d l, -courmonly referred
tn i.Jin"-sii--"" ""*otutio", g"uttt"d thu "ott""nt of Congress to States
i" ili"ii-t" tJ eoi"r i"to !o-po"lt for the promot'ion of highway
ilf.'w". " ffu"'""tioo- occutred only last yser' W.e feel ,that'
if given
i.iiiit"ut-" .pp"-"t""itrv, s.t"r," gov-ernments workir:g in the ereaa outiil'"J
W ili""Lt"irtio;'*itt besT "eroe the public interest in highway
8af6tY.

54 MOTON, VEEICIJE SAT'ETY
.
we t&r.l to see how legisletioD on Lhie subject can be undertaken construct
rvelv, Dendrns furth€r breakthrougb in research and Fsting.
H.R. 880f This bi| ca,lls for a 100-mTle ";*i-;;;t" new vehicles.
Witb respect. t-o H. R. 1341 : Tbis bill would eq uiD passeogor_carrv_
rng. motor^vehcles p-urcbased for rxe by tle tr'edeial Goiernmei,
rvltn speclfied s.atel,y leatures. As we bave sta,ted aL previous hear-
Tgs,qn,r to other governmental bodies, we feel tbaf qovernmonLs
an exampl€^for
:igpl :l:
the public by. adopting avlilablo safoty
equpment tor- use oD Government-owned molor vehicles.
Every vehicle-u_sin_g branch oI tbe Federal Golr".oment, bas alwavs
purchtsed rts vehicles lo specifiea,tions. Specifications for safeiv
equipmenl, have been and reriain a. natural p'a.f, of tn.* ora".", u,rri
automobile manufacturers will continue to nieet alfrequiements.
Again, we would point our,. that p-ationally recogniilJ p"rtorm&Dcs
.
stan-dards already aie av_ailabls. Undei ifh"e il;;;.;"". rr would
and duplicatiol
.bf^ l".,g3"l::" 1{
of efforl. and expe_nse to requirJ
[nat ths Uecretary ot Uommerce also establisb standalds-
II.R. 1346: Tliis bill would prescribe srand;;a;-f;;xhaust emissions.
Your cornmittee conducled a hearing lasi year on a bill oi this
Iild, uld publisbed s report tbsr in"tuded ?[e-i"'stillro"nv ot uuto-o_
DUe lndusl,ry .representatives, Our basic research and develooment
pjgC]ilp. reported on Br,that
,tim.e have since expandeJ, pr;j;G
lmporta,Dt
progress., rncluding the development of ihree pror,olype ex_
rr*usl emtsslon devtces. !'ouf
,a&mples of ono lype are current ljr'being
tesl.ed by public officials in California.
*-;T*, nish Lo emp.basize, bowever, that none.of thesp derices is per_
recDed lor productron. euestioDs of installation, main[enance. oeriodlc
put)lrc mspectron, and reasonabfe cost-have not yet been sblved,
atthougb w€ are working continuouslv on them.
. We lail to see how legislation on Lhii subject can be undertaken con-
The prncess of designirg and producing ", *utililliL iiroiu"" ou_
n9roue lb,or-oygh
tests 0nd checks of individual parts, assemblies, and
lil g9ll!19!9,q vebicle,by the penufacrurer.^ ibe resr proposed by
l3s_rqrl,would not add eny substantial benefit to existi_n'g tests, anit
w"ol d pl?cg a Buperfluous cost of over $100 million on the"purchasers
ol
raJtmo^b
es.rn.a, pmduction year like the preeent.
r
fl.rt,. ddJ; lru-s.Drll- would requrrs sealing of the speedometer. lt
nas &. lauda,bl€. ofrJectrve but it is impossible to putlt into efiective
practrce, by thls meaos or any other that we knoh.
. tn,t,h_e ppeedometer, the unit which accumulates and records miles
lral'eled rs the odometer. ITence rre construe the bill as referring
specifically to thiq fu!ction of the instrument. S"ati"e this i"J"ment
would mokc rt ditlicult or impossible to maintain and rdpai I he intcrnal
paris. -\loreovcr, a new problem of officially resealing tbc unit alter
marnten&nce work would l,ltcn &rlse.
i1stlme1t
.^ Jhe,
is operated by moans of a flexible shaft cable, at_
R:,1"9 ,i9 the,.tra.nemission and driven ofr the transmission gears.
rhrs cable rtself could be turned to give false readings of the iistru_
ryp!. Thq cable and t\ gear at tihe transmission'are other units
wolcn rcqulrc serqrce and ma,intcna,nce or sometjmes replacements,
ald on.whrc-h- eea,ls would irnpose serious problcms. I t alsb sbould bd
noted tbat Lbrs speedometer ca,ble must be discoo_nected for some trans_
mrssron m&intena,nge _work, and frequently to pemit work on other
lnstruments behrnd the instrument pa,nel, such as imition ewitches
and radios.

MOTOR VEIIICLE SAI'EI'Y 55
In summarv, gentlemen, that' concludes our comments on the specific
bills before irou. Earlv in this statement we commented on the
rrosress thaf had been inade since we last met with members of your
!ro[o. Livins as we do, day in and day out, with very specif.c and
i'ri*iine quest'ions oI vehicle safety, I believe tha! we in the automobils
inanufa'cturi"g industry, perhaps moro tban any other group iu tbe
country, &rc i;eenly a*ari of the room for sliJl greater progress and
accomolishment.
We ?eel the Federal Government can a.nd should have a major and
nositive role lo plav in the sa,fet'T progress tlrat must,lie ahead. There
is a recosnized void in tbe field irfresenrch, a void l.har should be filled
as flst a.E possible wit'h information abou t lhe human aspects of mot orvehicle
oneration on thc lrighwaYs of thc Nution. There is a lesser but
still imn6rtant' void in th; informatiotr rse now have about highway
design.
-tra,ffic enqineertng, and waYs io makc each most eflective.
We believe that t'he Federal Government should continue to pa.y ar
even grcater parl, in supporling and. coordinating such reseerclr'. as
well a.-s in encouraging sound regulation and enforcement' liaison bel,ween
States and reciol's in meeimg mutual traffic problems.
Thank you, Chaiiman Roberls, a.nd thanks to all members ol the
committee.
'Ihat,
.\{r. Acxonu,rt. Chairman Roberts, completes our formal
presentation, and we, certainly, thank you and the-members of your
iommittec in permitt'irrg us lo present them to you.
hr ihe cour-se of furt[er discussion before this committee, if point's
arise on which the industry is able to ofier additional information, we
would like 6o have the prii'ilege of submitting it to you for the-record.
Mr. Ronnnrs. I am iure tf,at' you witl be alloweil that privilege.
I r,r'ould like to tho,nk \{r. Sherman and you, NIr. Ackerman, for the
stst€msnt. I am sure there are some questions from members of the
subcommittee. And those questions *ill be directed to you, unless
Lhey involvo a complicated engineering quesiion. "Actually,
rve on
this committeo are not engureers. I do nol, kno$ 01 a,ny englneer on
the comrdttes.
I think. senerallv speaking, the Chair rvould prefer the members to
direct their- questiirns to yo-u, and I would appreciate it if you will
answer those th.at vou can, becs,use otherwise we riII get into s prolonsed
discussion aird thers are other witnesses rvho want to be hoard,
"1*S
$ilfryihrt qo"rffication, tbe Chair recognizes any members of tho
subcommittee.
Mr. ScnnNcr. IMr. Chairman, f regret my un&voidsblo delay il
reachins ths hearing, but I will read Mr. Sherman's statsment carofulv
wf,ich I did no"[ hear in its ent'irety. I wou]d like to make this
coniment. if I mav.
Durine the fulf time of the existence of t'his aommitt€e it has been
an extre;nelv nleasant observation for me to see thst' the industry,
while it is iria very highly competitive field and constantly compet'ing
with eech other fo-r virious engineering and sales advsntsges-, t'here is
one &rsa in which the industiv is united, that is, in the sharing of
information developed in studies and tests in the interest of various
safety measures a,nd safety fea,turos.
I rim well eware thal, t-he industry has a very importenl,. economic
impact on our entire economy, and I-know how ii-rpoitant this is to the

56
Moron vEEIrcr,E gaFETr
177 million people of l"his Nation. But f know, also, thal, rour industry
throrigh-your various committees and associations ii deeply
inte.rested in -and workinq hard on all of those queslions wbich are iir
the public interest in promodirg safety and tbe better use and more
pleasure in the use of automotive t'ransportat'ion. So I vould like to
commend the industry in general for this splendid, fine work and the
fino exchanse of safe[v inlormation.
I eather6d from Mr. Sherman's statement that the irrdustrv.
seneia.ll v, Ieels evervthinE is sweetness and lieht a.nd tbat tbere ncdd
6e no legislative directioi in order to devclof these various req uirements
which we feel and which are brought to our attention by people
all over the Nation as being rea.llv essential in the use of automotive
transDortetion.
Anil so if we follow tlre same swee[ness and ]irht feelinE here rvr:
might see no need at all for any rule or regula'iiols or legislation
deating with labor, with iltorstale commeice, w-itb tbe various
regulatory agencies. We are, bowever, ver.r' conscious of our respousibilities
inall"these mo,tters and are doine ali we can. 1'here Bre marv
aspects in many are{x! o[ operatious a"nd commerce that do require
lesislation "I in the best nubliiinterest.
have been peno;ally quite interested and conce,rned in this
met'ter of pollul,ion of the air \re all brea,the b.y automobile engine
exhaust gai. There have been a great many faits developed br,:the
Nationaf Conference on Air Pollu'tion held here in the Capitai last
-traveling voar which drew snecific attention to the fact thst, automobiles are
manufact'urerg of air pollution. I know that is not, al easy
problem- -points to solve. f know thdindustry is working hard'{rom many
oI view Lo solve those problems.
-
-
As I understand it, Mr. Ackerman, your industry bas developed in
general some certain Drototl'pes of c.alalytic type bon trols whith are
frobably rechargeable and, iLerefore, aro an ei1iense to the morcrrsr,
ir,lso the afterbuiner t!'Des rvhich burn up these iompounds and therel
fore make many of thri elements in the-exhaust gades less harmful to
the human in his breathinc.
I wonder if vou won't desoribe those and tell us somethins aboirt
tbe proqress. sometJrins about tbo costs, something about tbe pioblems
and-somothing abou[ t]he geDeral acoeptsnce of those.
Mr. Acxerie:v. We at-tempted to cover very brieflv in ou"r sla.Lement
the general situation re'ga,rdir:g devieee tb con tr-ol exhaust gas
emiesions Eut it. certainlv. was not our intention to givs vou enou:sh
details so tbat fou can iomprohend the scope of oui woik. li.y6u
choose now. I oin so over brisflv what the sti,tus of ths program rs.
I9e a,re ireatirf this exhrusi gas emission problem-in inuch the
eame way Lhat w6 are doaling with safety. We have in our industry
cross-lice-nse agreements tha [-will permit us [o make any devico thai
is dewoloped b-y any company or t-brough any other age.icy available
GO All membe;r comD&nl€a.
Until a short tine aso. iust, prior Lo lhe iime we appeared in California,
no had nol, made a srerit dea,l of advancemenl in a motbod of
trealirle axhaust emissions.- Tbsre rvas a tvoe of crtaJvsl l"hat was
extolled as being the arsw€r to the exbaust g-g; emiseion foroblem but,
one, we found freat dificulty to get hold of and carry ol a dovelopment
progra,m.

MOTOR VEIIISI,E SAFE"T
C\57
Since thst "C;.rfMi. time, or prior to our appearance in California, the General
M;;;
bti"v'"", if v6ri *'in permit,. I wi4 cover that as
il;;l";;i *;Jd "uttlt you'do it vorirselfjbut, General Motors
ffii ;ffi;; .iu ln" ttlgt iemperatuie eatalvtic ap.prooch a'nd after
Hiliiliilt" i,i*"tiotio"i tti.."e'got it inl'o ihoir -development
and
e.rnerimont'al gr"oups ar,d are making rea'l progr-ess. no\ry. m bnngrng
this to a poiniwhire it is an offective dovlce and wbere rt m&y scrv€
^"-n"" -ffiilt of ihe sxhaust cmission cootrol unit's'
fi;";;;iiit", ti." n*a uotor Co de*-eloped a now cal'alvtic
-;;;J. iieepinc in hi"d that these materia'ls wsre not.a-varl&bls,
fi;;"iffJ t" i-" ii"?t"i.d. Thev found a -materia'l that would oporate
;'+;:ti;J;; tfi pi",i"tto" of the leaded fuels t'hat w€ use oommonly
i.ttJ" iid -iG iil "l.J, iupi""""t-ed " new approacb And t'h€v h'sve- undertii"i
,i"""i.pmerrt' oI ihe iow'demperature type of catalytic
muffier. ^T"nu
n"-o-Wooldridgo outfit had done somo exploratory work in
, pi;i'';fr;"i ;il;$,rF9l ;."v recentlv'. we feli" thar t'bev would
maks more Droqress lr tney iorked tiith one of the automobils
;ffi;;G;f#E;iia guiau in"- in the size and instollation device'
il?,iiil "iia.it;"tn.iuq *9d"*
outomobile, there is not too much
mom to put a lot or aoortrorial equipment' ' So thet we felt' t'hey
o".ala qriiaa""e in the design of [he p]ysical dimension of the after'
DUrner. -ffu'nt"
carrying on a very ac^tive program at' tho Chrysler Corp'
in - the eome tvie 6f afterburner field.
ff"""ifiri.;';";h;;-;d;rt
"mission control devices, we have
"";il;;f,ll; "n""ii""oi". - of pmperlv maintained vehicles We
i;;;-;;.;; tb'. "-i."io* fiom a 'pmperlv maintained . vehicle
#;-;;;;d to ""-li"lo tbnt """ -ore or less n-egiected . I n Cali{ornia"
ffi .";;ffi;,
"i
b "' ;;;"-ii" ; oi an automobile" ig
-r1l,r^1e -sa
tgtttov
and vel tbe cal cart bo rn retauvely poor running condidon' We bsve
i""ffd';d;;;;il i"ui "uo bo done bv p-roper maintenanc€. on thg
1""R"j".--w" "i!"dttla
tho possibiliti rif rirat'eriallv reducing the
emissions through this mea"s...
Tn addit'ion to these speclfic developments, all of our research
I";i1itft1"#dh".i" trt"--i"a*tt" - are' studving new approaches'
Ti"r"- -"u be Eetter methods oI ixhaust controls thsn thoss we ars
"'""ri'.ittry-'-5tuig'-.ilt . '- w" h""e d"vice" oow thet wo will
.feel
ma.ke a, substantral contnoutron, but so far as they.haveleen de-
'l'heir
i"fi"i i""a"t"--ih"y .ep,e.eot rst'her extensivs units life
*i-ifi" ""fi;h;;;;" mo-.ttt, wo fdel, is trot s-atiafactory
"i the'best performance ivc bave had on t'he cata'lysts
ilr;;;;i;"; l"l.ot ttty 12,000 miles, which would mean replacement
at -"G;;;l;;";; that time or reflctivat,ion.
I v{a,nt to sssure you that $'e a're devoting a-11 of our
.#;;"b';n;i"ot t""ttni.ul maipowcr rte have-we are devoting it
to '" this oroblem.
u . .I"fit" in"t it is a serious problem in ceriair-a'reas of the counl'ry'
It could be a health hazard,il areas that' cu'rrently are" not consloereo
".iii*f-"i""-. that, I believe. is thc story in brref .and' if,Jou
:;;:; ;"";" ""uoiii to. the record all of our dat'a tha[ ba's been
#;;;;d'i';';";;;"ti"";["f"i'"
il,o s.,q"p', t'o whom we report these
iecirnical * aciivities for vour informatiotr'
lii;.;;;;i";. I thirik rbat t'ould be helpful'

58 Moron vnrrrcr,E sAFEr.r
This subcommittee, in addition to being interested in this subiect
r€ pari, of our jurisdiction in safety matLers, is also interested in
matters of heallh. Aod, cor rseq ucn l,[-y, we aro also considerins such
metters as chemical additives to food and various olher cfiorins
additjves to {ood, all of which is of concern in questions of publii
health.
.M,V bil was somewhat, rhanged this ; ear witb that approach io
mrnd, asKlng Ltre.\urgeon Ueneral bo detefmlne !vba.t, compounds are
n&rmtul, rvbat toter!,nces can be used_es continuing effecls, just, as
they do,in food and drug testing. Tbis will givc'the irdJstrl, a
re&sonable opportuntLJ to .meel .those requirements as compounds
are lound 1o bc harmfuI a,nd as solutions are Iound to solve the prob_
lqT".
,Ol
th-at basis, does the industry have objection to thetr rype
or reqtsla,r,IoD t
., Mr. .Acnnnu,tr. Actuall-L.Mr. Schenck, v.e have asked for just,
tba,t information from tbe California health people rvho askerl foi it.
Ard we encouraged ir. We have said that'ir is vitsl to us in tlis
work in order to develop the most economir.al device that tbev do
set standords and do measure the allon able contaminanls in' the
exhaust, and that.they giye to w the emission scandards tbat, thev
feel. are.goilg to be necessary lo provide the proper al,mosphere i;
(]allrornra,
We are, also, confronted witb the problem of developirg ins[rument&tron,
proper rnstflrmentation, to measure tbe conLaminants in
the srhaust emission. That, is a higbJy tecbnical prob[.m. Ard in
the event, that these devices ar_o peifeited aud usid generolly, i; is
going to be absolutely ess{'n tial that instrumentetior;be develoned
so tha,t thc emissions lran be measured and readilv deterrniled wbetbcr
or not the vehicle meets the required standaids. IYe can colcur
completely with you that such standards have to be developed. Ife
are cxrrently workilg with the people in California to dev-elop such
stano g,r.$ls.
Mr. ScsrNcr. Tbank you very mucb, Mr. Ackerman.
f-can well apprecinte the very special interest oI California in these
problems. becauso lhe.y have a, peculiar I l_mosplreric condition [hal
requ-ires sornc special a eDIioD. What wo need, however, is not,
Iegislatron for (-alifornia alone-altbough thal is imporrani - what,
we,ne,ed is legislation for 50 Stares. tltst, will be effectivc in 50 Statca
r-nc]ygrqg L'alifornia. !i.o we have asked the Surgeon General of the
Public. Health Se-rvice,_who is in an especially gdod position 1o con_
ducL I na I rcse&rch- to do so
_ It, is my understanding tha,t there have been many claim-e tha,t
tbere are many carcinogenic tlpr:s.oI compounds in exlraust guses
rvlrch are highly dangerous ro people. ALd $itb rhe great increase
rn rrarrc, L,um pcr-to-bumper lype-ol trafhc, the great. increaso in
rnTcrna,l combustton
,engln{.-l)
pe public conve) a,Dces in heavily popu_
lafcd Br{.as $[erc tbe strer.ts sn narrow and b!ri] dings are ligh
and- as I undersland it,. tbe gas is heavl enouglr to la y nir the surlace
oI the strcet -aJl of these aspects be,"ome veri: imporianl io tbe Dattcr
of public bealth. So ml LiIi is wrirten with"thai approach in mirrd -
to roquire the Surgeon General lo derermine t.hese lirrmfirl comoounds
&rrd__to olrcou.rage t,he indrrstrl to make everl effort io meci tbose
cha.llen ces.

MOTON YEEICIJE gAIiET' 59
That is all, Mr. Chlirnsn, and I want, to et(press my very deep
appreciation to this splendid array of engioecring talent who aie tops
in the world in the de.velonment of motoi vehicles-
)Ir. Rosnnrs. Mr. Rodem.
M-r. Rocrns of Florida. I have a few questions. First, of all, I, too,
wdtild like to join in expressing my appiccia,tion for your being'here
represcnting the industrv and to note Lhe vory fine progress you ore
Da;kinr and the eflort,. nbt onlv in manpower 5ut the'mo"nev i6bt iou
are devoting to trying to briig about'bettcr sa,fety. Coriainlv,'we
are all conccmed viitLiit. Yoriare to be commendid on that-.
I did want to get )our feeling, if you thougbt it would bc helpful,
along the Iine th;[ C-ongrcssman' Sch-enck has"mcntioned, to, perliaps,
try to develop s p1ogra,m, sav. throush the Surqeon Generol's Officc
or- the Departineni oi Educati'tn, Heaitb, and WiUare, devoting some
scienti-fic_ help from lhe manpower anglq in poinring'up arrd iolving
the problem of tbe exhaust emission. Do yout,hink i prbgram of thai
type would be helpful, that is, one coordinating the various research
progrsms going on and to d"vote additional time and efiort, through
ihcDepar[meit of llealth, Education, and Welfare?
_ Mr Lcxonuex. I agrqe that any ieserrch that could be done by
the Department of Hialth in identifvine the harmful elements iir
exhausf ga.s and determiniae the extent'to which thev havc to be
eliminatei to eliminate the Lealth hazards would be e-ncourased bv
the entire industry. We feel that, is very essential. And, cerlainlv,
from t'he health itandpoint, research in that area coutd,' pr obablvi
best be done through thbs" agonci:s or by tbe Prrblic Healtb encouraliog
rcsearch proiedts in thosc aroas wheievcr the sci-ntific know-bow
is;vailsble.'
Mr. Rocnns of Florids. f feel very much concerned. and I'm sure
the entire subcommitlee is, &bout this problem. We had it here in
Washington iust a fe.u rr eeks aqo. For 2 dnvs f drove throuah somc
sqog ril'ht hLre in Washingtonl And I uas verv much impre-ssed by
the lacithat it is a growin! problem and should be met as quickly ai
DOSSIDte. -
I wondered if you could supply for the record at a l&ter date ths
number of companies actually conducting research on this problem,
the. number of,siafr people thai are involved on research on the' exhausf
gm$slon DroDl€m-
-Mr. Acrenlun. .Mr. Rogers, we will supply for the reoord as much
ol that as we ca,n rdentllv.
Mr. Rocpns of Floridir. Yes, I realize that.
Mr, Acxrnur.rv. You must understand in orga,nizations such as
General Motors' technical group or Ford or anv of these companies,
we have facilities that are alaildble to tho people uho are working on
this and thore are hundreds and thousandiof inan-hours ihat are not
identified and chargeable to this proiect. We will be very glad to.
out'line for the recorl the activities thlt we are carrfing on,"alihough
it is not likelv that rro can q'ive you &n accurate ma,nDo$er count.
But we n ill be happr" to give iou the best, piclure we can.
Mr. Rocrns of Fl"oridal I do not mean to out, r'ou to much trouble
on that. Give us iust an idea.

60
MomE vEErcr,E sA!'ofr
Mr. Acrsnu.w. I believe ws can. And we will be glad to do that.
(The informaiion follows :)
AT'racEMENT No. 2
AuroMoBir,E L,tousrny S,rerpMr:N{ oN n,EeouEcEs Dlvotro ro Suoc Rlsoancq
Sinoe the initistiotr ol the eutomobile industry reses,rch progrsm into exho,ust
cas emissions and mean$ of controlling them to reduce Lbe smog problem, the
industry hss msde a drrect' etpeddilure approximatiog $I tnillioo s y-ear for each
of ttt" ri*t 6 vears. This bv rio means reliesents the iola.I a,mourr], oI money aod
manoo'wer devoteJ to the inddeary's emog research bersuse l,he manpower, equit>'
meni. and technical facilities sre s'o integrated that it is impossible t'o isolare those
devoied --e,t solely to smog researcb activity.
i[e p.el""t timi tbree prototypd exbsust coot.ol devi-ces are in advanced
stages of development aDd this efrort is goiDg oo at an lntensihect pece.
!Ir. Rocnns o{ Florida. As I ulderstand it', the main approach has
been the afterburner, the catalytic, and the flame tgre. There aro
other proiects soing oo, t oo, I suppose.
I shbulh nori lik"c to eet rc a di.fferent safety facl,or, tho seat belt,
and. t'be possibilil,v oI seiting stardards.
tr'rom ihe testiilonv, I uiderstood you to take the position that
vou do not believe if would be advisable to have legislation t'o set
ipecific st'audards, but ratber you would prefer a very.flexible approach,
eenerally, &s you a,re now conductrtrg l wondered wh&t your cominent
wi,uld tie if the sug3csl,ion were prcsented and it' wns deemed
wise l,o ha,v€ some govern-mental agency set suoh minimum standards
Do vou thinh it advisable to have lhe Governrnent, say, through the
Socr"etarv of Commorce's Office, or t'he Bureau of Sl,andards, rathet
than sriocifvine parl'icula,r sl,andards, set cha.nging standards as it is
brouslit alonsisA eB to mBke a ffcdble recomrnendation?
\,Ii. Acneiir,rx. We believe, generaUy, l,hat io order to properly
anil effectively set standards tlia[ it can best, be dono in tho indust'ry
because t'he siandard does not st'art all by itself. It is involved with
other oa,rts of the car struoture.
In 'our work with the American Association of Motor Vehicle
Admirris[rators, they rery frequen y- req uesC tbings that lhey
feel are
in the oublic interesi and we do developlhe standards, either t'hrough
AMA -committees or SAE committees, and we will demonst'rate t'o
those men, to th€ir _engineering and inspection committ'ees ,what we
have dono. And wher-e the.y {eel th8,L wo have set s st'andard that
meets their perlormance reqriirements, o{tentimes they will have those
reouiremen ts in thcir resulo,torv provisions.
iVe do it in manv areis and #e find thg,t it is verv efiectivo and the
results are ruually very rapid irr coming because t'e have qualified
neonle ' to do it.
r. Rocras of Florida. I am suro thal -r'ou are making headway
on ths[. .Nlev I &sk, is thet & m&ndat'ory a.gTeemeDt; In other words,
once the standards are seL up, is that mandatory-?.
\4r. Acrlnlrar. In manyiirses; yes. The dual hesdlighting sptem
which rich was developed a e teir lear a,go, a€o. "We ahlt is, about approximately that',
meets very riqld'standards. tn'ere required- and made many
demonstraiions" to Lho engineering committees o^{' the American Asso-
"iiiio" of Vehicle AdminiEtrat'orslunt'il we satisfied them that ure had
hoitpr better lishtirrq lishtins. with mrch much better'standa"rds. better
Thev They are verY very qualified
people, neonle- a'nd ind thby t[ev set pretty orettv hiEh high standards.

TIOTOA YDEICITP BtlFErr
- I9e havs rec€trtly mrd. arl impror€ment in the single heodlight
lecauso mSny ca$t, I good many Dulrrona, aro operaang un0n Eulglo
la,mD6. And a€ soon as thrB dua.l lamp Ejratem waE dsYeloped aud ap-
Droied by them, they irnrnediately said, 'rWhat axe you goitrg to do
ibout the reolacement of the 7-inch lnmp?"
Juet at th-e last meetins thie Juno, we submitted to them an imoroved
la,mp which will be made available by all monufarcturers. Atrd
ie now haie an iroproved la,mp thst is approved a,nd thoae specifications
aa eet up will bt met by ev-ery la,mp manufacturer in the industry.
Mr. RoodRo of Florida-. Thet is, certainly, very fine progress.
Juet for my own knowledge, i{ you sot 0, st&ndard as you soy, is there
r,try moond, of enforcement ol those through your own organization in
mrivine into thege etandards that vou have eei?
Mr.-Acrnaurrc. Certaidy, in the case of tho o ginal equipment
ma,nufacturerr, we insist that ihose standards be met to the lstter.
And I think that we crn depsnd on the inieBrity of the light msnufacturera
who do supply oriS"inal equipment t'o meet those stondardB
in their ma,rket Droducts.
Mr. Roarng -of tr'lorida. I wondered if in your studiee you hove
found any rslstioDship of the hydroca,rbon diCchaxgo to lerded gasoline-has
that ehown uD or not?
.Mr. Acxlau.rN. I #onder, Mr. Chairmon, if I might have your
permission to rofer thot quesebn to Dr. Kucher, Would you like to
-conment?
Mr. Rosrx,rs. Yes.
Mr. Kucsnn. Members of the committee-. the question of.the conetituents
of the exhaust gasea is a very complex chemical combinstion.
And at this date we havdn't developed the iull knowledge with respect
to the relationshiD of these va,riou$components. The catalytic material
developed foi our muffier is capable of operation with the leaded
fuels and. iherefore, overcom€s ona of th€ most serious probleme we
h*ve had in s€itins anv kind of catalvst that would be operative
because the le"ad poisons many of the catalysts that we had earlier
oxDerlmont&tron vn[n.
The ouestion of leaded bvproducts of the exhaust, I think, can be
soparat6d from the genelal -qugstroq -of so-cg$ed smog. Smog is not
diiectlv involv€d with ths lsad problem. Tho smog problem rs one
of o c.lie@ical reaction between the unburnod hydlocarbon, -the ozone
lsyer in the atmosphere, and sunlight, cousing a clemical reaction
that eivos ttre high ammotic a,nd serious burning etr€ct rn the eye8,
Dorti;ulsrly. An-d lead, therefore, does not fall ilto that category.
I think the lead pmblem is one comple[ely Eopaxeto fmm thut of
8mog.
lvfr. Rocsas of Florids. I wonder ilyou could tell usif any resos,rd
bas been doue witb your catalyst on nonleoded gmolin-e?
Mr. Kucn.en. On-nonleaded gasoline, it is completely opeletivo.
Mr. Rocans of Florido. Youlsve no problem at all?
Mr. Kucson. No.
Mr. Roasns of t'lorida. So thet the pmblem has been that the lead
DoiBoDins ' is itr ths lerded gseolile?
Mr. fucapn. It, made ifrnore difficult, Iet us say, to get an effestivo
cotr,lyet.
Mi. Rosrns of Florida' So that if gaeolino wers not lesded it would
.oaeo youi pmble.m of solving the business of the exhauet €Bission.
a8778-60-!

62 MOTON, VEEIOI,E SAIETf
Mr. Kucrm. I feel that we havs now arrived at, o place in time
where the lead does not sbriously afiect, the effectiveness oi the catalyst,
Lead, of course, is a very desirable, and at the presenl, rime, necessury
addition lrom the standpoint, of knock conlrol.
Mr. Rooons of tr'lorida. I see. I understood there were sorrre Eaaolines
sold thtrt rrere not leaded. Is that true, some maior gasoliies?
I thouqht, for instance, Amoca-it rpas my impression Lliat it, was not
leaded; is l,hal, correct? Or is that, a false impiession?
Mr. Acrpnuex. I believe Mr. ChaJne is -well qualified to &nswer
tha,t question.
Mr. Cnevr.Io. There are some unleaded gasolines on the market.
But as time goes on and ttre efficiency of ouiengines and compression
ratios increase, it may woll be that it, will becoi'e more economical to
add lead to thoso fuels than to continus to produce them as unleaded.
That is merely a prediction, not a flat statement, please understand
me.
Mr. Roaens of Florida. Yes. sir.
Mr. Cn-lrrue. flowever, I tbink the point should be emphasized
that the lead was merely one of the faitors thar we had to- face in
developing catalysts-whether we are talking of Dr. Kucher's catalyst
or the one we are working on under license.
Mr. Rocrns of tr'loridal So far as actuallv afiectinq ths emission?
Mr. CH,c.vNe. We do not believe it, is o faitor.
Mr. Rocnns of Xlorida. It is not a, factor?
Mr. CEAYNE. Correct.
Mr. Rooons of Florida. The only dificulty presented is this
bringing about a caia.lyst?
Mr. CRlvr.re . That is correct.
Mr. Roanns of tr'lorida. Thank vou very much.
Mr. Ronpnrs. Mr. Brock.
Mr. Bnocx. I would like to ask whether standards are set in headlight
amperage end wa.tta,ge power. ft seems to me you ca,n meet
certein cars with the dim lights on the ca,r without too much dificultv.
but then you run into othei makes oI cars in which creat, difficultv ii
created when meeting the car. Is there a wattage and certain liirits
eet?
Mr. Acxnnruer.r. Yery defiaite standards set, Mr. Brock. I would
say the,difficulty.and ihe.variatione ig iI' t.ensity of the light a,e you
&pDroa,cn 'Mr. rne c&r rlt due Dfima,ntY [o mla&lmeo neadlamDs.
Bnocx. In that, c-ase, I h-ave another question. 'fs it possible
to imt*ll these sealed beami uoeide down in o iar? You meei'cars on
the road and thev are comins-close to vou with the headliuhts on lhe
upper positioo, aid then theigiye you "the
low6r position aid one light
comes up and gives you the bright position then, even thoug'h they
have swiiched t-heir f;o[ switch to a dm position. 'You ger th; brighi
Iiaht -Mr. then.
Acrnnuer, I would sav the enswer is not in the inoorrect
installation of the lamp but that it could be in the variation- there
could be a bad lamp oi one side and a good. one on the other. That
is perfectly possible. But the standards and the specifications very
deffnitely limit the wsttage in each lamp.
Mr. Beocr. Is i0 possible in the older made cars to put in a bulb
in an inverted nosition to cause this-not tbe sealed-beah tvoe?
Mr. Acrnnuir. I do not believe anyof those la,mps can b6.- Again,
so for as glare is concerned a }eavily loaded velide ef somo.oq'ner

YOToR VEEICLE SATETY tr}
who has properly aimed headlights, but puts a lot of load in his trunk,
maybe an outboard motor or something, he crn give you a lot of trcuble
on the highway with hig'h beams.
Mr. Bnocx. Ilow much of a load wou]d, in 6he trunk. causo tha
besm to coms up to appear as a high b€am- thet is with the di-r6*how
much weigirt wo;rid vou need in that tmnk to upset that, balan"ce?
Mr. Acreni-r.r*. I do -not beiieve there is a sineld fiqure that could
be given that would be all-inclusive of tbe various cars. It would
depend on the condition in which tbe sprinm were, ond other thines.
Th1 a,imins is a compromise; it is the besi compmmho we are able
to make. -So with n6rmal passenger loads, we liave properlv 'theie aimed
lamps. But a vehicle, if ii is oierloaded excessivelv, is no
ouestion - ihal the bea.ms will be raised.
Mr. Bnocx. I feel that many peoDle have the problem tbat I have
when I drive at night. And would it not be posiible to polarize and
further per{ect the headliebt svstem. We ard real pmud of the dual
headlighte. Ard I know-thai people stil.l have prolleme in meetins
tra,ffic. We go along divided highways. We do trot, h&vs a problem
with that. Would it be possible to use a polarized systen of windshields
and headlighls so- that driving at, riight wouli be more of e
comfort?
Mr. Acxrnu,rw. Again, Mr. Chairman, this is a subiect thot Mr.
Chayne is very familh.r with, the prosram wbich he undertook as rc
polai'ized - ligh[ing. If I can refer ii to him, I think hs crn answen iL
Mr. Ronnnrs. Mr. Chavne.
Mr. Cnevvn. Mr. Brock, back in the thirties. at the time the industry
and the lamp m*nufacturers and the administratorr undertook
todevelop 0, smnaardized sot of lights in order to reduce tho misaimed
problem in the field to a minimui. You see, at that tims we had. I
believe, over 30 difierent trpes of aimins piocra,ns in th6 field 'to
take care of all of tbe lamps ihat, were in-prodiction. Polrroid had
just come in the pictwe. And the industry made a verv ca.reful
;tudy of the polaro-id lishts. The lieht-hansfuit tins efficiencv of the
polaiizing-acr-een fllter or whatever yiu want, to call-it wes qriite low.
And it {gquire_d o very grea_t incr_eese i! candlepower in order to get
enough light down. the road so that when you looked tbrough your
polefrzin{filter, be it a windshield or visor, you would be abli'ro see.
And the systom waa rejected by the industry and tho la.mp manu,
fscturers at that time because of the greet increaso in olectrica) system
capacity that was required. And, iherefore, because of the cost8,
And, atso, a very serious factor which hes not choneed to this d&v.
thot is, the quesiion of \rhat are vou soins to do duriis the traneiti6ri
period? YoL cannot possibly c-onvelt all of the cari in ths world
overnisht.
Wo -made a, Btudy a few years ago that, I would like to hs,ve tho
privilege of submitting to this commit t€s-we mads a etudv for the
Massaihus€tt€ Legisla-ture as to whst this chaneeover problim reallv
a,mounta to. As I recall the ficues, Mr. Sherdan cori correct me if
I a,m wrong, it would have cosl the motorists in Masgachusette ovel
$50 milliofio ionvert to the polaroid beforo onyone of them would
gain more tban 25 percent in results. In o[her worde, 25 Dercsnt of
Iny one driver me-etings would be with another poliroid-equippad
ca,r,
We are still very openminded on the subject. We have a stonaling
invitrtion to onyone out, working in the pola,rizing field to bring

64 M€llon VEIrIC'JE BAPtlrY
to us &trlr improvomente that thsv think thev have made. And it
ofierg soie viry interesting po$ibilities, but -as yet, ws do not see
ths answer to this motter of increased electrical power required and
the chanseover problem.
This i;another matt€r; this increased electrics,l powot means moro
firepower in the la,mps. That meons that the ohap on the street if
he iloes not happen to be wea,riae pola.rized elasses, he ie goinq to be
blinded Hinded bv thii this iutomobile sutomobile comiis cominf towa,rd towaxd him with th€s€-vefr these very hish- highpowe.red
f,eadlighte. There are i great rmeny problems. lems.Uiforlu- notelv. it ie mor€ of a problem than appeard ai fr.st slance. And
with iLe chairnan's Derirission. we will iirbmit coDies of this Massachueetts
report and, iJso, any oiher material that we have in our fiIes
that are peitinent to thig metter of polaroid headlights.
Mr. R6snRns. The Chair would like to know wlat the eize of the
dosumenl, would be?
. Mr. Crerro. The Massachusetts report is a small booklet, mughly
5 bv I and DerhoDe roushlv 25 pesee.
IiIr. Ssuiuer. -It, is a-litile sborti,r than l,hat, the legislative report is,
Mr. Cuernn. Vsrc well. It is not at all bulkv.
Mr. Rosrnrs. Th;t wiX be inserted in the recbrd at this Doirt.
(The information follows )
AfIacuMENr No. 3
Ifouce
. TFE COMMONWEALTH OF IUASSACHUSETTS
No.2419
gpEcrAr, RDpona or, TE! CouurrrEE oN Hrcaw^yB 4rD MoroR VDETCLES
Oo eeveral propoeats for emeldment6 to chapter 90 of the Ceneral Laws, ioc)uding
aa Act riquiring polarired he&dlamps on rnotor vehicles under ceftain londi:
tios, and bn Adt io outhorize a trew bighway erteDsion
Crsrted under the provtuionB of an order sdopted by the llouse oD July 2 snd by
-
tho Senale oD July 3, 1952
NorE.-D€let6d pamsllph. !unb6ro4 r,-2, 8, !, s4d ! srs loc p€rtlrqt: tbev p€ntsj! rsrpeqlv€ly to
autoE blls dnv|rlE sotooE. lollruolorl, dr€lroy Drldgo oD$rucarot\ $oscBlE oonlluuclloo, aao reglscratloD
iDlorsDc6 pr€bl€Er.
To thc Holrotdblg Serwro Ldd goasa ol Reprctcntttrioes:
The CordmissiqD helil hearings end lieteaed to testimony of ptoponontB 6nd
oppotrents of the Jrropced legislatioD' To fully investigste one of the propGed
oieiasuree the chalrman snd eight membels of th€ Commis8ion traveled to Detroit
artd Milford, tr{ich., aod spent 3 days etudying potentisl effects of the mea^sure,
Included iB this siudy was atteDdence 8,t, Atrd pa.rticip&tion in, an actual road
demonstral,ion of equipment' propooed lor use in the agt.
After oareful coniidiratiou it i! the judgment of the CommiBsion (iGms number€d
t to 5, iDclusive, aro Doi p€rtiDeDt):
6. Tbat a.n aot io r€move th€ hazlld6 of light driring caused by headlight
gb,re, fled aa llouse No. 875, should not pass, eDd its aponsors should be gilen
Iesve to withdmx their prop6al because it would impo6e upon cedsin vehicle
owDer8 i.D the ConmoDwealth eub€tantial expeDse sithout commensur&t€ b€ne6t;
bscause it wollld oause diatress to ped$tdans; and tEcause it would iEtroducg
hazerds Dotentially as grest as those it 6eeks to alleviate.
The dom]niseioir'a investigstiotr found the dehonstrated fight-pnlrrizing and
viewing devicee offeotive (aDd coDBequeDtly beneficial to vehicle oporstots) only
for oq

Itr(yI.()R VEEIq;E BAFETT 66
. Th4 limit€d benefft that might accrue to th€ snDll segmert of the popubtloq
reDr€aetretd by new-cor bwero woutd he st the exp€DBo of exo€€sivo alrtroygrlob
tdD€d€strisDs at all tldes snd increaa€d hA*rd to u8crs of Donequlppod ve$dec
at -tlmes of noDcompliance, by operator€ of equipped vebioled, lelth th6 rcquitemeot
for mauuslly ss itchiEs to deDr€ssed-bosE Dessitr( ltchts.
Arother harard envigioDeii by ihb commireion -derivee from the fr€queDt nood,
throuchout the lons traD6iiion Deriod, fo! operatols of equipped vehides to te'movo
oDo hibd from the et€ering wheel at highwa! epeeds to ralho and loser the polarizod
vlsver of ihe propo€€d squiproeut eacb tlme a notrequipped vehiotrs i8 met.
Rnapectfuly 8ubloitt€d.
Charles W. Olsor. cha.irna!: Newland E. Ilolmee, Janee J. Corbett,
J, Eb€n Brown. Jane8 A: O'Brien, Fred A. Eutchineon, Charlos L.
PatroDe, Allan tr'. Jon6, ADthony Paroruo, Eamuel J. Boudr€.u:
MaBcE 1953,
Mr. ScsnNcr. Manv of us havs had a sreat deal of difrcultv drivins
toward the sun fro;r the reflection froi the hood, d'ash, anil other
chiome parts of the csr. f wondered about that. We have vieor€
overhead to help cut out sunlight glare if we had a vigor et ths bottom'
would it telp to reduce tLLis glare also? [Laughter.l
f wondor if there ie anvthins that can bo done?
I\zfr, Acxrrur.r.N. Thaf. sir, "is a Droblem. The reflection from the
hood ond from the interior s'urfaces in the windshield .is & tbing thet
we do not like. We haven't found a sotisfs,clory solirtion to it. f
wor.rld say that if we were, if it would be acceplable to ihe peopl6
who buv-out Droducts to have hoods and the upper Dortion of the
instrumint pairel with a very dull nonreflectivd iurfice that looks
pretty bad 6ut pret,ty efrectiis in reducing the reflection some good
con be done,
Mr. Scnrwcr. You are workiag on it?
:Mr. Acrnnuer. Yes; we havo= doveloped many types of finlshee
tnvine -Mrl to find an acceptable one.
Bnocr. I wonder if f could get a ficure from vou as to th€ cost
to the cal manufacturer to incorpi-rate aJ standard equipment crar\
oaneline on the instrument panel of improved material and, aleo'
Zrash o-anelias on the visors?- Ws hea,rd-vesterdav from the doctor
with the A-dican Medical Aseociation thai the most dangerous point
to the hudan bodv was to the head in the case of an aceident. And
thot the craeh panhine up above would help. I wonder il you could
st&t€ lor the record wEat-it would cost to maks tha,t stahdsrd oquipment
for sll csJ€?
Mr. Acrunur.x. I believe,-sir, tha-t the best in{ormation-we coyld
not siw one all-inclusive 'fisuie, becauso obviouely, the padding
requiiements reoulrement,s on a car J"anlfirctured m&nulactureo byTord Dy lloro or.by or oy Ahenican 3.]n€ncan Motors jl
orihe Stud"baker-Packard would be difierent t'han that required for
a. csr ma,nuJactured bv the Chrvsler Corp. I believe we "ou16 go'npile
& cer ma,nuJactured by the Chrysler Corp. I believe we coula compile
for you vou the tho cost to the owner own of thoee doYices which ws currently
ofiei, --dn" if that would be of heip.
i"ui*i"g ti;".rti;; was lat€r submitted)
ATTACETBNT No. 4
IrFoBxartoll ox Cogl or Paupnro rol INaTRSMENT P.rxug ,rno guN VrsoBB
The cct to tho owDer of the padding which is cu.ontly ofrercd fu variablo'
depeodils upon design ond manirlaotufrng cotrditioas, bnt i8 indictted by tho
f -- ouowinq tvpioal example :
tiitru"mirit rranet ealety oushions ar€ Etsndard on the Plymouth Eport F-qry;
(h tbo DeEoto Fitcdome, trireflit€, a'nd AdveDturer; Cbrysler garatoga, Nov

66 l4ot9n vEEcr,D SAFETT
Yo+ell sni 3008; aud oD all Imperial- modetc. Oo the remaining calg they sre
lvallable aC a prlce ranging trom $13.50 to $21.60, Safetv padded sun vrstrrs are
available oq Plymouth -anii Dodge ar a price ranging lroir $6.45 to $8.
Mr. Rorenr€. Do you believe crash paneling and the devices that
the gen tJeman fmm Nebraska spoke of, would add to the sa.{ety of
that vehicle?
Mr. Acxnnuer. fn certain types of accidents where the body or
l,he hea.d impacts those pa,rticulai surfaces they would tend to reduce
ths severity of the injury. Uofortunately, there are some combinations
of events ond some directions wbich a person c*n be thrown in a
car unless he is efiecLively restrained that we cannot be sure iust, wbere
tbo imFact qrill occur.. BuL certaioly, il those areas where t6e padding
is ueed we feel that ths extent of tbe injurv could well be reduced. "
Mr. Rogrnrs. Do you contribute to ihe research fund at Cornell?
Mr. Acrrnulw. Yes; we do. We support it and we use iL as a
bible, tbe results of the case bislories lhai'we receive from them.
Mr. Rosunrs. You use them as a bible. Tben vou believo that a
largre.percentage of tbe injuries are to the head andio the upper parts
oI tne numan body.
Mr. Acrunuari I beliove, N{r. Chairman, that st this particula.r
point we would not wsnt to draw an.y e,omplete eonclusion. We are
compili-ng the information as ii, appLes to ou_r product. And in a
serious efiort to determire what areas are most liLely to get injury to
tho car occupant. That would have to be done bi eac"h ca.r manufacturer
and that irformation is reliable-
Mr. Roeenrs. Do you mean l,hat there are less iniuries of a latal
nature to tbe bead, in some makee of cars than in others?
_ Mr. AcxnnurN. I would not be prepared to make that statemeni.
I think it would require a verv exhaustive study of tbe data of all
cars. We havo available to ui the history of the accident in which
our ca,r's are involved only, and that study, I presune, has been made
Dy otner menulacturerc.
Mr. Bnocr. One mme qnestion.
In following I car at. night, you gel the inpreseion ' that vou ars
looking at, the front side of a gl

MOTOB VEEIC']D SATETY 67
Standa.rds, the power to soy what theso standaxds should be, what
efiect, would it have on the imported car?
Mr. Cs,rvr,rn. I have insuficient legal experience to snsw€r th&t
qu€stion. -
Mr. Rosnnrs. I am askirg on the basie of your engiaeering experienco.
Dot vour leeal erDerience. You are here as an engineer.
Mi. Csirwn. Thev -wou]d be up against the sam€ problem that
we aro in prepaxing cirs for import -into European markets. The cars
would baie to mdt the legal iequirements of the msrket into which
thov are imported.
Mr. Rosinra. To ca;rry tbat further, if you had an overall minimum
standard that a,pplied icross the board to ollr own Government
purchases snd also to ir:dividuals, would it not have an adver€e efiect
6n the iTported automobile, whibh has been gaining quite rapidly in
6AleS, aS I &rn SUIO yOU &re We[ awar€.
Mr. Cxlvrn. It-misht bave il the standaxds wene Buch that ths
eize of the car was an-important fsctor in whether or not they wers
able to meet the height standards, for instance.
Mr. Bnocr, One foore question.
Do you think then that the etandaxds &re too low aB sot et, the pr€sent
ti.me?
Mr. Acxonu.rr. We don't believe so, sir, bocause wo e,oopsrate
rniih ths States and. the a.lminietrstors in setting the standrrds, ond
we c€rt&idv trv to set ths staudards well aboYe ths ssfo minimum in
all our stan'darl work.
Mr. Roanns of Florido. Would the gentleman yield?
Mr. Bnocx. Yes.
Mr. Rocnns of Florido. Speaking of standards, do you feol it
advissblo to have as stand;rd eqiipment seet belt coniectione installod
on vour aul,omobiles? WI\ai would be your feeling on that?
Mr. Acxinul.r. Certainly attachments for eeat belts provided in
the automobile at the time it was built would be * convenience to those
people who choee to purchass seet belts. Unfortulateiy, our oxperiimco
indicaks t'b*t few'people,. aqd c€,rla,i4y too few poople, choose to
buv ssst belts or even tn uso them when they ore in the car. I thirek
thit our new automobilss as they come out #th ths so-cslled pecknge
to make a Eeet-belt installation will be much more readily mads thrn
possibly -to Bomo in the past. We are trying to make it easier for poople
insti;f seat-belt eduipment where [hev chose to do it,.
Mr. Roonns of Floriita. Would the aipense be ver5r much, do you
feel, if tbe manufacturer put on your sea,t bolt fasteners on evorJr ca*?
Would rhab be a sreatlv added expense?
Mr. Acxnnnra.rql The expense *ould probably not bo prohibitive,
but I thi-ok you would find that many, hany people would question
the advisabilitv of a manufacturer puttins ih visible attechments in
the reer of the-car where the belts oie attaihed {or the front sea& passgnqers
where thev weron'L used and rea,lly were i-u the way.
Mr- Mr. Rocnns oI of Florida. How do you vou feel feil as far as l,he t he safr safety fattor
is involv€d.. involved., sirce eince it has been brcught oui, from my understanding,
th&t s6at belt8 can contnbuts greatly to the salely oI &uf,omoDrts
DA€setrgor€?
-
Mr.-Acxrnu-rw. My personal feelinq in Lhat are& is that the eeat
belt ueed by the occuiarit of tho car is probably ono.of the most efrectivo
meaniof protec[irg the car occuplnl from serioue i'ojury in the

68 ltorob vEr*crJE srlrrr
ordloary crash where, you. would expect a person to snrvive, but he
mav rre rather aerlouslv tnrufed.
fir. Rocnns of tr'lorida.' I iust wondened if havine the installation
there would perhaps encouragb people to use seat belts, because it is
qulte an effort,, I think, pmbably to havs an added installation pur
on the car. Wbat would be vour feeling on that?
Mr. AcrsnMlw. My feelinq would be that peoplo are ouestionins
it,. "W.ell, shoqld I dr ghouftn'i I?", and tlie rittacbments_ poi,nti
being thele might sncourege a pereon to buy them whsre h6 otherwrso
mgn[ no[.
Mr. Roorns of Florida. Just one other ouostion.
Fmm t'he testimony, as f understand, y-ou do not ieel it would be
edvieable 1,o have this 100-mile l,est of everv car?
. Mr. AcxnaM,r,,.t, Mr. Rogers, we consid6r it would be no test et
all. The development of our automobilo, a,xd I b€lieye I can spoak
for every mem6er company here, entaiis huadreds of millioni of
miles of iestine of every- Bait of the car before the cor lg releasetl to
prcduction. O;nce the 6ai is in production, in addition to the routine
checks ot the materisls and so on, there a,re addition&l hundreds,
literally hundreds of millions, of tssting that goes on during l,ho
model vear to insure that the vehicles oe;form. -
' :Mr.'hoorns of Florida. Then; .too, I suppose your dealers belore
they sell l,he aar have checks?
Mt. Acxnnuelt. The de*ler€ a,re all paid to nut the csx in condition.
There sre manv little minor adiirstments.
N[r. Rocrns of Florido. There are irany checks as it goes down
the line?
'Ivh.
Acxnnuln. Yes. gir. We feel that ihe additional oDer&tion
of the car for a hundreil miles might reveal a squeak or a raitlg but
would not contribute to the safetiof the vohiclo-.
Mr. Rocens of Florida. ThanL vou verv much.
Mr. Rose nrs. The gentleman fiom Ohio. Mr. Devins.
Mr. Dtvrrn. Thank- you, Mr. Chairnan.
Mr. Ackermani I an,sure tha,t you and vour collea,sues have heard
the saying that y6u can engineer tLe uuk aid bolts on'the automobile,
but ndt tle nufbehind thd wheel.
Are not you and your colleagues spending inillions of dollars each
year -irregponsib-ilitv il engineering, attempting to ovorcome a problem created by
on Ihe part bf tte driver?
Mi. Acxnnfur*r. I wbuld sav this, Mr. Devine: I question whethet
we can ever engineer * prodrict thilt will be eintireiy imperviorn to
nismonagemenC by the driver.
Mr. Dsvrrn. What I am leading to, Mr. Ackerman, is this: Do
you and your colleagues feel that perhaps there should be more string€nt
requir€mente olr opera,tors' Iiconses? Many drivers feel that it
is a right and not a privilege. Of course, there is a difrerence of opinion
on rh;t.
If the States would establieh a realistic driver's examination with
requirements to opera,te a, motor vebicle, wou-ld that not in your opinion
reriuce many of tle ha.zards tha,l, you aie trying to overcolme?
I rococniio that paddins on th; degh psiel. -and on tho visore. and
thinqs liLe that are-fine to-prevent iniuries. birt the iniuries eenerallv
are the result of an irrespon-siblo driv6r. Do you havd any fieling oi
tba6?

!trOFON VIIEICI,E SATEjT 69
Mr. AcxnnxeN. 666einly all of us in industry would have to odmit
tniit]l"re a,"e nanv poople'driving automobiles today who, cert'eirfV
Bro Drobobly incopacitated to tbs point wbere the0r' ero & hazarid Do
ih;ffit;;;"d ao'oil"t . IYhethtir or nol, thet, cat be entirelv conimfed
- Lv driven' licensirg by the Statee I don't t'!oy' .
fifr;i ih.i;;;i aefco"ua be done ln determining the qualificatione
of an oppfica,nt for a drivet's license. So fsx 88 our youlg
;;-d;; coric'ermed, the industry is encouagi4g and-making aYeilfiii;;fi;a;ifilt
e ""ty sciivs driYsr tr-aining educational progr8m
c-an- be extonded to the yout! of tho cortntry' end c€rteDly wo
Bdieve "Ti;i;; thot is eoinq to lead to'much betl,er drivers.
i.;;itdicd hendigap, that won't, overcomo it, but at least
th6B€ --M"l voung DeoDle wrll kDow how to dnYe a ca'r sarer'
U-rt'tit.'you, of cou€e, leve heard of.the three E's---enginesrins.
enforcement, a.nd education-and I thDk they ore^ au Yery
it"il illiGa, U"t in iome Sta,tes, a,nd I believe il mv bomeState and
thrt oi--i "6Ut"eu", Ur. Scfe"i* fmm Ohio, if you happer.to have
;"qiiftdl d"G;"rs lii:ense 20, 30, or 40 I'esrs igoi-rhe oaly thing t'het
yori hovs io do to have it renewed- et tho eq)ratron trm.,e rs go.rn
before the expiration date, pay ths loe, a'nd they wru r€lsau€ lE'
Thev do not tint vour eyes, and do not requiro you to drive t'be auto-
nob-ile - farther; a,rid thirigs of that nstue.
Iiil;i "- i.yitg to froint, out ie tho fact that t-ho probloms a,re eo
intnnetaiea thatl pelhapi Eome sfiort on-the part of driver r€strictions
il."atit"" "a,i*ii6n-ma! relieve.some of, youi ens,in€oring problems'
Mr. -I'4-": AcxrnareN. I I'm certamly sure lney wotuc.
ii;;;t" The sentJemad fmm Peineylvania, IIr' Rhodes'
Mr. Rsoors. Mr. Clairman, I hte only one question'-
' i;;;fi; t" ;;-llot tl" .-i 0ro being built lirw-er todav' What
efisct *ii;.;;;;;: dooe thot, have on the solety factor?
i tni"t it lae i "erv fqvorable oud beneficiol efiect
UeL-usu-iitl-tn" centei of gravity lowired on our car€, with t'he better
il;"""#-"y"i"-g-"ti-i"iti"g
ihe leaning of the cir no curYos., t'he
etabilitv of the cars hss very greatty im- pmYed, ond- our. expenonc,e
would indicsts that we have never built sofer Yehlcles thoJr ws ors
U"itai"e toa"v, &nd I a,m Eure we will build saf€r vehicles tomorrow as
fast sB i*ta Bi€ accumulated so that we know wh8t is r€qured'
Mr. RsonEs' That is all.
. Mr. -Irft: Rosrars' -S;;-fi;. The gentleman from Ohio.
frn". en"i"tnoo, I would like to ask Mr'-Ackerman a
o"-""-tio"-roa i *ould be happy ii Mr. Isbrandt will contribute becsuse
i itii tu-it tno o[iirmsn -who ririti r are the onlv two remaining momberg
il1fr"';;;;itt;""
oqigi"sily 1."sitei t he gro'nds of
.prtvigs
General Motors, American l\4.ol,ofs, Uhrysler' and--tord'. ^
As I reoall, there were somo stetement8 mad6 rn txs 3'rlerrc&n
M;;; ;;;;;";;ir.d-uio"i the testine, over varioug tvpes of road
;ft;;ru ff"h'Ll* pi"cu or part desiined before..it *as put into
;;fi;;i";";A th"i *itui" mit"igu undei thoss con'titions oqualed so
il;;;"it;;;;"U"d
t axicab-serYice, and csrtrin oI the other
sentlemen *i*"- had gimilar fa,cl,ol* to illustnate th€i poilt'
tnbti"e th"t tliat ie the type oI insfection to which you
""t"ti"a a .nile-"so. I tbought perliaps Mr. I sbrsndt .might .want to
'"i
rii-ii u.rra oin? g""r,te-5", tbo, foi our record to ehow whlt t'hst
testing reallY is'

70 Moron YEErcrrE $,tFnry
Mr. Acrnnu-lr. Mr. Isbrandt, would vou like to comment on thflt?
Mr. IssneNor. Mr. Chairman, Mr. Schenck, and others of the
committee, it is common practice in our industry io esiablish ensineering
standards by laboratory methods of tbe vai.ioue componenfs that
comprise the automobile, and these laboratory standard6 that we se[
up a,re correlated to actusl road teat inJormatidn. We have developed.
oach of the ma,ny fartors, road test dal,a and road conditions. which
a,llow us to run accelsrated tests so.that in some inslances possiblv a
test of 10 percent of the ultimate life ol the.vehicle will piauce iUe
type of information that will indicate a weakness at the rlltimate life
of the car.
In otber words, it is an accelerated type of test, and vrs correlate it
against,la,bor&torJ- lesults-. This is a common practice in [he industry,
a,nd I share with Mr. Ackerman the view thaa tbe 100-mile road ieii
of a new vehicle worild really contribute verv little.
_ The fact .of -the matter is, if you go back-25 years in this business
I don-t tbrnk Lhere v/aa anybody at that time who was not, road_testins
vehrcles as tbey came off tbe production line, but we musL bear i-i
mrnd th&t tbe inspection standards and tbe qualification Doints that
a-re made during the pmcess of our manufactuie now has vi"y mater,ally,improved
sinco f,hat time. In essonce,.when the car cbm-es ofi our
tin&l rolls, . we blve p simr. ated dlnamometer at the end ol l,bs
assemDry llne. ljy tbet sl,atron w€ have uncovered and inspected
pra.ctically every major performance of the automobile.
Mr. Scxrncx. Mi. Isbrandt, what I had in mind was, as f recall
eome figure of 2,5O0 nliles 61 5,666 .iles on your proving found which
n&a vanoua Ernds ot roed condltlons and. tJlst Lha,t equalB 28,000
miles of taxicab sewice or some such comnarigon-
Mr. fsnn,rxnr. The related informatioi tha-t I think you refer to,
Mr. Schenck, is possibly the 2,500-mile accolerated S,;lsium ltocli
tJry€ of road test tha,t we rurr wbich gives to us correlated information
equrvalent to 100,000 miles normal pas{renger car ooeral,ion.
Mr. Scsnucx. Mr. Ackerman, I woul"d assum'e that tbe other
manufacturers hrve similar experience.
Mr. Acxnnuew. I would lilie to relate, if I mav, a develoomont in
our tesl,ing work before.we had the proving ground facility ihat you
8nd !n€ cn&rrmaJl vlslt€d.
We did a greai deal of our work in the vasioue pa,rts. of the countrv
a,trd thore was oDe parl, of the country dom noar Memphie-Jonesbord.
A.r8.-tha[ had a very, very seyere road condition, and we had. bv
correla,t i-og data discovered i..hat if we could keep a vehicle togeihdr
down _ the-ce, a,nd in running shape ofter 10,000 miies on these c"ertsin
stretch_es of Arkansas roads, we had a vehicle that would more than
me€t the requirements of any normal serrriee over the normal life
of the vehic,le-
., In^constru_cting our prgyrlrg grounds, and f am sule tbis is true of
the I'ord a,nd the General Motors. ond Lhe American Motors proving
ground, we have duplicated stretches of those roads. We cal tnefr
endurance roads. So that we can get iu a relatively sborl. time Lhe
e.quivalent, oI as m.lch of. b0,000 miles of normal surface in -uyl" u"
httle as 10,000 miles endurance road testins.
"That is i*portant to us and we do the sam"er thing 'on rsrious types
of roads. We will take a sect;on of our road, al, tiie proving gro"uhd,
which is a duplication of highways typical of certain sectio-nj of thd

!'OTOB I'DEICI,D SATETT 7I
country, so that we can do our work there in tho pmving ground
mtlsllhnn work on the public highwoys.
Mr. Scanncx. That is all, Mr. Chairman.
Mr. Ros.Enrs. Mr. Ackeiman, I wanted to ask you il you were
fa,miliar with the nows release that went out t,oday- from Detroit in
aonnection with these hearings. It was iseued by the engineering
sdvieorv committe€ of the Au-tomobile Manufacturers Aesociation.
Mr. Scuewcr. I have not seen the release in the Detroit papers.
Mr. itosonrs. It was handed to me s few minutes before the hoa.rire
started and I wanted to be sure t'hat I knew whst i6 meant. I
th"oughtyou might lik€ to comment on it. I will resd it to you, if you
nave nof, seen tt'.
Thd ensineerioc adviaory colomittee of the Automobile Msnulooturer8 Associ*ioi
ptlii"iea Tne induitry's positiou on five billB in s ststemetrt to th€ llouso
F"ri""-""fS"l"o-mittee od lle;lth and Safety, beaded by Keoaeth A. Robertr'
Democrat. - -ftt"- of Alsbsms.
i"iiuettv ttuo endoned the obiectiveo of the proposal by Congrersman
nofllrtg-ilI.iil illr) to equlp ihe Covernment's paseengor-carrying vohicleo
'ith gpecmed Befety featur€s, Eaying:
"w; f€el tbat covernileDts - should set aD er&mple"
I.assume the't should be "Gofornment"-
"for the pubtic by adoptirog eva,il&ble ssfety equipmetrt for uae otr GoverumenL
owned vehicles."
I will read e little further.
Eowever. it' quostioned the need for Federal specifrcstion of automotive de6igD
atandards as "air uurecessary duplicstion of efrort end erp€Dae."
That statement looks kind of like a Yo-yo to me. How does it
a,DDesl --f,{". to you?
A"rir*"^or. I am not too fsmiliax with a Yo-yo, Mr. Chairman.
Mr. RosoRrs. May eo down, but it comas ght back.
Mr. Acxrnue.t. I-b6lieve t[e intent there G, as we Etst€d in our
statemsnt, thot we certainly would €ncoumge th€ Govemment settins
an example of buvine their equipmonU in ollxsr words, luat oa FG
hoie the public will bu-y on their velicles ths available safety equiP
mdnt wheie Droper stalidards have been s€t, a,nd wo know they meet
the specifications required so thlt they serve their purpose as s safoty
device. --I
believe it is the N&tiono,l Safet-v Council that is encouraging and
I think the Public Health Service is encoureging all *gencies, eY€n our
own fieltl people whore we have field ca.rs, tEatla,rs bo equipped with
all tbe safety'devices, ao &s they go into i -deal or contact a p.otentisl
customer. the customer will sde -these sa.fety deYic€s, he will krow
inev a"e ivailabte, and iI we use them, ho irrobably leels that t'hey
mu6t bru real eafely asset and will be eircowaged tobuy them on his
vehiole.
I think that was the intent, Mr. Chefuman.
Ml. Ronnnts. Acluallv, this stetement spea,ks about Foderal specifications.
Is it not lnio that the large pircentage of Governmont
purcheees are standard modds? I mean by that that -they do not
lave the odditional safet'v squipment such as crosh paneling, and the
eaf€ty typq deep dish w,hgel,-arid many oI the thinge thet wo find on
crEtom &nd do luxe mooelst
Mr. Acrlnu,tr. I believe in certain of those sofoty items that you
may be purohasing vehicles that lro not equipped with them.

72 IIO|IOB I'EEIOI,D SAT'ETT
I tr question ,n whot-her whothor tbe the vebicles vehieles are all equipped wiih seat belts or
padd-ed visors, but the deep dieh wbeol, anil and ttre the -safoty safoty door doot latchos, latehos,
and_otber safety equipment tbaq is on our regular vehicles aro certainlv
on the vdhiclA;uchssed bv the Govorn'ment.
Mi. Rosonrs. llowever, you dd i not not. supply !!o tho de d_oep dish steering
wnset reel a[ a$ the tho nresent Dresent trme time on i/our sstandard
models. models, do vou? you?
Mr. Acroiuex. Yes, we d"o, sir.
Mr, Ronrnrs. On tbe Plvmouth?
Mr. Acrsnulr.r. Acr.enulrq. Yes. dn On tbe st steorinq wheel, we put the safest
wheel we know how on all of our ur productsl and I ibink'that think'that is true of
the indgstry gonerally.
Mr. Ror"rn-rs. Hai there recently been developed a collapsible type
s eering rcrinq wheel prcpos€d pr{posed }y by some someof the research groups irouns in rn tho the countiv couDtry
that bss not been placed on your product?
Mr. Acxonlra$. You are speaking of an adjustable typo wheel or
phere l,he whole column will yield urider impaci?
Mr. Ros.Enrs. Yes.
Mr. Acr-unu,rw. I think a creat deel oI work has beon done in. that
axea, Mr. Chairnan, but to-my knowlgdge tbere is no such design
oyailablo at the prosdnt tims thrit we feel a-doqunte to put on our c&rs.
The aoswer is 'tNo." we do not supplv them.
. Mr, Rosnnrg. I ri'ill quote from ilie statement read by Mr.
Ackerrnan, on page 3, the ihird paragraph:
Dev€lopment€ Bitrcs we last Det have co!fiiDed the manufacturers' belief that
.ertsin ba8io apptoaohes to our mutual objeotive ooDtlnue to be Bouad atrd fund.a-
Eenial,
IIe sa;rs:
Flrst iB iuteDsified cooperatiou b]' the automobile rDaoufacturer€ with tho€e
groul\ ald.lgeDci€s
-s/ho6e loDg-BtBnding respoD8ibilities and experience placo
ihem logically in ihe for€front of th€ safoty movertent.
Are you familia,r rvith l,he Eroup that was formed bv the U.S. Public
Eealt[ Service, by the Natio:nat Safety Couocil, andbv the American
Medical A*socioiiirn ir which thev soulht the cooperati-on of the Auto-
mobile ManuJactures Associotio-n in iutting on i seat belt education .
movement?
'!ey Mi. Acrnnu.LN. Yes, I believe I havs seen some of the letters tha,t
had written to us to cooporete with them, and that is a project
thal we are currenlly considirinq within our own corpora,tion.' I
oen't '- speak for the iailustrv in thal resoect^
Mr. hoerars. How lon! have you blen considering that ofiort on
the part of the manufactuiers?
Rbw lons has that been undei ionsideration?
Mr. Acr-nrluew. I just 'ovbnder if a.ny other members would like to
commetrt. I hrow that we axe familiar with it. Our safetv ensineer
is familiar with their activities snd be has approacbed us to-cooferabe
"lth tr"p in gettilg those sefety items on -all of the vehicles tiat we
gllnel orrvo rn engmeenng or ouT lreld people dnye.
If thet, is whatlou a,rdreferrins to. foe iiave had such.
Mr. Rosnnrs. I am referring td * iroposal to enter into a national
educational movement. Is it, not, a-matter of fact that ths ruanutacturers
have not cooperated with this Eroup at the present tims
and it is still ulrder consideration?
Mr. Acrrnuex. In our company it is still under consideration.

uo{oa vrflElr s rBrr 78
lz[r. Rosnnre. And it is still uniler considenation by othor.sgdentc
of ths indugtrv?
Mr, AcrnnLrN. Would you like to comment on thrt?
We sre comiderins ic, Mr. Chairmen.
Mr, Cslvr-p. ThJ qJestion, Mr. Choirman, if I may angwer thoL
was had we had a fordol req usst.
I had not ceen it. slthoue[ I bad sseD the proliminnry program out-
Iined aa distributed bv tne National Srfety Couocil, which included
Eome 6 or 8 or 10 iiemion which they were goi"g to Eolicit tho coopors.
tion of the sutonobile industrY.
However, onx comDsny to -my knowledge had no formal request
dircctlv. bui I believe-Iroin whst Mr' Sherman tolle me that AMA had
it and it is beins studied wiih the idea of determi4ing whot cornpobitive
mattere are ibv:olved and in what way the induetry should hsndle the
request.
Mr. Roasnrs. Do you not think, Mr. Chayne, in view of ths fact
that we know that orir iniuries axe a,bout four times groater than wo
ever tbought they were and t'hat deaLhs are already increafig thie
ysar by m--ors thei 4 percent, thst the industry ought to moJ

74
-MOIROR
t&rtr,clLd SAFFlrt
Ml. Rosrnrs. That' is urder consideration?.
Mr. Acxnnu.rw. That is not under consideration; that will be
DroYided - in t'ho 1960 models.
Mr. Rosrnrs. On the 1960 models?
Mr. Acrenurn. Yes. sir.
The altemltive would be to put those things in the floor end a man
who didn't want thom could unscrew them -and take them out. but
wo feel that the installation is so easy now that, any mechanic with a
drill can Dut the ottachment in very readily.
Mr. B6annrs, That will bo sta-ndard equipment on aJI. of your
c&rg?
Mr. Acrnnrmx. Every one of the cars that we build in 1960 will
have means of making e very ready installation of the seat belts.
. Mr. Rosrnrs,. I think you are cortainly to be commended and that
18 Verv encotraglng nows.
Th6 committ-ee irill stand in recess until 2 p.m. this afternoon and
'be back in tho sa,mo hearing mom.
Thank vou.
(Thereripon, ot 12 o'clock noon, the committee recessed, to rocon-
Yene et 2 p.m., sa^E€ d8y.)
AFTERNOON gESgION
Mr. Rosnnrs (presiding). The subcomnribteo will come to order.
This mornhg, at page 3 of Mr. Sherman's statement, at the bottom
of tho page, he stated:
Above alt, qorr iDformation through greater reseerch cool,iDuea to be a major
treed for all of us cotrcorned srith this whole problem.
In that connection, I would like to ask how much oI the resources, of
the manpower facilities of the industry, are devoted to research and
develoomenl. *nd how much pull towffd reducine the buma.n-iniurv
probtein, thai is, as compared to the resources exp-ended in reliability
tests.
STATEMEIIT OF PAIII C. ACKEBIAN; ACCOUPAMED BY
ANDREW A. TUCEEI, RAI,PS H. ISBBANDT, EUGENE J. UABDIG,
CSABIES A. CEAYtrE, NOBEST CASS, AUD WII.IIAU F, SEER-
. [Altl-Besumeil
Mr. Acrnnuet. Mr. Chairrnan, I believe that would be a question
that wouJd be al4ost impossible to answer in dollars and cents figures,
on a manDowel baeis at this moment.
' Mr, Rdnnnrs. I will leave out the manoower nart and the facilities
part, - and simply restrict it to the resourcesbf money. "give
Mi. Acxriui,uc. I would not be prepared to you any such
answer. I think that we should etudv -out. ii and see"whafwe can come
'uo with. It, is difrault to sepa,rat€ it Our Bctiyitv iB so closelv
iu-tesrated wi[h other factors. We may be ablo to come up with air
,ansier that will give you an indication bf t'he extent of our particular
activitv. It is a maior psrt of our activitv. I a,ssure vou.
' "Rosrnrs.
Mr. I woula like, i{ possible; for that staiement, to oover
..the;annusl output for the lq,st 3: year.s, from the calendar yeaJ, 1956,
extending tbough 1957 and l958-of course, leave out 1959-I would
Iike to hdve tho-fuures for those 3 years, 1956, 1957, and 1958.

MOTOB. VEECT,E gAr.ETY 75
Mr. Acxrnver. You want speoific infrirmation a,s to how'much of
our fsci.litied arc devoted strictly to safoty items?
Mr. Rospnre, Would you frefer thit,? Ws cen leave out the
manDolfer. or could that bs furnished also?
lvfr. Ac*pnuerv. IVell, I think on & percenta,ge basis we may como
uo with * fisure that urill sive you en idea of the extent of our activities
devoted to-the safety angle. 'It will be difficult to isolate it, as I say,
it is Bo closelv inteei tedl but 'rs will see if we cannot orriv6 ai something
in ternis of ipercentago of ou-r octivity, to give you & me&fllrs
of oir work.
(Tbe following information was later submitted:)
ATTACEMENT No. 5
AotolroBrto Itlouetnv Srr,rrnoNt oN REsouBcEs DEvorlD To S,rrnrtrr RrsElnc{
aND Erorltopttlto
In eoch of the receDt years refefed to in the chairmsn's question, 4otor Yehiclo
manufacturerE h&ve epe'nt millioDs of dollars iD safety_oriented resoarch progrsms,
aDd ihe omouDt i6 incressin",
It iB. hocrever, impossihle to Eeqregate the salety considerstionE from othere in
the eD;iDeerins 6f tlie vehicle. Safety is and has been sn inherent pert ol vebicle
desrln and minufarture from the drs,tr'iDg board to thc final assembly of the
nrod'uct. There is Do Dhs,se in the dev€lopmontal, designinq, teslitrg, atrd manuiacturinE
aciivities whire safety factorE &re qq1 9f prime consideraiion. These
rance fr;m metallursica,l and chepioal lesearch in the maiedals to be used to
sDeaial 'Efrorts studies in oo,c! a,eine Da6senqer8 safely.
are also devoted to improting driver aw&reness, improving the driver's
ability to make his a,ctions &nd intentions kDown to other drivers, imptoviDq ths
drivei'e ability to control ihe vehicle, and improving the respoD8e of the vehicle
to the driver's contlol actions.
Io addition, there are industry ooBtributions to outside organiza,tions working
on tl'e trafllo eafety Droblem. A year oco l,he lotal of these grants amouDted to
$1,500,000; for the cirrrent yea! t[es€ graEta show atr iacrease and ore at o level
of aDDroximatelv $1.750.000.
M

m ITOnOB VEHCI/E 3/lImr
"In addition to th€se public int€reat pro8rems fo! bette.r and safer highway
travol suppoded through AMA, sutomobiie comtrEDies sre dso msint'iinioil
multihilli-o-D-dolLr safety rcserrc[, prograus 1o their-Own laboratories and provin[
gmuuds," he added.
Mr. Rosrnrs. I was quite impregsed with vour ststement this
moming obout the plan foi safety 6elts. I would-like to ask the representatiios
of th€ dther segments ' of the industry if they have aay
olong - for a similar efiort.
Mr. Acrnnuer. That is, to meks a seat bel6 insta.llation a little
more readily available? All right.
Mr. Cu.r.yr,rn. I can ans\yer for our company. We have taken a
look at it,
'[Ve
felt tha,t the information that, is in the handg of our
dealers seems to be quito sa,tisfactory to thsm. At the moment, at
leaet, we hoye not p}innod anything.- But the book is not closed, by
a v moan8. It is an open ooint with us. We are takins a look at it
from time to time, in tire divelopment of new models. "
Mr. Rosnnrs. A1l righb, sir.
Mr. Krcspn. At Ford we have substant'iallv imnroved the adar:tability
within the la€t sovera"l years, giving tUi fieli a better rietliod
of the location.
We are. also. involved in a consideration ss to ths desree of attachmrmt
desiroble and neeessary, Iet, us say, from the basiic standpoint.
And those studies are now iri iorce. Ac ; maiter of fact. I t.hinl it is
appropriate to ildicate that we at -A,MA have been discussing this
s,s a, mutua,l concern.
Mr. Ronnnrs. And therebv it would be vour oninion that the cost
of tbe installation o{ the belts would be r?duce

M(yI!OB- VEItrCIfi gAfEfT 7I
so thst the bsn soes thst there is the locstion, that' ir 'whoro tho holo
sbould be drilled.
The attachnent will be pa.rt of -the Pscksge'
I think th€r€ is one importidt thing t'h&t wo thould afll your sttsntion
to. TV'e feel tliot wo can ma}s the installation much moro acceptabG
to o vehicle owner if he csn tsks ths belts out of ono,car and Pu-t
th;- i"io another car. Aad that we hav€ a factory attechmont wit'h
r-e*p-;hi"h permits )';- if he s€llg bg csr, to detich it ond teke the
belts with bjm, or, possibly, to tr8'nsfor the atta,chmont.
We tHot thst ii invesifuent in a pair oI belts will so-rvo .ovor two
or lljse automobileE, rsthsr than to scrap them or to abandon them
snd - -M". Bell th6m with tb€ car.
. Ro.t** oI Florida' I want to say that I
-thi.nkit
ls .Ygry comnendable,
at loast, to tske that step fgrward, y-hig! { q4+} i8 a stop
for'ward, to encourage the uso of the bslts. And I tbmk lt rs onqoqqSi;;:
id, to flnd tfist other m&nufecturers ere conaidering definite
gt6irs -- elong those lines.
ft.. e"-"t*""". Would one of you other g€ntlemen, oJso, like to
sav --ltnt. something?
n^noio. We have plans on the new Todele, to--hsvs them
svsilable. that is, to make-tho impression in the pan. HoweYer, at
tU" -o-i,ot wo aro discussing the leasibility of changilg for-the 1960
ilJaar. Ot courte, the tools-and eYerytbing a,ro completed for those.
Wu-luo" "ot a".te up our minds yet ae to thal,. On the futuro models
it -- will definit'elv be incorporBted'
M;. isr;";;. We, at l\merican Mot'ors have t'he safety belt idea.
And - in whst lvo feel i8 a simplifed form.
Wi-n""" [ud uttde" serious consideraiion for tho last ssversl
uo"t,hq 1L" teaiititity of qaking JFg ettachmonts standard. equiJt-
-."iiti -U of our aritomobiles. - This n'ill.be done by welding.the
brackets into the floor pan of our und€rbody stru-cture, alnce lt ]s a
uiiii?"a tvi" of boav, ind, therefore, we do not have * problem of
rTtr"ni"u i6 t[o {raniti. We belisve ii will be possibl€. And thst it
till be s6me time in the Yeer 1960.
Mr. Ronrnrs. During the Year 1900?
Mr. Iernr.Nol. Yes.
itf". nornnts. That would spply 60 all future mod€Is, sll of t'he
D88e€nser vohicle8?
' Mr. issn.{Nnr. We have been requested by our msnag€mont to
rrrofu'"u"U o *["ay, and the advisabiiity of mCking ii ltossible for all
of -^ the c&in.
Ivf"'_. to"uute. Mr. Ackelrran, how many segmenta of the industry
now .. have the belts as factory installed equipment?- -
i,I;-;d;;;;. i mav h"ave those figuris. AII of our seat belt
#dLii;;; ut" d"*1"" "insteled. Th€"ffgurg is surprisingly, low'
Our - -tvl"]nosfirs. 6gure shovrs four-tentbr of I porc€nt' dealor-rn8t&lled Eeat bolt's'
In a factory-insialled sot, would it not reBu]t in
savin*o --1ffi;l""ionnnn. tb the ooneumer?
I woultl eay that there youl.{ b9 a -saving
if they
wero fa.tory inste ed, the eaving being pflmar y ]n the. mstsllatron
ilE; d;J;'" ;"tabli;hment, nof nece&aiilv in the belt, itgelf, which
is a maior expense in a seat belt inBtsll&tion wh€r€ ready mears are
proyidea for inaking the a.tt&cbm€nt.
48770-69--G

7A Moroa vEEtrcrJE BAFEIy
Mr. Rosnnrs. f wdnt.to.ask one further question with refersnce
to the seat belts. It is on pago 8 of the statement whdre you sa,y:
_ An example of a good speoiffcrtion is that tor motor vehicle seet belis-one
that i8 even-mole atringent than that preGeoily lequired for oommercial a,ircraft.
rrye rcgard the sal, lecommended practice for molor vehicles seat belt assemblies
as &n exampla of well-develooed speoificstjons becauBe--
(1) il desls with perf6rrnarice benefit8 of dircct interest to the user.
. (2),consistent wirh. obtaitring these. user bcnefils, it auows full lslitude
IOr SetecttoD ol ooln (leslgn and maleTrats_
(3) it.is writi€d so as not to further iDFede improvements in safety belts,
nor to discourage development of entielt new t-ypoa of devices to ochievd
tne same objective,
f. have heard of some bolts on the market, at various a,uto Dart
stores and filling stations boing sold, I am not a,n exp€ri,, buI il ocburs
to me tbat many of these belts are very flimsy aflairs. Does lbe SAE
bave any enforcemeDt powers, so far as that is concerned-any abiliry
Lo_enforce standards in seeing to it, the| th6 public gcts an ddequote
belt to do the iob?
Mr. AcrnndaN. The SAE iteelf has no eaforcement powers, but
their standards are usually those selected b.y the State vehicle adniinisl,Iators.
And many Slates now use tbe SA,E seal bell perfor.rnance
stalda-rds, and require belts sold lor instnllation to meet ihose standards.
So that, irilirectly_ tbrough the vehicle administrators, there
is_a way of encouragi-ng bhe sdoption of standards that we feoi to be
adeQ u&te.
Mr. Scxrrcx. Will vou vield?
Mr. Rosnnrs. Yes. -
Mr. Scspwcr. Mr. Ackenman, is there anv possibilitv that, the seat
bell, assembly cou.ld be labeled so as to bdiiate Lhai it rneets lhe
SAD standards, some sort of a labeling which would serye as aesurance
to the pu-rchasor?
Mr. AcxBnuaw. Ib would seem to me that that would be within the
s.cope of the State enforcement agencies to require such a labeling, if
they ehoso.to do so.
" I\.{r. .S-cnrlc r.- Wotld you feel that l,hat laboling would prove holpful
and beneficial snd necessary?
Mr. AcrrnM.s,N. We feel thit it would be. I iust have a notice
that the seat, belts which we offer ir 1960 will be io labeled. And I
presumo - thst others will do the same thing.
Mr. Scnrtcr. Thank vou-
Mr. Rognnts. Are theie auv {urther ouestions?
Mr. Bnocx. Many times I iee fu]l-paie sd pictures of the various
frames of automobil6s, statir:g that they -are welded at various points,
or th-at they have certain types of frames. Do tho clmpeting automobile
ma.nufaclurers run iests on these difierent tvnei o{ -frames
thai they build-actual impact tests to see how those-various frames
hold up and to eee whethefor not that, frame is sqperior to tho fra"me
that a--_competing company is building-do you- have instruments
tha t w l grv6 you tbe amount of l,he impact, tbat this fra.me will stand ?
Mr. Acrrnllas. To answer aour quesl,ion, Mr. Brock, tbere are
many lunctions that a frame has to pdrform other than withstanding
tmDact-
Mr. Bnocr. I understand th&t.
Mr. AcrunueN. And the measure of a satisfactorv automobile
from the structure standpoint is a combination of the irame charac-

MOIQR VEEICI,II grlFlTT 79
te,ristics snd the body stn ctual cha,racteristics, so that thero rs a
ceat deal of attentio-n paid to the shuctural cha,racteristics of both
f,he frame itself end the body structure. And where a frame and a
bodv stnucturo is rued the attichmeut i8 very significa.nt, -too.
56 far as the results of perform,once of ths fiame in the case of an
imosct. thet, is one o{ onlv ssv€ral etrucl,ural fea,tures that dotermines
tlibelievior in tbe case- oi impact. And we at Chrysler-andJ think
it ie done by every other- conpany-mske a -regulsr
procedure, of
csrs efter wdbave iested them and they ere no longer serving a ueual
Dunroee fmm an overall test consideration stlndpoint, imp*ct these
ire"'. W" rutr them into sn obstacle at high speed, with pictures of
them, so that we ca,lr see exectly wbat happens ts. €Iery part of the
car. 'In that, way we have s very accurste graphigsl pic.ture of thr
osrform&nce of -the sntire car structurc. Aad those slow-motiol
ii"tu""" aru vory stortling. And I believe you, Mr. Chairman, and i
ilinf M".. Scnenck, pmSably, aaw som€ of those pictures whon in
Detroit. 'We
have contirued that work as part of our regulsr pmcedure.
Mr. Bnocr. One further question. Do you in tho automobile
industry feel that you could -perform a great service to- the- health
of the Nation-I hiow that, you are compel,ing agailst each other and
it is nec€asarv to put on mbrs ginger-bioad anil more cbrome-but,
do vou feel thit vou could eive us 8n outomobils with less chrome snd
lese" sinserbresd, and to us€ thst mohey in more 8af€ty features in the
auto-molile. such as psdded inBtru.ment panels and the like?
Mr. AcxBnuer. Mr. Brook, I would not want, to leave tho impreseion
here thst wB put omsmantotion or chrome on the carg at the
expense ol any kn-own inprcveryont to safe-ty. Cettainly,- we put
oriamontatiot' on, because we feel tblt we still htve to gst ths csx m
the hsnals of the owaers. And if the-y do not buy them, whateYer
we do does not help very much. But, certainly, n-o auto-mobite company
in our industry prits on oma,mentation in plsco of pmYen snd
lnown soiety festuros.
Mr. Bnoc-r. It seems to me with the smount of gingerbread that
vou have on thsm, and ths chrome, that if vou would cut all of thoss
Irills out and put the cost of thoss into erfeiy belts and padding that
we would havi a better automobile, one th&t would giYs servic€ ond
be of benefit to the health. of the Notion'
Mr. Acxsnuen. In considerinq the question as to whether or not
we ehould Droyido fixed and permsnent ottachments for sa,fety belts,
I intended -to sx,Dlain thet miny people have very definiie objections
to tha installati6n of belts in ihiir care. People will ride in outomobiles.
I would not ea-y members of your committeo, Mr. Chairman,
but I lrrow that membeie of other coDl.Eittees bave come to Detroit,
have Bat, in our automobi.lee, we have taken them to -the proving
sounds a,t rather hish spoedg, and thev would sic on the belts and
iot fasten thero. TEev irbject to them-' It is not vory s&tisfactory
to install those in autdmobiles where the ownsrs dislike th€m' We
felt, that waa an unnecessory inposition and &n unnecoessry cost to
them. bec&use the belt would do [he custnmer no good unles used'
Mi. Rosnnrs. Do vou believe thot, would necissarily hold tru€ if
you provided,a satisfictory containsr, so that the belt could be kept'
|rL a nsat condtsro[ r

80 W|!dE, VESICIJD SlrBTT
Mr. Acxnnxex. We hayg comiderod vnrv ca,rcfullv tho roquesr to
do eo. Some has been to the €ff€ct th$t thi'.belt be -put on a roel so
thot when you a.re not ueing it, it folds up vmy niceli. We feel th,st
is the wrong thing to do, sincs we think fhac dends ti discouracs the
. '. use of the belt, rathor than to encourage the use of it. T?ue. the-occkage
migbt be neater, snd th€ msn t[at is not going to u6e thd belt
; might, not object, to it as streuuously, but, we tfiink-it would not ericour&se
l,he use ot f,he belt-
16. Ronnnrs.. Anv further questions?
Mr. Scmrcr. I tirink in lirie with what Mr. Ackerman ,has said,
when you provide o sofoty bolt, aa a part of the pmcedure in an arr-
plane, they muBt ues it, they must follow the instructions to us€ it.
Evervbodv has to complv vrith that reouest.
'Wlen I get into an airtimobile, I suppbso as other people, thev do
not want to muss their clothes witb a ssat belt and so-forth. ind.
thera{ore, they refuse to uBe thsm. Do you not think thsi is one oi
the reasons?
Mr. Acxrnu.r.r. I think thst is one of ths Fasong. On tb€ other
hand, I do not belieye. t he uee of a safsty or seat b€lb in an airplano a,nd
an a,ulomoo e na,Ye the same lunctron.
Mr. ScsuNcx. f acroe.
Mr. Acrrnr.rar. -A,.'seat belt in an airplene, in case of anVthine except,a
very minor mishandling of,the airplone, iB not going io do iery
mUCn gOOd.IOr tn6 pAsseng€r, wnere&a ln the Automob e r',e _expect
tho soal b€ll, to provide a great deel of protection in what would b-e an
llmo8f, malor cf&sn.
Idr. Scn-nrcx. I a,m sure that is true. The seat belt in airpianes
b usually provided against other things.
The Federa.l Aviition Agoley,
P'nd Cjvil . Aeronautic_s Board,
however, have deffnits standards a.nd specifica,tions as to the underl
structure of the seat itself, so that, it will withstand so many,,G,s,,
without
-coming
looee on tho.impact,.^ Are there any such resirictions
or cla8slncauons rn au[omobrle seats'j
, Mr. AcKunM,rN. Dsffni16ly. The att&hilg means was develoned
to withstand the load required to retain the pa,ssenser. That is a
vory de,6nite pa,rt, of the specificatjons, and ar imporiant DaxL of it.
Nlr. Scasrcx. IMill the ieat remain a part of the car stirct,ure?
Mr. Acnenurw. ActualJy, we do not now depend on tho seetwe
do not, a,ttach the belt to the seat---€o that the belt, ottschment ro
6he body understructute will retq,i" tho paBsenger and will, certainly,
retsin &Dy force that is greater than ths ssat i-tself, so that we haie
to retain the pass€nger-as well as the s€at. And we have made
unprovements in^ lhe sea_t attacbments, beaauee that is, also, al
importent, part of the tota,l Dictu-re.
. Mr. ScsnNcx. The desiqn of the seat structuro today is to provido
for. a cha"nge of position !y various mechanisms, to- tilt tlie seat,
to-lower the sest,_to raiso the seat, sme by power systems. Do they
take away from the sefety of the eeat beiis-held il the ca.r?
Mr, Acrunu,lar. Wo wbuld sey that is 6 d ifierent, problem rnd a
little greater problem, becauee thsre is mors mass.in tde entire installation.
We consider that a very defiuito contribution to safety, tbe
ability of tbe driver tg adqp! bimsdf to a comforlable driv.rng poution.
And the rotention of that seot, while it is a. difiorent m"obl"m.
is just a very minor one.

t[OI\oR VEECIJE SrIDTY 81
.Mr. Scssxcr. Does the induetrv f€el thst in addition to providiig.moro
comlort in hot, humid $e&ther thot air conilitionirig doea
a,foot, *I\fi.;Aili"d. the eafety of drivins?
e, L-oi'riut" air-conditioning pa.c&ese in on suto'
mobile we feel is e.y€ry defilit€ saloty lector, in oddition to a comfort
itom. 'We
heve s€n€rellv improvod our defrostins BvBtetns. Some of the
airconditioiing unils piovide thgt dry, codl iir, inet€ad of humid
oir. Gene.ralli the overall defrosting and air-conditioning systom is'
wo feol, a Dosiaivo factor in the eafety problem.
Mr. ScsiNcr. In what way do -you feel l,het air conditionilg
contributeg to Befetv?
Mr. AcxrnM,r,rc. f can soea,k about our own product at this tim6.
Ths arronqemonl, of our 6utlet, ducts in ow care gives ue the besi
defrostine 6f tho win&hield that, we know how to get. And it is one
verv superior to those ihat we were able to dosign that do nob h*vo
thoiyn6 of ducting &nd movemotrc of air that we -get through our eircon{lr
onrnq Evst€m.
Mr. Scsn;Nir. Thnt is a;11. Thank you.
Mr. Bnocx. In relation to the moveinent oJ air topic here, are there
anv soecifications settine forth the amount of air diiplacement which
mrisc'taks nlace in the-defroet€r€ of a car? I notice that in some
models in tle wintertime, thev are completelv frostod and in other
models the side windows anil tle windshi;ld aie clear, but, generally,
the back windori" is completely frosted ove.r. Is th€re a speci.ficotion
bv 'Mr. the industry of ths smount of air displacement?
Acrnnriex. I am not familier with specifications stating thd
ouantity of air to be displac€al. The principles aro ver-y well known.
A vou -*ant
to keop sll of your winilows clear in adveres woether
coiditions, you mue€ admit, fresh oir. You oannot recirculate ths air.
Thet is well krown.
. Thene is, al$, ovailable a .toor rrindow defroeter that recirouloteg
the oir in the coi. That &ir.ie woxm enough to keep the rear wirrdow
olear of fmet. Thoee are all ovqilabls.
Mr. Bnocx. That is all.
Mr. Rosinr6. Whet €ffort has been made on the pert of tho industrv
!o encouroqe and motivrte the licensed dealer 1,o be informed
about the odvantige to the oustomer of the wigdom ol buying the
gvailable eafotv eouiDment?
Mr. Acrrnrier. That businees of providirg and mekbg sYoilable
th€8€ oxtre equipment items on all ofour proilucts ie a pretty spocial
opBrscion. .,And our eo-c&lled Mopar Divieiou a,t Chryslor opersteg
fui thrt fisld. Thev trv t,o sell the dealers ou these a,nd tbe advsnl,ages.
And it is onlv bv cr6atine & demsnd for thee6 iteme through the
deolers, and ii turn to tho cor owners, that thoy can merchnndise
thess it€ms-
So I will sa,v there is s verv definitn efrori ou th€ part of &ll of our
equipment gniups to promod the sales of theee items that are safoty
&5 Well A8 CODVeAISnC€ r[ens.
Mr. Rosnnrg. Do you feel that could be one of tbe most importa,nt
sources to be explored?
.Mr. Acrnauiu. Do you moen, Mr. Choirman, in an efiort to get
the safetv items on the car?
Mr. Rbnnnr* Yes,

82
Moron vEErcr,E g*rtrY
Mr. Acxnnmn. We believe so, We believe thai with tho proper
information, the proper interest and efiort, thoy contact the pu6lic
directly, I think that they can do a more effective job. The man
comes in to buy an automotrile. Thes€ ar€ iiems tha,t may contribute
greotly to his iafety. He can convince him of thdt.
Mr. Roeenrs. Are there any filther questions, gentlemen?
Mr. Rocnns of tr'lorida. I hive enjoyei very mu-cb, Mr. Ch.a irman,
bearine the lestimonv. And. certaiirlv. it h - been a verv f.ne contributi"on.
so far as I irm conci:rned.
I\tr. Rosnnrs. The Chair is certainly glad to concw at' the comment.
We appreciate very much your B,pp€arance be{ore the subcommittee.
I think that will end the part of the hearing so far as
you - are concerned, We will excuse you gentlemen.
We will call as our next witness Gen] GeorEe Stewart, executivo
vice rrresident of the National Safetv Council, ehicaso. Il1.
Gelneral Stewart, it is certainly a p-leasu.rs to have yiu appea,r before
our subcommittee, This is nol v6ur first aDpeara:nce.
- We alwaw
look forward to having you. I niight say thaf I considen you one -of
my constiluents. It is a real pleeaure to have vou here to rcpresent,
rthie'National Sa.fety Council.'You.may proeeed.with your st&uemenr
'a,s you dosire.
STATEUEIIIT OF GEOBGE C, STEWART, EXECUTIVEVICE PBDSIDEIVT,
NATIOIIAI SAFETY COUNCII, CEICAGO, II1.
Mr. Srnw.rnr. Mr. Chairman and gentlemen of the committee, it
is a pleasure and a privilege to be invi-ted here. I am very happy to
.testifv before vou in connection with this bill.
Mj name ij George C. Stewa,rt, I am executive vice president of
the National Safety Council and I repreeent the council hore today.
This statement is directed or v to the a,ccident pr€vention merits
of H.R. 1341. As the committee imbablv knows. the National Safetv
Coqrncil is rentrained bv the leiter ani soidt'of its con$essiondl
charter from becoming involved with the l6gal, ffnq.'rcigl or- political
aspects oI specific le.gi;ia tion.
As beckei'ound inlormation. let me say that the N*tional Safetv
Council's ftrgfa,-" and activities in th; field of trofrc sa,fety ar;
plamed and execul,ed in support bf the sction prosram of the Presiilont's
Committes for Traffic Sa,fetv. This action oioeram was developed
in th€ 1946 conference called-by President Tium-'an to 6:rd ways
snd m€ons to stem the rising tide of tiafrc nccidents. More than 2,000
delegates from 48 States, iniluding public officials and private citizens,
deviloped the progmm. The pn6gram is comprised bf the accideni
prevention techniques thet havs been tried and pmven by a,ctu&l
experience in the States and communities. The iroeram 6as been
kept uo-to-ds,te and has been endoreed bv the Presideit's Committes
fof Tdftc Safety and the President's H'rghway Safety Conferences of
1954, 1956, and 1958. It is a balanced progra,m that tskes into occount
such'factors as laws, courts. educatibn -of the public. ensineerins.
enforcement, highway construction, and safety iistruciion-of youi!
- DeoDle.
Ii workinq for the prumotion and implementation of this proqra,m,
the National Saletv Council has esrablisbed certaia obiectives, - One
of these objectivei is that "motor yehicles should be' progressively

uomn vElErcr.E sArDrr 83
designed and. construcCed fo.r eafer operation and maximum protection
nom mjurjr rn a,Ir eccldent."
The couucil believo tbst * requirement, that Government ownod
and/or operat€d vehicles be equip-ped witb reasonable safetv devices
would c6ntribute to the achiivins of l,his obiective. Th-e council
furthor believes that the following ipecific benefits would accrus from
such a requirement :
A. There would bo some reduotion in the number of accidents
involvias Gover.hrnotrt vehidles, resultins from rh increased safetv
consciou-eness on. the paxt of oporators wf,ose yshicl€s were providoL
wlth Droiectrve devrces,
B. There would be a substantiel reduction in the numbsr of deaths
and in the severity of injuries resulting from the accidents which do
occllr,
C. The results described in A and B, gbove, would serve as a larse
BcaI€ domonstration of the efiectivoness of safetv dsvicee and would
bring about an increasirg acc€ptance, even a dehend, by - tbe public
thst-such devices be iocluaed id verrly stock models.
D. Operators of commercial foete-would be encouraged to ins[s[
these devices in their vehicles.
E. Compa.rative sccident exporience could be developod that would
undoubtediv result h BdditioD&l and more efiective eaficv devic€s.
F. Monulactwers wor.rld be encourased to continue- and snlarqe
thoir already sizable ressarch and develo[ment programs for designiiig
greater safe-ty into l,heir product. This would rfuult from an rmmediate
sizable markel, in the a.rea of qovernment, and ths DrosDect of
? gTow+c domand,oulside tho Goveinmenl, for'safety feitur?:s and
o€vlc€a ln StocK models.
The tr'ederal Governnent oD€rates & verv lorse fleet of motor
vehicles. It employs ' - oporator; for these vsf,icles-and it transportg
' omole in them.
dovernment ogencies generally ar€ carrying on substantial sefety
progr&nrs with tbe. aim of minimizine the human and economic losees
ihaf, resulb lrom accidents. The objictive of tbe proposed legislation,
it eeems to me, is entirely consist€nt with the Gofernmeni's othe;
aafety efiorts. In both privats industry and Government s€rvice it
bas beon firllv demonstroted. that. the best safetv records axs mads
when emplofres axe pro.sid€d ryith the se,fest fedsible placo to work
and tho saIest feasible equipment t,o \f,ork with.
The requlement that the Governmont fleet be equiDDsd with reaeonable
sifety devices, as provided for i:: I{.R. 134ii would most
certainly be in occord with this principle. It is on this basis that the
Netionil SoIetv Council suppor6 the einsctmsnt into law of H.R. 1341.
Mr. Ronnni6. General,'I, certoinly want to bhank you and your
eplendid - oreanization for ihii cleax-arit endorsoment of iI.R. faai.
f want td express my personal thanks. I feel that this is certainly
a forward lookins step for the council to take. I think it, is one that
will eo far in obtainiirs the ereat€st consideration of this lesislation.
I iould liko to ask ybu, alsio; for your opinion-I rea,lize thlt I may
be askins vou a questi-on that h;rs noi been'considered by the Councill
I thirk itlas bein. however, hecause my bill prcrrides ih&t the standords
will be set bv and thmugh the Naiional Buroau of Standardswhat
is vour ooinion as lo thit aooroach to tho oroblem?
Mr. S-rrw,q.t'r. I think it is coriict. eir.

84 !{oroa YDErcrlE BAxE$r
Mr. Rorrnrs. And do vou believe that such an rpproach would be
fsir both to the industry ind to the Governmont anil to other interostsd
Derties?
Mr. Srrw-e.nr. I do, sir.
Mi. Rosnnrs. It wbuld occur to me that; undoubtedly, the enactmsnt
of this leeislation would raquire somo timo for tho industry to
chanqe eome oJ its procedures. Would you csro to commont on
whettrer or not you thihk there should be a reasonable time allowed
for thst to take-place, so that it could be achieved with the greatest
oconomv and efrciency wilhout great damage to the industr.y?
Mr. Srnw.r.nr. I picture the action as bii-ng ooe of flexibilily in
which iteme alreadi developed and substantiellv tested rvouki be
initialiv included. rither t'hin a forcins of somethinq thst ba,s trot
been developed. 'And
tho flexibitilv of the determination of tbese
items beine blaced, as your bill indicahs, wor,rld indicate to me tha,t
the industir would not be put in anv awkward position, sirce they
would, undoubtedly, follow ihe things that ihey have already
developed,
Mr.-Rosnnts, I see, that, is a point that' is certainly well t'aken.
I want to- seo if you see any constitul.io,r.ral objection to this t"ype of
proeedure, m-asmuch ss we geneToul Delrevo Lhat
Slnost.
€Yery car
manuf&ctured rs af, one l,rme or another dunng tbe lrle oI ttr&l car rn
inter€tate cornmenc€, croseing from one Srate to another.
Mr. Srpwanr. But as vou know, I am an ex-Army ofrcer, not a
Iawyer, but on the basis of what little I know, I would say that there
is nb constitutional objection to it.
Mr. RogoRrs. Do v6u see anrr r€seon eincs we, undor the Food and
Druq Act provide for iome Fedeial inspection of pract'ically everything
wo cinsu;e in the way of food and drugs and cosmetics-do you see
any reason why we Bhould not apply the s&me type of reasoning to this
DroDosltton'j
'
Mr. Srpwenr. Mr. Cbrirman, I undorttood this epproach to be s
litile diferent fmm what I understand your questioh. This to me
Iooks liko the Gove.rament, 6nking the Ieailership in encouraging something
we all deeiro to achirve, witbout imposing a requirement, on
anv6odv. It' ie a custom of buvine cometbing.
it sodms to me that it was s iert fine step in th€ leadership field to
get a universal adoption of sornelhing thtc the public is somewhat
ieluct*nt to ta,k€ at the Dresent tim€.
When vou sDeak of the rsquirements that theee thinss be on svery
car, I thi-nk tf,at you rnove iito an a,ro& that I was not t€stifying to
o\?"ltfioru"tr.
oi course, you would pr&er that your teetimony
rdste onlv to the on6?
Mr. Sriwenr. But I would prefor it thrt, way.
Mr. RoBunts. I think t'hat' G right.
I again want to cob.merd you -and your organization for the apnroval
' vou have siven of thie lesisl&tion.
Are tlere any furthor questioie by eny membere?
If not. chank You verv much.
Mr. Sipw,rnri Than{ vou.
Mi, Rosenrs. Our neit witness will be Mr. f'rank J. Crandell,
sssistant vice nresident ond chiel €nsineer, Libertv Mutuel Insuranco
Co., Boston, Mass. Mr. Crandall, ie a,ro happy io heve you here, to

MOTOa YEHICLE, Eit$rY 85
aooear before the subcommittoe. I om a\rsxe of all of the time and
tf6 intereet you hav€ had in 'hiq field and of the fne work thst baF
been done id the efiorte of your compa,ny. I rcolly appreciaie vecy
much your appea,ranc6' You m*y pmceed with your stotsm€nt.
STATEIEIYT OF FnAilf tr; CBAtrIl8ttr' ASSISTAI{T VICE PBESI'
DEtrT AITD CEIEF EI{CIf,IEB, IJBTBTY UUTIIAT IITSINAIICE
co., BosTof, ilAgfl.
Mr. Cn.rNnrr,r,, Mr. Chairman and aentlemen, first, I would like
to thtnk vou for the opportunity to appea.r here today in support ol
the uooded lesislatioi -beine stirdied bv this comnittie.
I leefthat tliE proDosed ledisletion iB a bie step in tbe right dhection
if we are soins 6 cdniitrue to try to help our American drivere fmm
, Lillins ond hiiu'itrs themselvoe oL tbe streets and higbwaF.
If ilere iB inv doubt that the Am€ric&n people neCd he1p, we havo
onlv to look ai the erim ststiBt'ics of deal,hs and injuries over tho
rednt Fourth of Julv -weekend. I am not u:mindful of or overlooking
the excellent, and cdmmendable work done in the interest of .highway
sa.fetv bv indiyiduals. sroups, orqanizations, and businesses throughout
the dburitrv. But'. deipiki thosE efiorts the death and iniury toll from
auto accidints. wiih all their aftermath, coDtinues to mounr.
It would edem obvious that something mors i8 needed. Thg,t
somethins more may well be leeislltinq ssfetv inco automobilee. If
the Ameican drivei is soinq to= continue to bley highway hari-kari,
Dorhape wo cstr inseare-his dhance of suvivitg unha.rmed by helping
T'im despite hi-self. Thie method we call packaging the passenger.
And 6:ow can that be done? Whet might be eome of ihe safety
ssandards that'could be built into caxE? Briefly lieted, they are:
Drsaeneer containnent. increesed intarior padding, elimina,tion of tho
iteerini poet, roc€ssed Lnobe, handlea and othor piotrudi.ng fixturee in
the ca.r-s int6rior, rollover bers to support the roof in eYent of upset,
and some form of wraparound bumpere to proYide added sido support.
Now. if I mav. I wo-uld like to ta.ke s few added moments to oxplain
the reg;arch tliat was per{ormed at Cornell Aemnautical Laboratory
in Butralo. N.Y.. spongored bv Libefty Mutual fnsura.nce Co.
That reierrch, cinducted over a 5-year period, led us to bslieve in
the us€frrlnese of the packaeing-the'paseenger f€&tures.
This proffam was iponsoloil by the Liberty NIutuaI fnsuranco Co'
but it is- no1 mmbined with the automobile manuJacturore.
I hove a smup of slides here which I tbint will be much moro
interesting tfian inyself just talking, so if you will give me ths frst
slide, sir.
(Slide.)
ihis a:ctual work was performed in 1951. You con see it i8 not o
brandnew ca.r. It has no butterdv ends on it. This eimulating a
crash which wo coll a, Danic craah. A pgnic crbsh ie one where the
driver saw tho obstacli and wss jannlng on the brakes, and 8n a
result the rear wheels invoriably riiee, as you havs seen soms oI tho
bumoers duck under the other bunpere.
Tliis c&r was crashed 38 times, and in each of the crash€s thero
riorc dummi€s.
Our main obiective wos to fnd out just whet impoct the humen
being would talie in a crash of thie type.

86 MOTOR VEHICI,E SATDTY:
You can see we haye n grading on it. Ws had hish speed motion
pictures taken. Ard from the [igh speed motiou p-ictures we wero
able to plot where the bodies went. lSlide.l
__!hig sli{e shows up all th€ first plot of what we csll the half pint.
This siuulated a 6-year-old cbild. -This was a car crashed on the'end
of tha.t seme table at, approximately, 20 miles an hour. You can see
the dummy in thirty-one hundredtLs of o second hit the back of the
seat and in fifty-three hundtedths of a segond hit ihe windshield.
A.ud the dummy again ca,me back to the rear.see,L,
This indicates what bappens il evory crash. We have two accidents,
one where the car s-tops, lbe secoid occiden[ where l.he human
body will be throxn as a cal*pult to the front of the cor. And, of
coume, -the injulies _are now comi:rg from hitting the interior oJ'the
automobile. [Slide.]
This is a,nother schematic drawing of a grown Derson simulated 180pound
man. You see in nineleen -hundredths of a second he hit the
back seat, and in forty-oue hundredths of a seoond he hit the windshield,
and in fifty-one hundredths of a second he hit the wheel.
This agnin was 27 feet per second, which is, approxinately, 20 miles
&n nour.
This indics,tes whot we should do. We have to contain the human
being, if we ere goqg to rsilupo .the rtrjrries,. In dqiqg thab ws havB
to determine who has the greatest exposurs. And it is the driver.
[Slide.l
We then designed tho front of the automobile schemrticallv. There
were.tbree people in it. _ The automobile_ con_tainer is pre-ttiy stmng.
And if we could strap the container to the driver he fiIl lio prer.ry
safe. So we put the -

Moron vaErcrro aaFETr 87
the stretch of th€ contsitrment. If it is a sa.fetv bolt. or iI it is a
console type in the front. W'e must give enough room so that the
head cennot, hit anvthinc.
fn doins that we had io raise ths heisht of the top of the car. We
could not-get that with the low silhoue-tte that is in' existenco today.
lSlide.l
Thie is the confiqurstion of this automobile, You can seo the
tbree consoles in th6 lront. Ws hod an unusual tvpe of door here.
It is liks o tsleDhons booth door. That teleohon6'booth door haa
tbree pins, about tho size of your smell finger,-that slap into tho top
snd t6e bottom of the autoirobile when it closes. And this aul,onobile
is such that that door could not open in any craeh that we
will sav is uD to 40 or 50 miles an hour.
In tlat vriu s€e the lonq distances we had in older to qet ths driver
to ra,iso ud 5 inchee highei and to go 5 inches forwa,rd. -It ie about a
l4-inch movement on those seots.
The containment of the roar seats are saJetv belts. They should
bo of the tvDe thot bas as littJo shetch as possible. [Slide.]
Here is & aletailed drawins of the driver mechanism. In the shrded
part here vou will notice th;Lthe containment is around the man. It
Iooks likei bar. That is on a ratchei so tbo"t it fits &nybody, e atorrt
Donron or a elim Derson. AIso, he has a chest' protection there, so
thot he cannot hii those steerins nistol erips. The pistol grip i8 so
made thst hs only has to move iE4 inchd either wayio got e full 34depnee
turn o{ th6 wheel.
This was incorDorated beceuse of the difficrrlty in a very fast
Dsssins of a truck-. whers a mul} m&v have to turn the wheel tbree
limes lhie wsv, t'hree times back, end three times l,he other way, and
three timee aeain in order to make a completo turn. This would
allow the man-to make tbat turn a.nd in a mdre Drecise ma,nner wbexe
he would go out and around the truck, go steady with the l.ruck, b*ck
into lino a;nd forwa,rd asain. It is a viryins ritio, varvinq from 2.3
to thr€e to aix tanths to-i. You csn eee f,e iJ in r buckei seat. Thot
bucket seat was prim. rrily, designed because..lit, cqntnined the Pewon
left, ond ri*t and[ it fi'tg Lim il.
The nexl slide. please.
Eero i:-al acturil photograph of tho final.pro,totype of tho contain-
ment. snt. This Itrlrs nmtotvDe prototype contornment contoirlment nos/ nosr |It is ln in t'he Lhe Dosrf,ron position or of no onvo drivo
bec*uee the fran wirild haye to sst in s sest sndleach up, snd ss a
depressing lsvel that sllows hi- -to dopressing
pull the consolo towa,rd him and
then out it in tho rstchet he deslres.
In addition addrtron to this tnrs cont&innent cont&rnment of ol the Dercon in rn tho lns hydlaulio nyorauxc
steerins. vou will note thess t'wo partitions t'hat so to the fuowell and
down t-o t-hs floor of the car and the floor of the cir hsro is et sn angl€
of 45".
Those partitione were designed for stifiness and the b&sic theory is
the eame as the stilleners ii a bridse, and if ther€ w&s a crash at
enouqh onerqy to force the engine 6a;& into lho compartmotrt, tho
conoartmeni. because oI t'his 46o ansle, would ride up over it.
Nbw that particular desien ie in ouir protot'vpe, theCornell-Liberty
Sa,fetv Car. ind after 5 viars of reseirch nias built et the Cornell
Aemiauticil Loboratoriei und6r the sponsorship of the Liboriy
Mutual Insurancs Co.

88 MOTOB Vf,EICT]D SI,FD{T
The next picture shows e couiplete asembly of sll the units. You
will notice amund the crr there-is s comple6 wrao-amund bumter.
T-hat is 1n energy absorbing.bumper. There. aro iwo parts to itfiro
extenor a,nd the snerqy &bgorbrnq meterrel,
You will note thero hii we bave itripped all of the omamonte ofi
the car on the assumption that if a pedeslrian wos hit, ls might slide'
qv.€r the altomobile.- f om not suie, but you see yoir hare"got the
driver in the middle.
Now in this thine we have o complete so'ni6a,l figmiepheric windehield.
It is not o wrapaxound win?lshield. It ie a cohplet€ halfcircle,
a.nd it, bas a lack bf distortion, There isn't anv didtortion in
the glass at all, and he has the hydraulic ete€rins mechinism elso. I
think vou will see there thot we'ie sot tho two dllover bars wo incorpora,tdd
that sre dftectly over tho reiar passengers and diroctly over tho
Iront.pase€nger's heed.-
Thii car iJ a comple[e pmtotype and you can see it st ths Smichsouiatr
Institution. -It ha; beentlere sin:oe Julv. It will be thore for
quite - a while lonser. I hope.
Thank vou veri much, Mr. Chairman. I have had my sov.
Mr. Rosrnrs, Thank'you. Mr. Crandell. I c€rta,inli w6u]d like
to thark .you for one of tb; mdst itr tersstins presontations be have had.
I believe this is the first, time that you hiv6 appeared before our subcomnittee.
Is that corrsct?
Mr. Cnrrvler,r,. That is rieht, sir.
Mr. Ronnnre. I would lik6 foi you to sive for the record a brief of
y,our engineqring baekground and your efoerience in this field, if you
(lon't uund dorng that
Mr. Cru.ronr,-r,. TVell. I witt be slad to.
f was ggaduated frorir the Masdachusetts Tnrtitute of Tech:rolosv
in 1927. After graduation, I have had a varyine career in SouiL
America, Centril Americ;, with failroads, loiomiotives, and about
24 yesrs ago I came with Liberty Mutual Insurance Co. whose objective,
asido from insurance, ie the contml of loss.
We were born in 1912 when the Massacbusetts Lesisloture pagsod
tbo frst' componsation law and tho object of tbe co=mpan.y at that
time wes an -endesvor always to contiof the losses, eiihei by persuasion
of work-Een, by redes'ign oI machines, by the design of proper,
safo 'We snuctu.res, end wd havs b-eeu ir this busin&E since 19"12.
h*vo 400-and-some-odd eneineers whose boric dutv is to discover
tbe caus€ of accidents and ahen endeavor to design -agsi"et the
injury to the worker.
In 1950 I mado an analysis of the automobile accidents in ths
county and it looked like w6 had m€t the point of lea,st return. We
decid;d thst if we couldn't eliminate the -causes, the noxt stop w&s
to try to,design aqginst, the injury. to the passeDger, and since 1950
we hev€ been workine on thie prdisct in order to trv to desisn the
proper packaging pdn:ciples so ihai we could havo d crash ariil still
reduoe tlr€ rnrunaa.
Of course, if we ca,n reduc€ the injuries, it is one of the best ways
to roduce tfie insura,nce premiums, a thin! wo would like yery mu;h
to do.
Mr. Rorsnts. Would vou give us soms esbimate of the situfltion
with reference to insuraico p-romiums -
in the feld of casualty ond
surety companios?

lfomn, vDErcriD ElxETY 89
Mr. Caeunnr,r,. Well, we feel like ell the other inzurrnco comDanies.
ths! tho r8t€ is too higi. We know it ie too high becsuse wi hrv6
had to s* for inc.rea,sos in bsurance rates becsuso the loss€s have
c,ontirued to go up end up and up, and unless we ca,n get Bome Bort
of '!Ve reduction in iniuriee, we have no way of reducins tho loss.
have to pai the iosses. This i8 6ur prime oll'iective in tryins
to aay, "Here,-lei's reduce the injuries arnd that will automotiriall!
reduc-e the losses."
Under thoee condiions, the law will immediately establish o Iowen
T8to.
Mr, Rornnrs. I believe I rerd in s r€cent Seturdsy Evenine Post
article a stst€ment by Mr. Arthur TV. Baum to the-eftect th;t ths
stook componies alone have lost itr the neighborhood of $600 million
in the laeil0 vears.
Does that siriko you os lgincr glsut ris[1?
Mr. Cn,rworlr,. 1 tli::k wh6n you adt up the whole industry, it
would be somethins like that.
You see we a.re eettins tremendous iu&nente in the liabilitv ohose
of automobile acciientsl One of the biglest judgments thati'know
of happened last yetr against &D American railroad whsre the railroad.
etruck r c&r in which s youns sirl wos riding.
Ths comoartment, of the iutomobile did iot fail. but the eirl wag
lnocked arbund inside Lhe car so badly that she #as both doncally
end ohvsicallv iniued.
hT6w tne iridgrient in that ces6 was $650,000, Tbat is che biggest
judgment f- ever hea,rd of *nd, of oourse, as infletion goes onl-the
iudEments - becomo higher and higher all the time.
fhe onlv out in tf,is cess is thot we shou.ld have tho accidente
without oc'cupants being so severely injured,
Mr. RoseRTs. Do you know what the minirnum insur&nc,o ooverago
is in New York City or Boston for drivers undsr 25 years of age? "
Mr. Cn,tnonr,l. I how the baeic limits ihet irre reouiied are
,$f0,000 to $20,000, and the person under 25, if they aro not ma.rried,
will oav a 25-Derc€nt charge on t'oD of the base premium,
N6w it would mean Bolo=ethi''q frke the difier6nce between $?0 and
$100 for e yogng per.sol who is-.not zq,yea.r.E
91d., + eoon BB tbst
young per8otr rs m8,rn€d, then lt rs conardefed tbe! ns lE mor\o respon-
;ible -aJid
that the surcharee is reduced.
Mr. Rorpme. Do you -bolieve that the tr'ederal Government, by
reouirins minimum sirndarde in its own Durposes, could theiebv
pr6mote"the building of reasonable safety devicris in 6a,rs as standsri
oquiDment? -I{r.
Cnarlpr,r,. I defi-nil,elv believs l,bol, it can be done, and I think
it would be the tremendous-leadership which rpe need to diredt the
Dublic ' if we a,sk for these ea,fetv devic€s,
We hove the difficulty now of having some availoble, but no leadership
to drive the Deoplo t'o obtain them.
Mr. Rosuers. i wa.nt to aEk you sbout tbe road qualities o{ this
automobile, thjs sifety ca.r. I supposo you beve mado meny t€stg
with it. Would vou sive ue eome idea of ite maximum speed and
a,bout its mileage -per gallon of gasoline, and a few of those ihings?
Mr. lar. Cnexouil.- uEANDEr,rr. I cin't' c8n't do (1o t0,at, thit, becaues D€cauBs thst f,nal was primerily pflmsruy a pioto- prolo-
)o to incorDorst€ what we found in our test€ of the oth€r eutomobs,
in whi& there were 38 crashe. Our company now ie in tho

90 I4OTOB VEEICI,E &|r'Erf
procces of ircorporeting the basic principle* int-o a standard ca,r, and
l:mtghi say thst thet car was very much unslandaxd beoeuso we ie,ised
the roof 6 or 8 inches and we took out the back seat, and we put the
seats pr&ctically in the -trunk. And it looks like thai, is what'we are
goiqg to have to do with the standard car, becauss with containment
in tho roar seat, the front seat is too close to us. vou see?
.
st and.ard .aro .&utomobile,
.&ur,omoDue, there tnere isn,t lsn't enough eDough space belween the top o{ ol
your nead lread and a,nd the the Lop top of ot the tI car to tske take care of the stretch oI the belt. belr,.
You'd get irjured anvwav.
Mr. Roesits- RossRrs. I{ow Hoiv rin riany G's are these se&ts constructed to
Mr. "Ronorrs.
Have any tests been mads wit-h this car in a rollover
tv D6 0I accldenI r
. " Vr. Cnlnnnlr,. No. This car has not been rolled over. We have
takon another C'r.gup.ol cars. We have tak6n rollovers of regulai
c&rsJ. tmt J.ou,can't get instrumentation- in a rollover in a regrilai car,
so we have ta,ken the body.of a standard automobile and thisiras dond
&t Cornell Aeron8utrcal Laboratories again, and we put it in a Dosil ion
iq which rve could control the speed und know exaci,ll the vel'ociiy oi
the^dummy. We could turn it over as fast as we wanied to, g0", 1b06,
or 3600.
. Now that, repo.rt will be finished_probably by the end of summer and
thero agaln, we tound that even if you are contained il a rollover in a
contail?
Mr. Cn.Lrpnr,r,. That containment there wa,s desig.ned for lb G's.
Novr ws did that because we thought a,t the time ti'at 15 G's would
be sumcient in the, compartment, but s-in-ce this-design *u" -ud", i
g.roup oI qren a-t th9 University. of Cdlifomia,. in T,6s Angeies, had
12 cars and made 6 head-on crashes and they iound thst aT sz;ile;
an hour, the G load o1 the bumper was 100 G,s, &nd the G load in the
compa,rtuent, was 20 G's.
The next, design we make we will raise up, beef up that containment
so it will bo able to stand 20 G's.
Mr. Roernrs.,Would you exploin to the subcommittee just whab
YOU meAn DV a
'Li"i'
-,
Mr. Cnrr,rbtr,L.
If., ",". A ,,G', ^is- the term of gravity. I, a,t
the present trmer sitting. he-re, weigh -215 -pounds. If I was'in a B G
cra,sn. rne lorce on my body. woutd be t_hr_ee- trmes my weigbt, so it,
*qo]d bJ a force ot 645 po ','r-ds. I hope I_didn,t conluie yori on that,.
lvrr. noBERTS. well, could, you rela,te the meaning of G's to, say,
sone t]rye oI speed or some limit of spoed?
. Jr{r.,Qn.Lryonr,:, The simulated crashes.on that car were all perlorm€d-
rn _the vlcrmty of 17 to 22 ot 23 miles sn hour, and the averagr
c loed.at.1,lre deceleraLing time .wae 3 G's. So you would have,
lr yo{ were ln the seat and tbe ca,r hp$.stopp-e{, a.nd abou t thi.rty_thou_
eandths oI a second later, you would bavi-hit the windshield ind the
blow on your body would be three Limes your weight_
Mr. Roeenrs. ]{o-w, do yo-u go along niith rhe i'rinciple oI how the
rat€ lcreases wrlh the sDeed?
- Mr. Cn"rxper,r,, No, :fu, we can't, because it all depe,nds on how
laqt.you stop. A.t the 3 G crash that we bad on thl end of tbat
ca,bf ng,.t,be sto.pprog distalce was about 2fi feet.
Now rf you. happen to have tbat slmo speed of 20 miles an hour
and. ro stopprng drst&uce wa,s only 2 or 3 iaches, then vour G load
v/ould run up ma,ybe three times tha,t much.

MOToE .VEErCr,E SAFETT 91
On the other hnnd, if vou are going 60 miles an hour and hit a
whole clump of rose.bus[es,_ and it, t;k you 25- to- 5_0 Jeet to stop,
yoq qobgblq,wguld have only one or one and a half G load on your
DOdV OUnnS tnat S[OD.
Mr. Ron"pnrs. In ^other words, the dangerous lling is the rapid
deceleration, would you say?
Mr. Cnelopr,r,. Yes.
Mr. Ronnnrs. Now, do you subscribe to the idea thst the hiehwav
problem has become a prirblem that amounta to a national -healtL
- iroblem?
Mr. Cn.rxoer,r,. I think that is generally acreed throuehout, the
industry, or the people who are ir the safetv pr6fessioD, tha-t we havs
boen epidemic on the highways. As the roads Eot, beil,er, the desiqn
of our superhighways, sl,raigbt ahead and perfectly clear, why ttre
newer t;pe oliccid'ents caie into existenc-e. We-ger, tb6 miltiple
crmhes hbw-14 cars in one crash-where, on a little windire road.
we nrobablv had onlv 2 ca.rs that crashed.
Sb. the m-ore. greater. the density gets, the faster we go, and I d.on't
see that Amerlca, rs gorng to Blow up any.
Mr. Rornnrs. In other words, you think it would be an impossibl.e
thinc to sav to the Americ&n people tha,t vou h&d (o Dut govemurs on
auto"mobi.lei that would keep tie ipeed doin to. say. 50 m'iles sn hour?
Mr. Cn,r.xopr,r,. l{ell, I1r. Chairman, tho soveinor problem has so
msny controversies in it that I don't know fow that particular type
of tliing -would work. We.have tried governors for years and yearr,
and we always come up with the fact that if you don't havo the power
when you nded it, where a.re you going to 96? You are a dead-duck.
Mr. Rosenrs. That would be even truer toda,y on your tr.rrnpikes
than il, was m the past, wouldn't it?
Mr. Cner'ronr,r,. I think so, )'es.
Mr. Rosnnrs. That is, where you have a constent flow of trofrc.
Mr. CneNorr,r,. Of course, you know the automobile manufacturers
have dons some pretty good work on that. I think it is the Chrysler
Corp. that made a constant, speed accelerator where you didn't have to
toudh it vor.rrself.
Mr. R6rrnrs. Yes. I have had the privilege of seeing lhat demonetra,ted.
Mr. Cnerlnr,r,. Thnt is tho typo of governor where you can overrids
it and the oyerridins principle, I think, is important,
Mr. Rosnnrs. Ge-nilemen, i have tiken t6o much time. Do the
other Dembers of the committee have any queations?
Mr. Bnocx. I just want to make this o6seivation end it may seem
fscelious. but it is an frita,l,ins Doint with me. lV[r. Crandell: I don'[
believe vbur car would be acce-pisd by the neoble who drivs aher d of
me bet*een here a,rnd Alexandiia unl6ss vorl wduld move tbat n iddle
seat back a,nd the two se&ts over 80 we coirld have tbree-headed drivers
instead oI two-hoadod drivers.
Mr. Cn,trorlr,. We try to get away from that,
IVII. Rosnnrs. Thank vou v-erv mu-ch. I hooe l,bat the subcom.
mitioe will be able to go ft the Sririthsonian Institution at eome e&rly
date and see this automobile. I shor d liko to oommend vou an-d
vour e,ompatry for the expenditure of monev and time and edort that
Las made thii urdertakirie possible.
I approciate very mucFyour eppoaxa,nc€ before the subcommittee.

92
MotloB vDgrgr,E sarEtY
Our next witness is Mr, Loland S. Haxris, executive dfuector,
American Association of Motor Vehicle Administra,tors, 912 Bs,rr
Building, Waehington, D.C,
STATEUEIVT OI LELAND S. EABAIS, EXICUTTVI DIEECTOB,
AUEMCAI{ ASSOCIATIOTr OF UOTOB VEEICIE ADUINIfITBA.
TOBS, WASf,TI{CTOI{, D.C.
Mr. H,rRnrs. Thank vou verv much, Mr. Chairman.
Mr. Rosnnts. The -chetm;tr aDpreciateg, and I a.m gure the
members of the subcommittee appreiiate, your a,ppeaxa.nce before our
committee. I believe vou have been before us before, or a representative
of your organizati-oo has appeared befors this committeC at some
of our previous hearingg.
Mr. Henms. We were bere on the Beamer resolution. Our president
aooeared at, that time. Mr. Mavson, from California.
Mr.'Rosnnrs. Yes, I reraembor h-e appeared, and we are gratelul
to vou for fa.vorinc us today.
tr{r. Ff,rnnrs. M-r. Chairian, and gentlemen of tbe subcommiltee, '
I am Leland S. Haris. f am'appea-ring as executive director of the
A-merican Associat'ion of Motor Vehicle Admi-nist'rators for the purpoee
of inforrninq the subcommittse ss to the consensus of thinking of the
members of, the associat'ion pertaining t'o the five bills you are considerins
tnday.
The association was founded in 1933. ILs headqua,rters a,ro here in
Washinston. Its membsr€hip coDsists of t'he officjals having responsibilitv
foi the sdministra,tion-and enforcement of mocor ve-hicle laws
and -resulstions of each State of the United Stotes, t'he District of
Colunbia, the provinces of Canada, Puerto Rico, U.S. Bureau of
Public R

irofoR vlErcf,B SaFDTY 93
We havo also coopsrated in the development, of tho four-headl*mp
svstem a.nd I am confidont rve will see addit'ional improvements in
htadliehting from the ever-cotrtinuing st'udy being given the problem.
Theio nre manv items beside lights on which we have worked cooperatively
rrith tLe automotive industry looking toward. increascd
safety 6f ope.ration. Among thcsc are such items as- brakm, glass,
stee,rins ond steering wheels, roar-vision mirrors and driver-nsron
problefrs generally, inufficrs and i'ailpipes,
,
direcl,ional and warning
iignals, refrect ort, -suspension
systems,,windshreld wipers and wa.sh€rs,
tires. bodv structures, door locks, p&ddrng end pessenger pacKaglng'
seet belts-and knobs and other projections
In our work with the itrdustry on improvcment of items of equipmont
such as Lhese, speeial engineering tests have been set up end
conducted bv Lhe industrv whensver this was necessaxy to bring out
all pertinentlocts to the sa,tisfaction of the Commitl,ee on Engineering
snd Vehiole InsDecl.ion.
This commiti,ee has been. w-orking -with the aul,omotive industry
engineers sinc6 1935 in this whole broad area of imprbved-oafel,y eqrlpm;ni.
It meots in Det'roil, each June where it ha,s a,lways hld ava able
to it, r,h" industry's best engineers, scientists, and resea.rch. personael
ior iirfornation a'nd discussions pertaining to automotrive design and
equipment' pmblems, including prqposed changos and impmvements
in design &nd equipment and new devrces.
ln tFe work ol our members with the public on a year-round ba,sis'
we set const&nt remindert of the {sct thol no ma,tt€r how mony qs,fety
imp-rovements are built into tbo vehicle, the motorist will not derive
ihri maximum potentis,l benefit from them ulless there is,proper lnd
regular m*inteiance. Accordingll' w-e have. b.roadened Lhe,scope. -of
ou? engioeerins progra,m to provide betl,er hlormation and spe.cffic
ieaii&t matefi*l fo"r vehicle inspection officers. Tbis sill help tltem
ao a tetter ioU. We bavs had oieries of joint, sessions for bot'h industrv
eneineeie aud hspection officials and the most recent meotrng wos
atlendid - bv repremntttives from 24 States.
W" ur" iontinuilc to follow closely the out'put of new gtatistical
data-on aocidents ai produced by the Cornell lrash injury research
program and btd a review of ths lir.test dal,a at our eommittee meeting
in June.
We are also being kepr, aPprised of safety reeearch, developments
euch as those conce--ed wii6 new conceptir of vehicle control and
-"itloa" of *ignafing and conveying basiC information to driver€ of
motor - vehicles.
Ii is our intention to evaluate the degree of promise i:r these various
idea,s, and to work cooperotively alonglhannels that can lead t'o their
itrcorDoration into vehicles and th€ highwBy sy€tem
We are convinced, on the basis oI oru'erperience over tbe ye&rs,
t'het out ioini work with the manufacturers a,ud & sustarnsd lnl'ercst
i" "rt"i"'olv*U"les &nd equipment will continuo to bo productive of
measurible improvoments in highwey aafety. - . .
AII of the pr6cedins information hail been iucluded in this st&tem€nt
to-indicate ti vou seitlemnn of l,he committee thaL nearly aII of whet
ie proposed in-H.R:722 and H.R. 1341 is alrendy boing done in a -very
;;il;i"L"*it;;;v. Federal intervention et ihis timo would bo a
co€tfv wast€ of eff6rt and wouid probably result in serious.injury t'o
the 6conomy of t'his Nalion. I agree with t'he sutomoblte menu-
43770-60-7

94 MOlroR VDIUCI,E SAFETT
fac{urers that tho prescribing of standards and specifications by t'he
Secretary of Commerce would create st'agnation among automotive
engiaeers and designers and eliminate competition to improye vehiJles
and equipmint by the seversl manufacturcrs. It was this
type of compitition tbaC brought about' many ol the improvements
iii motor oe6i"l"" -" are cnjojing today. Xiotor vehicli standards
a,ro, as rve see them, standaids of perfdrmance and are continually
beine raiscd. No one Derson or group of people, such as the slafl of
the Bureau of Standards, could "possibly produce the continuit.v of
imorovement's in performance standards for motor vehicles as has
b 6n the result' of a very highly competitive industry.
In regard to H.R. 880 and II.R.883, I a,m cognizant' of t'wo
siguificait statements indirectly pertaining t'o t'he sibject of these
bills which were made durins the pasl, yesr.
One is the report of oui cominittee on engineering and vehicle
inspection, whicE asserts t'hst alter a study and inveil,igatioa of a
greb,t many kinds of specialized safel,y equip-menl, none hei ever been
discovered whicb, by ii,seU, will eliminate l,raffi.c accidents.
The other authorit'ative Bts,tement is contained in the report. "The
T'ederal RoIe in }lighway Safel,y" submitted to the Congresi in March
1959 bv the Bure"au of Public Roads followine an i-it'ensive studv
made phsuant, to I proyision of the Federal-aid Eighwoy Act of 195d.
It reads:
Drivers and otherg commonly misunderatond accident causes and tend to
overgeneralize, emphaEizing one cauge above a.Il else. The driver, his vehicle,
and the roadway ar_e in pmc_tically every motor vehicle a,ccident, but there are elso
s welter of environme-ntal conditionsl includinq x'eather, tr;iffic, light, social,
medical, and psychologica,l valisbles, a6 sell as pure chance. These constantly act
and inieract with the three DrinciDal factor€ and are equsllv there \\'hen the
accid€Dt taLes place, The sin?le-factor a,tteck on s&fety d&llsior action agoiasi
accid€ntprone drivers, slcohol, turEpike monototry, speed, horeepower, need
for Blifre; laws and Dolice craoldowni. and other sinsle corrective steos. The
point is tha,t many aird sometimes all of these may be of consequence, aid undue
emphasis on any otre to the neglect of others may impair the pla[ning of a.n
adenua.te hirhway safety ororram. Any ooe whollv cfrective solution to the
traffic-acoideni pioblem w

MOTOR VIIEICI,D SATDTY s5
for all the States in the matter of safety and design of motor vehicles
ond equipment. We occepted the assignment and our president will
make the report, to the Governors' conferenc,e next monlh covering
the DBst vea,r.
Altloultr only one automobile model year has intervened since we
*ccepl,ed tbe assignment, and tbis w&s nol, & year in which major
design changes were sclreduled, it is possible to report several specific
items of progress in vehicle equipmont, and safety. These include the
completion of the mosi recent imnrovement in the sealed beam headlamp;
o trend to wider stance car€-and bettet stability on the highway;
an improvement in rear vision through increases in rear glass areas I
the stimulation bv our commit l,ee on"furtlrer rcsearch on -rear vieion
problems by the industry; general improvement indicated in brake
ilesims, brike lininss, arld 6rake cooline: the comnlstion of gl,udies
for improving the iisibiliif and effectiieness of fiont, turn signals
rnd school birs warning sifnals; and the general installation bf the
industry of lonEer life riuflers.
It is -generafv a,srsed th&t ons of the weakest links in the enthe
traffic safety moveirenb 'We is our lack of knowledse as to the ro&l ca,us6
of accidenti. know manv of the factors t[at, can be invo]ved in
accident situations, but wheri we got down lo speci-fic accidents, in
all too many instances we simply-lack informatibn on which of tlre
many possible contributiug factors w&s really responsible for what
took place.
Lacking i::formation on the real causes of accidents, we have spent
a great airount of time and efrort eoncentra,ting on "'circumstsniial"
causes. ft se6ms 1o me we need much more research into the causes
of accidents, and into the many still uneqrlored regions such as the
import&nt ons of driver belravibr. Many "agenciesf
particularly colleees
and universities. eould make imoortint-contribritions bv indertaling
traffic safety research. Tho Cbnuress could orovide ihe "tuoulus
Ior thie work ihrough Federal aid ai ir, has dorie in tbe highway
program ' and many othei FederalState undertakings.
I-thank vou.
Mr. Roirnls. Thank vou. Mr. Harris.
Now wouid you give ui something of the background of the American
Association of trlotor Vehiclo Administrators?
Mr. Ilennrs. Backeround?
Mr. Ronrnrs. Fouided, et cotora.
I\{r. H.lnnrs. It, was founded in 1933. The .American Association
of Motor Vehicle Administrators wa,s an outgrowth of an organization
started in the Now Eneland States in 1921 bv obout five of the cotttmiesions
of the New Eieland States.
That grow, in a few vdars. to whsre thev formed whs,t was known as
the Eastern Conferonie of Motor Vehiclos about 1922 or 1923gomewhere
about there. From that time until 1932 other States
were askinq for entrance into thet association and the membershio of
the Easteri Conference of Motor Vehicles extended ae {ar wesi as
fowa and as far south as South Carolina.
At thst time f was hsad of the Motor Vehicle Bureau of the Stete
of North Carolina, and I was a mcmber of it. It was from thet time
in 1932 that wo laid the foundation for the creation of this American
Associalion in the lollowine vear. 1933. It consists of tbe Sta,te motor:
vehicle directors, commisii6neri, Siate enforccment, heads, and, in

96
MryroR vEErcriE garErlr
your Statc of Alabama, we iucludo the revenue department and the
bureau of public safetv.
..\4r. Rose nrs. Do .vour operating fimds come from l,he various
State members?
Mr. Hannrs. The Stales pay their dues. It is a graduated scale,
according to tho number o-f iehicles within a Stati. We also qei
craDts from ineu-rance companies for safetv work; from Lhe automotive
Sefety foundations, and 6rganizations df that'Iiind. Usually, our
- srants are ea,nrrarked.
Wo also qet, some cooperative help from tho Bureau of Public Roads
on t&e unii"orm law prohom, for work in tbe uniform law field.
Mr. Rosrnrs. N;tur;llf, coming from the ares I come {rom, I
want to see no i.ntorference with States rights and in the local subdivisions
of government. But I have a little bit of concern on the
failure of t'he States to move in some of these areas, particularly in
!he.
g.elg of obtaining uniforrnity in our various State laws and
I ' Unsdrct'lons ,.
I remomber that vour orEanizat'ion testified in favor of what was
called the Bea,mer reiolution]H.R. 221, which was passed unanimously
in the last session oI the Congress.
I have been a little distrx6ed by the failure of the States t'o t'eko
etrv &ction on thal resolut'ion. I-am wondering if they follow the
eaie line of thinking with reference to getting odo,-ption of the uniform
motor vehicle code; with relerence tdcertain saiel,y devices, and if
we ever will hav6 any real progress in that field, even lhough I rocognize
thrt they havs-made-prri-gress in certain'safety glasJes, and i"n
manv of the other devices that the St'8tes have insisted be made a
oart-of - ths standard equipmont.
Do you brve any co--ent as to wbat you think may happen in
the St'at'es; for initance, any action profosed at the lorthdoming
Crovernor€' conference that vou know of?
Mr. H,rnnrs. No, sirl noi a6 {ox as the Governors' conference is
concerne(l.
Mr. Roetnrs. Or do vou &ttend t'hose conferences? '
Mr. H,rnnrs. Not resilarlv: no, sir. I plan t'o attend this one this
ye&r on &ccounb of ou-r preiidenl being ihere to report. I a,m aciompanying
him to the rieeting, but we"don't &ttend thom regularly,
and harre not heretofore. But iI we keep on with this work I suppose
it will be nar'l of mv iob to atl,end reer srlv from norv on.
The Strites have -to- a great extent -gone
ibead in cooperation, reciprocity,
pariicularly in ihe driver fieiid, driver licensing, and in the
hnancial'respoosibi"lity requirements. in othar words,"if I am convicl.ed
in vour State ald my orivilese io op€rate in Alabarna wus
suspended-or revokedi my State; or wh-erever i *m licensed, is notified,
anai if it is an ofionse uide.r the laws of that, State that I would b6
suspended for, why. then, I am suspended in that State and required
to complv with th; financial resporisibilitv laws. if l,hey are inv6lved.
That id settine to be more univ'ersally usid all the tine. lt is more
or less b-y a g6ntlemen's egreement th*t, pmvisions in the St&t'e law
- Defmt[rtog rt.
Mr. Rdsnnrs. I a,m interested in that, comment'. particularlv in
view of the facl, tha.t we have pending bcfore the sub'commit'tce d bill
by Mr. Rhodes of Arizona which woild eet up, within the. Seoretary
ol Commerce, a centrel records bureau which would have no release

l.OIloN VEEICI,E SAPIY 97
Dover exoeDt tbat it would be there sveilsble to eny Stets, the
iecorde of a nerson convicted in a uroving violction or in e collieion
involvinq th6'death or serious injury to ibmeone els6. Thet r€cord
would be- sent to a contrsl body and-would be rvriLeble to th€ Stateo
upon -It request.
is d;Bigned to be very coreful not to get into 8ny penel provisions
in thet biltl I was interest€d in vout comment atbut the fgct th8t
reciprocity is a gmwing thing with th€ Stet€s.
Mr. If.rnnrs. ft is.
Mi. Bonpnrs. Now you mede the statgmont on Digo 7 that ther6
is o ne6d for much. mrich more resoarch into the ciueoe of accidonts
ond into the manj' still unexplored regione such 8s ths impoftant
ons of driver behovior.
You were here, I believe, when I osked Mr. Ackerrnan, ol the
Chrveler Corp., to give ue eome figures as to how much money,
manpower, e;d faciliti€s the induetry wr€ putting into research,
and 1 will'not ssv the rosesrch thet, lias to db witli ths pmduction
of certain parts, o;d thst Eort of thing, but into grents to universit'ies
and to rererrch orgonizetione.
Do you hove a; eotimste of thoee figuree, moneywire, 0s to what
kind ol e contribution industry has made?
Mr. If,rnnre. No. sir: I don'l.
Mr. Rosnnts, Birt vou do asree that c€rtsidY there ie a need for
much morts reeerch tlian has b-een done in thig ierticula'r field?
Mr. Henrre. There ig eoms little bit boing done by th€ Stst€a,
eome of the Stst€s individuollv. New Jenev, for inrtance, is conductine
whet thev cell e driveiclinic for bad ilrivere.
In New.Iereoybad driv€E &re E€nt to tbe clinic ond they go thmugh
thh omcess of isvcholoeistg and people like chat who try to find out
iuet ihat c8uesir ihem ti drive like tlsy do, but it is on i smoll scale,
irecessarilv. on sccount of funde and thst sort of thing.
One of-6ur troubles in the driver field is getting nec€sesry 18w8,
facilities. and funde from the Stste lecisleturea. Thie ye&r it has boen
& Darticulgrlv roush one insofar as the regulation and control of driverr
frim a legislative- stendpoint ie concerned. I don't know why, but
it has.
Mr. Rospnrs. This e€ems to be e very hard iob,
to tiShten up
license requirements in many Ststos.
Mr. H,rnnre. That is right.
Mr. Bonrrrs. Ie there anything further, gentlemen?
Mr. DnvIxp. I think, Mr. Cbsirnran, thet you have pgt your finge-r
risht oo it, when you erid it is difficult to get, adequrto l&ws th.ough
th:s Stat6 leeiglsturc on the resulltory businees of drivere licene€g.
I know fiort mv exDeriencJ in the Stste legislature that all legislators
would asa'';e thrt it ehould apply to otlerg ond they f€lt th&t
this law should be etrict to other:, but not unto thsmselves.
I offered what I considercd to be a rough ond tough bill involving
drivem of motor vehicles. drivins under the influonce of intoxicsnt€'
Tho commit cee reiected it Bnd-felt, perhapE, thlt, they might b€
invdved.
I\,1r. Hetnre. But for the grsce of God, they were right,
Mr. Rogpnrs. Tbrnk vou. Mr. H8rrig.
Our rext witnee ie Mr. ilerbert Gordon, radio ststion MEW,
New York.
,187?6 O-5F-A

98 l(OfOB VlI CLD SAF!?Y
Mr. Gordon also hsg s strip oI tape thet he would like to present
for the infoomation oJ tho committoe members.
STATIIBIIT Otr STNBTAT OORDOI{, RADIO STATIOI{ WI{Etr',
![EW YOBX, IY.Y.
Mr. Gonnox, Mr. Roberts, I am here ropresenting sta,tion WNEW,
New York, which, as you probably know persona y, has a great deal
of interest in the question of highway safety.
One oI those rea'sons is the hLhw# acciilent rats in the New York
area.os well as other areas.
On Sunday, July 5, WNEW prepared a special half-hour program
which was d6dienei to save iust-one life, if pirssible, in the New York
metroDolit&n afta durins th;30 minutes thi sbow was on the atr.
It ii our request thatihe tra,nscript of this program be inserted in
the record of ihese hearinss. It' is iroi t'echni?lal,-it is dramatic. It
was not designed r,o teli piople that there are better t-vpes of safety
features that could be put, on c&rs, but to encoura.ge people to p&y a
little bit more sttention to their drivins hsbits and to be rw&re of what
accidents cause in terms ol physical i.iiury, death, and d€struction.
As I say. it wes not e pleBEant prosram to listen to. ft was not
desicned to be pleesant. birt it was breJented, a,s we put i1,, to prevenL
oneiccident tliat woulil take one life durins the hal{ hour that this
show was on the air; beceuee according to thi statistics, at thot time,
somaong would be killed in thrt ores,.
The progrnm, if I might juet add this, was writton and produced
bv Martin-Wetdon, of thi WNEW stafi, and it discues€g in a dramatic
w-ay what happens whon a moving object collides wiih something that
is standins still.
AIso foi vour informstion. end this is for the benefit of anv of the
members ol the committee, I hovo here an actual tepe recoiding of
that, rarticular Drosr&m which I would be hapnv to leave with the
comniittee in caie a"ny of you gentlemen wouldli[e to hoar it orr lour
own, or if you would-like,'we 6uld eoen set it up and play it foc you.
It is not comnlete wit'h sound effects ond people dvine. but it' is e
matter of fact ind gruesome report-ambulance ari"eri and people
who have seen otleri killed. Iiis vourr. I will leave the tape. and
you might find some personal intorest in listening to thb pa;ticular
safetv program.
Mi. Roinnrs. The chairmen would like to thank you for that ofier,
end \rithout objection, I would like to include the script of the prosrem
- iD the record at this point.
(The material referred to follows:)
lTrl,uon:
"Nrwe Cr,ospup.?' Strr..oer, JuLy 5, 1959
A €peoial progr&m, not iB s holiday mood, for this holidey weekend.
Tonight qe will se€ whether & radio prog.am cen a&ve a lifo-maybe your6.
Thisls Merlin Weldon.
.This is the eveninc of the last d6y of this Julv 4 weekend. Millions of cars are
at thia moment cro;ding the higliways and bridges and tunDels, oD l,heir ssy
home. Millions of DeoDle in their cars are snxious to get home. Perhaps this is
the way you are listaniDg to me nolr'-in your car, on your way home.
All week long the eirweves have beeu fiiled sith dlre pr€dictions of desth on the
highways. Th'e BtatisticB have thro*n & psll of gloon6, of foreboding about the
hollday. Now the statistics are about to closo in on someon€ who m^y be liEtening
to this. Itr the prilr&ry coversge &rea of thie radio station-up Nes York St&te

llOTOB VETCI,E AAFETY 99
po8t KiEgBto!; to tbo east rB fer ee Bridgeport snd throuah all ot Ipng l8l8trd; to
ihe aouth=as frr as Atlantic City; to tfre wbt as far as the- Pennsylvania bordeFiD
tbir area of 30 couBties aDd 15 milliotr people, the frgures sre sbout to ttke e tou.
BotFe€D Dow &nd I D.8.. the tiDe thii orbrism eots. oDB Dorcoir-who Esv ot
this momeDt be listoniig to me-will, Eocr;rding to Btstisticaipredictior, be kliled
ir aD autoDobile scoident.
Tbe DulDo€e of tbis Drosr4m i8 to try to preveDt this otre de8th.
In oiery city and to-wn-there are ceitain expert6 iu sudden desth: polioenen,
doctors, shbuisnco drivers. Her€ are threo ainbulaace driver8, Ell w6rking out
of New York City. The cases they tall sbout happened ot the start of this
weekeBd.
Aurur,eucl Dnrvu l I wsa doitrc about 35 on my wsy to the Eoone of 8n
socidetrt whetr a drl drivinc a motoicvcle and anothir d;l sittiu behind her
possed me like I wls stsDdina still. AbAut iwo block8 latei I caughi up to them.
They rErrb sprawled sll over tho sidosslk.
I waen't 6n that ca[. I had to pa€€ them up becaus€ I w!.8 on my $ey to
another ca,ll. Wheu f came back to the hosDital I saw them sketched out at the
motque. ond they were a corY aicht.
Aiairexcl l)ruvrr 2. -Wi haa a! oc€idgBt here on 6lst 8tr€Gt aDd Qr€ Dast
Riv€r Drive, bead-otr collision. Two personE w€re hit by this car, Oqe hsd a ooncu$ion
ol thc brsiE, the other had s frsctured log- We had to get ihem out of
tb€ $leckarae.
Auauleicr DBtvEB 3. The-v just hlt tho divider as you come ofr the hithway.
Thoy bii lbis thing 8nd the car was domolisbed. There waatr't s rindow left
intoot, snd orc felow bit his tongue ofr becoure of the sccident, bit it tiSht ofr, and
thev loo&ed Drottv 'Now manrled.
lyrr,oon. wluDoN, Now you iiill wrll liaten l!8ter to & Fomrn f,.omln who wlo miraculously mlmctuously Gcoped €acopec d€sth, I
Shp Bhe $he itill still aan't can't get let o.t over thri that fcplino feeling feelinc of vif,i vast surn eurp aurprrse se se thai thst that comes come€ to to.most lo mostr m(xll peopl D€oDle people 9ho wno
srEagh sEash up in r ioar. oar. It coutdD't lappotr to nie-that's the feeling. I'm a good
driver, I'n I'm oerefu ooreful. How could it hroe happened?
An acoidat acoid?nt qnd snd a barrowioc sequel,
wo!.a!i. Wo!.A!r. I $aB wa8 driviur driviug on oD a iout6 iout€ thot thet I vwas
trsveling dsily, ve4f, very familia!
route. so that the l4st thinc in the wotld I Bould have expected waa was t,o havo hsvo any sny
kind kiDd ;f x..i.lsnt. sccidont. Theaarin The car iD front froEt trf of me mc waE stoDbed stopped and I just iust went tcnt aud smaahed smadhed
ioto it on a turn in tbe parkway.
I kqow that I hit the fiont ot the sieeritrs whe€I. But Iny first thought wa€ that
I sr8D't hurt. Somebody came over to the left wi-trdow, tho driver's window rsd
looked at me and turaod ;wsy with dbtrstc. This was ihe ffr8t ildiostion thst I
hsd thst €ometlinc was wtoirc. I loaked up into the mirror, the driver's roarview
mirror, aad I saw my f-ace waa coverdd with blood. I was very seored.
Laier sheD I wr€ takeD io the hosDital. it wa! witb concusaion.
I had been out of the hospitsl ;nd it $'as tirne for me to go to the collialon
qerase and collect the remaiis of my car. $tanding there $oiking out thc bill,
iuot6or wreck was brourbt in. allgmisbed up. I tooked tlrouch the windov and
oE the drshboard were i-wo or'three frngore e6ver€d from o handand it iust, soomed
like the wor8t thitrg I ha{t ever soen. _It was so sefiseleas. There wri no reason
at all for this.
I didtr't vsnt to !aL, but I found tbat I did osk before I left the garigs, whether
the o\rner had b€eo kiucd, the d.iver of the yreck b8d beeD killed or iuat msuled.
The ett€ldant looked st me with Burprise snd B4id, "What do you think?"
WDLDoN. Nor 6 storv sbout s vounc man who is.8 driving io his sist€tts wedding.
Age 2& an interie in o Boiton f,orpital. ltis frieDds-8sid of him tbat he
w*i-a gooid driver, fa8t msybe, but s good ariver. He had the car-uDdef, c.Dtrol'
You felt scf€ siih him at the wheel-
He can't, tell his Btorv now. A friend of hiE must do that.
M^N, Ee was drivinS home from Bo8ion ,to Clevolatrd fo! his 6ister's eoddilg,
os s mstier of fact, *hich wsa lo hsve beell held 2 d8ys theresftor' aDd was driving
on the New York State Thruw&v. with someone else iD the csr.
The frst thinr I heard was o phone call-I gue€s oo Fridav eveniDg-ftom
6noth6r friend ol his. that he hed been killed in an occidont otr the New York
gtste Thruwsv. snd dll I heard st tbe time was tltst he was killed instantly. But
yestf,rd8y I hafiprened to hove a visit from the Sirl who waa iD the car $ith hiB
itd I heird tha whole story.
ADDsrentlv the car skidded on the drv Davement-I don't sec how-but at auy
rate: it skidded snd hit the center striD aird from the centor strip rebouoded and
weat ofr the road on ihe other side. tlo richt-hsDd Bide, strd trirned over' the
ssid both doors flew olxn and I griess the cal rotled about 150 lcet. gho w88

100 MOTOB VEIIICIJE 8AI'ETY
thlown out on one Bide aBd he was tbrown qut oD ibe dther. She w&s h&rdlv
ma?ked st all, iust o bruis€ on her forehead, but Bob, who was driving, apparcntly
wss cstspulted out 8tr&ight and lery rigid and brokb hia neck end aipai6ntlv hie
Ekull wes frse-tured. Ee was prettv badlv sms8hed__up inside and sas ble€ding.
ghe broke down at the Doint 6t shich she ssid. "He
died in mv arms..
- I found myRelf thioking lr€t night thsi ahe mu;t hsve been thinkinS, retrociDg
the Bi€F_ thet hspJrcned
iuit
boforc, wondering wh.v they weni, inio t[e ikid enii
nos eaatlY l! cout(! trave D€eD avorqeo.
You b€gin to feel every trip you have just t*ken is a oloae shave and ruhen
something happons like-this_you begiu to teel like it wo8 soltre kiEd of dengerous
mirs8ion or somethinl when it was iuFt s triD home.
Wrr,oorc. Eere crE some ffurcs comDiled for Concr€€s bv the NstioDol Heolth
8qry-ey, Every yert 3q,0OO people &re killed in oi becaiee of auto accidents;
4,700,0fi) sre iDjurd. It is the tnird-rankinE disease.
I quote fronr an ortiole b.v Dsnicl P. MoyDiha! ilr a recent isgue of the Reporte!
maSarine:
"At' the height ot the Ko.ean wor, the U.8, Air Foroe suddenlv found iteelf
Beriously intercsted in trafrc safety dosn on the ground: it was lcinc more men
from automobile acoidentc than from enemy oction, A further cheik revesled
ihfu was true of the eDtiF Arnrcd Forcer. Moreover, the outomobile injurieg
were generallv_ morc. serious and requir€d lotrgEr hepiislir&tlon thsn the Eottle
qasuatlles. .lJnq oI ouote.
Ther€ is an orgaoizition you Eay hove heard of shich onalyres the cau8e6 of
auto accidentr and ia trying to find out how they can be rFev€nted. It looks into
the construction of roods, cars, end the humon bodv. It, is cslled the automotiye
crosh injury research of Cornell University. It8 director iB John O, Moor.e.
trll- Moore, whst happens to the human body rrhon involved itr &n accidertt in
a catl
Mr. Moonp. Well, the car is s package end the human is the coods in thst
psckoge.
_The package Btop€ ond ihe gooda, being unrestrsined oi unpockaged
imide of the box, continues to move forw&rd 8nd it must be rtoDDed. and it is
Btopled by wb_8t--it_hita. The thing that it hits determines whethlei oi not you
&el - mtulleo or Eurc(l.
Wri,oon. Is tber€ any one noost vuLierr,ble part of the human body in s csr
sccident?
Mr. MooBE, The bead and facisl &r€as elo the mo8t f.equently dsrnaged polis
of tbe body. - N-ert in lbe iB dsmege to or iDjury to the jowei ext.emjties', the
leg8. This il followed by the chest, tlren by the upber a,rmr, then by the abdo;1en,
ard then in the arec of the Deck. The neck is iha leasi frcquertli iniured.
- lfler,por. Now, -your orga,-nilation _aims to effect certain'chanles, -perhaps in
the constructiorl of care, perhaps iE the coDstruction of roa.dr; am I light ibout
thsi?
Mr. Moonu. Our hop€ ie that we oan produce the knowledqe that is fsctual
ond scieEtific atrd Dot in the reslE of opinion, as so much of 6ur knowledce of
t-he traftc wo.ld! aoy reets in, and mokd this ktrowledge availsble to people-who
dgrign and.build a product which we look st as sn fnfectious agent, causing o
o|flease rn lne tlo€rl-
WEr,DoN, H&ye you a,ny indiostion norr a.s to r.hether the knowledce \dll be
octed upon by tho€s in position to make chongeE in the cars snd our ro-ads?
M!. MooBE. Yes; we are very encoursled and Dleased that there arc four
chanSe€ that hsve b€en made in all autom6biles maiufectured itl America since
1956. So there are about 20 million automobiles oE the hirbwav todav ihet
hove. changes- iu them Fhiohlave been bssed on the flndingslhat we orilinally
- Drovided to the oDdnee!€ iB Detroit.
WDr,DoN. Do sll-cor€ have theee chatrces?
Mt. MooBE. All osls have et t€ast two of the chsnres. and 6ll csr own€rs
could heve bought the otber two changes, had they rish;d io purchr€e them, as
oDtlon&l - €oulDmenl.
Wrr,oon. Which src the chd.nc€6?
Mr. MooBE. Alt door locks hive been redeeiqned becsuse of tbe 6ndinr.s wo
made thst the most importaBt sinsle fsctor iD ar;accident tbai will lead to det€rmitring
the kind aDd the seriouen-ess of injury is eiectioE from the vehicle. So
all door locks have been redesigned and ofrered as etandsrd equipmeni by sll
manuf acturers since 1966.
Nert we fouod that ,10 p€rcent of 8ll the driveta who were injured in our rtudiea
ver€ inju-red by one device, which was the ste€ring wheel, Eo all steering wheelE
oD AmericaD sutomobiloB today heve had tho center hub recessed andlhe rirE

MONOR YEEICI,E SAFETT 101
brouSht cto6€r to tb€ chest a[d dEigned wlth rpokes tbat bend belore the obert
woll bcgiDr bcsiDr to beDd.
Wur.iow. wEtDoN. Theee lnaEe a,re a'Ie tho lte lwo two chang€o cnar whioh, uodor your 6ndlng3, hsve mtually
be€n ef,eatod lD sll ca!s. vou t&v?
Mr. Mooap. Yes.
Wu,DoN. And the two rhioh wbioh har have not yet b€eD put through?
Mr. MooFE. The
'he
other othe. two, two. two, whi whloh aro aro- oDtional, optiongl, but ofrer€d ofrerd by tbe -manutactur6ri.
tuf6ri. sre are tho us€ ua€ of oI verv wondbrful, wonoenul, ensrcv-ib€orbing enorgy-orxololng mst rnaranoE lieb oi on tho rtro dashbosrd
qaaoooarq
nhd and hirad€r h;.1.' rr,riD striD rn 8o rhei thai the.e these mr.6rirh-;r.n mrt;riob-c-an abeorblhe abeorb the foro€ foroe of the herd blow.
About r10 Dsrcsiti of somo buyels, buyetr of c€rtain mske5 of automobile6, have
beel buyiig this as sn optioriat-iigm, ond_it's quit€ eondedul. . . .
Ol c9um9, course. the Becond oecond dptioDal optioDal thitr8 thitrc iB i8 the use us€ of a- a seat 6eat t€lt b€lt whicb, wb unfortunstely,
hrs hid vely litlle iccepiance trom the public, but ofers the,
greatct hope
of auy koown device for redu,ing ibe chsnc€s of deeth snd itriury if you vou hrve an
accident.
wELDoN. This cominc Tuesdav. iD WashinEtotr, something will hsppeD which
could hsve a loi to do wilh wheth6r you will die by hurtling thrbugh thCiindrhield
of a oar. or by sBashinq vour braini orsiDat a d6olDost. -For thi 6rst time Conrress
wiil ooD;ider the o-u&tion of leqislstiDq sefety i-nto our oars. John O, Moore,
aiirector of this reaearcl project ol -Cornell-Univ6rsity, will be amoEg thos€ who
eill t€stifv.
Mr. M6orp. We are verv busv DreDarins Eaterial wbich will be pres€Dted before
the Suboommittee on Eeoltli o:ndtofet-y of the House IDta6tct6 ond Foreign
Commeroe CoErDitt€e, which seeLs to ind out f6r the Congrera wholher there i3
need for logill&tion to require E8trufactur€r! to inrtsll a c€rtsiD Dumb€! of these
devioos aa atondard cquiDmeni aoraa-the-bodd.
Thir ir coiDr to be qiri6 a coDtrcvorsy. as you can re.dily uDderEtetrd, becau6€ of
the cost f;cto; in!"oli'ed ond the ch&Dia ld desips thsi may bo forthcomitrS following
Fedoral legidation iu s 6eld $here there iB IIotre nort in exial4Do€.
Thele is a feeliEg that the direas€ of desih &nd iniury is of suoh ttemeDdouc
Droporiions in our Bociety-snd it is s controllable di8€ale-ihet it may b€ trece8ior;i
tor Congroee tn iDte;vene in thi8 6eld, as they have in the p8st, to Bsfeguard
the well-boinr of the Dublic,
Wor,oor, Lnd this-biu, which will be th€ subiect of congreEionsl hesrins8
stsrtinc next voet. more 6Deci6c&llv. shrt do€. it Drovide?
Mr. trIooar. W;I, it provide6 tf,;t oertain deviies which are kDown to hsve
sbititv to Drot4ot the humrn .(ain8t delth 6nd iniurv in eccident shall be inoo!poratird
ui etanderd equipmeni in alt sut mobiled m.snufactured sft6r r Ep€cifo
D€riod. '
WEr,DoN. It'E my uDdetBtandiE8 that your or8aniz&tiob vorts with the suto
Esduf sctur€rr. do€gD't it?
Mr. Moon!: Thst's quit€ rirht. Our otrsnltation s'ar iDitiat€d bv r€s€rrch
moneys from the Defon-se Dep-artmebt. Liter on we r€ceived 8r&tr16 from tho
Nationsl l!8titut€€ of Eealth 6Dd tho same year rr'e were very fortuDate to recoivo
very (eDeroua rlaDtg from the automobilo t!8nufacturera themrolves.
I- oiooee to look upon uE r3 a team ot people who are dedicated to ooDtrolliD8
oDe of America's cr6et dis€8ses. In ao woi oan anyono say thst they heve a
slmDle solution to thie very complicated problem, ond it's golng to tak€ the bert
brainr and tbe best of monlltactuiitrg l(noi-how and the be81 of salerEratr6hip sbd
eduostion to contlol it. But we a.e iurc thst if the6e resourcer are put togethor in
the rirht wav. wlthin l0 veatE we ca! sb€olutalv Dredict a r€duotion of st leost
l5,O0O- de&th:'annudly sdd probrbly the cortrol o-f mole thsn 2 millioD iniuries
anBuallv. and thot's rn &msziu ooDtlibutiou.
Wrr.irirr. The bilt ehich thl6 oon(r€ssiotral subcorDmitt€e will exsmine is
beiDr DroDo€€d bv R€Dreert6iive Konnoth A. Robert8 of Alabaros' On the eve
of ib16e h€oddqs-Conireaemoo Roberts sDote t,o wxEw.
Colrreasm![- Rorsit8. We beliove thi|t tho outomobile i6 in iDteEisto commerco
-and. ther€fore. Con(Iess hae iudsdiction id this ffsld. We believe also
that th€ F;dorsl Government is in a-b€tt€r poEition to l&y out the Suideliles ol
Ie{iclrtion trecauae we h8ve precedents of ihe Food and Drug Act, of satety
deivicee on girplanes, ou rsilroads, Bteanships, sDd oll of these thiagr are proper
Eubieot8 of Foderal loriilation,
WsLooN. Bohind t-hie conqressional hearing is & big quostloo: Will the public
b€ wiling to buy cat! whic[ emphaeizo safei]' or will advertising about &fety
sctle tho buveni awov?
More thsri iust minufactur€.8 in Detroit rre concerned with thie queation. Il
Detloit dosnrt soll its carE, everybcdy Bufre!6, trom tho moD who mal66 rt€ol, to

102 MOToB VEIIICLE SAFETT
the |rrsn r.ho sells roal €Btate. At ihis moEreDt io Detroit, Bccordinq to the same
srticl€ I quoted e€,rlier from Repoter magazine, ',Safeiy Is a. diftv Word.',
l'ut Uongressman Kenneth A. Roberts do€sn,t think it hss'to be-
-,
gogS.*iT-. Roaerrs. They. hsvp oppoFed rhis tJzpe of regula(ions and,
ther€forer I leel that the public interest, demands tha[ ti]incthins 5e done in thii
[eld t4 give le American public s sofer vehicle, a bet,te. ps,ckageln which to ride.
- wEr,DoN. I uode$hud, Congreesman, that the oppoaition -of the autu r[urrufacturers
Bo far iB bsa€d on their dnding that this emdliasis on safety devices hurts
sales. Do you thiok that, the two csn-b€ reconeiled?
- -Congr€ssman RoDEBT€. I believe that their attitud€ is not proDer because I
belleve.that sefet-v featur€s.could be built into automobilee as standard equipment
andJet not detract from the beauty, nor detrsc! from lhe style of thF c8r.
wELDoN. ljo you thiDk these hearings will try to convinc6 the ma,nufacturerB
of this Doint?
Congressman Rosenrs. I believe su,
Wrloor. And do you think that you will Bucceed?
PDgressmaD RoBEBro...l am tskinS th€ atritude thar I am going to do my pslt
aDd.that my consciencc will be clea.r. Whether rhe bill passes or not wil) difend
otr the support given it by the Ameriean public.
WELDoN. In the end, of oourse, and ceitainly for Che &ime beinc. the qucstion of
safety goe8 back to one man or woman at the wheel of one car anl othei men and
wome! ot the wheela of other cars close eaough to yours to nrake you Btop suddenly
or ti'ist y!u! tires off th€ road. Assuming;that'is, that you y6urself ire drivin'g
e9 carefully aa you can,
. By.thi8 time, SuDd.y Dight, July 5, liv(6 have been lo€t in this holidsy period
that Btarted last Thursday. Our rgporter, Rudy Ruderman, was at the sce[e when
one aocident victim was broughl, to the hodbitel.
RuDEEMAN. I am stending-here at the h6od of the emer(encv rsmp. 43d Street
entratrce of crrnd Centrsl Ho8pitsl. It's a brlght, sunny aay in Mo'nhattan, but
for the ma,n tha,t vrs6 carried in here on a stretoher j!81 5 ririnuies ago, it,s a gloomy
dey indeed. He m&y newr see thc 8url a,qain.
fe was-a passonger in & ca,r, lhe policilell me, ths,t crashed into an sbutment
on -Uaat ttiver L)rtve &round 51st Stle€t. The impaci hurled him through ihe
windehield. Ae he was brought by me on this ranip, I could see the blood still
streaming doD'n his fac€-his eyes, his head appsretrtlv cut, cut brutallv.
Witb me is driver Dona,ld Ecott. Would ybu tell us sbout this sciidenr that
wo are jusr t&lkina about?
gcorr. There were 6ve people involv€d jn thi8 acciden!-qoinc s,bout g0 miles
an hour, bounced off oDe of the stanchions and as ehe boun-ced.-she rolled over.
The whole top of the cor was ehear€d ofi from the imp*ot. Thb bodies were $o
msngled they
-sctually bu-r_st. The medical exsniner i&id there wes even gr&vel
in their heado from the sliding of the csr. They must have slid et le&st 50 fe;t.
_.lt was a^ very gory_sigh-t, one of the wolBi I ha,ve ever Been. pla,in 'l'hey stupid.
.
got
.3,000
pounds of killer in their haods---€specially liquored up, just a
little bit these holidaye--and they sle out Iilling themeelvei and others.'
_ \AELDoN. lt ia now almost 8 p.ro, this Surrdsy night of thc Julv 4 weekend,
A little more. than 20 minutes ago I told yo].l thst-rhe -oficial predictions oI death,
thoE€ territyinq accurete glimpsee of tio fulure' *em to guirantee that one of
you,. wno m[nt. hayg been li8t€ning to ae at the start of this program, would
by_tbi8 time be deed behind the wheol or slumped against a tree aiong- the road.
There wae nothing subtle about our iut€ntior i;doinc this proer"am. It was
to sc,are you-scare you into- dnishing your trip home iusi a littie riore carefully,
maybe a lrttle more slowly if the road ehead should opeD up a bit, msybe a littie
more asare.of the other cor6 on the road ohead of you, behinrt you, aloigside you
qI @mins from the ot,rer dircciion-maybe a litale fiore awdre 6f tbe" children
$ho,might be going-home in your oar and other cars on the road-msybe s little
re8a.rlxery. ro.drrve rn c&s€ you sre tir€d or a blt dlunk or mad at your wjfe or
bsdly 6unbumed,
, Chances are you williettome ssfely ionight. I hope so. But if anything you
have heard jn the last 25 miDutes sticks witbyou, it mby increaae your"chaniei of
alw&ys qettinq home eafelv.
_ Ttiis'is Mriitin Weldori. ,.News Clo6eup'' was pres€nted bv the News and
Speaial Events Depsrtment of Redio Stario; WNEW in New y"ort. -
Mt. Gonnox. Fine. And there is just one thing lwould like to add,
nol, as 8, representative of WNEW; but personafy, because oI a very
keen personal interest in highway iafetyand having done some wori(

MONOB VEEICI,E gATEfT 103
in connection with this in Mrrylend, the State of which I am a resirlent,
I would like to Bsy thll, one of the problems thet our Stst€ focos, as
many States do, id the problem of adequate money to maintain highwavbgtrol
systems. Thit is a constantheht, s,s you all know, irr every
State lecielalure. and this is a personal t[ousht, but with the Fgd€rdl
Governirent speiding hundredi of millions oJ dbllars annuolly to help
States build highwafi, perhops this subcommittee, in time, iney givi
some considerition- til - the Federal Government also contri6ulins
money to States so that they con maintain stronger highway patrol
forceg-in other words, paying a, pro rsta cost to the Ststes for their
own State Dolice svstems. helpine them overcome this economic burden
which'results-in an inadequlote lumber of highway patmlmen,
especiallv 'Mr. on the interstat'e hichwav 'Goidon. syst€m.
Rlosnnrs. Thank vou.-Mr. I would like to certainlv
commend vou and vour o-rganizrtion for your interesl, in this proble;l
of higbwa!.safety.' I hgpi your prograin hps had il,s desirid efiect
on the people who turned tn on your Pmgrsm.
Mr. Gonpor. Thenk you, sir.
Mr. Ronenrs. Thal, concludes the hearinss for today.
I misht eav tbat if vou can attend tomorr6w, vou will be intereeted
to kno; thsi we have some very interesting witnesses who will appear.
Mr. Hugh DeHaven is oie of the piloneers in this work, uid
brobablv has ddne one of the outstandine ibbs in tbe country snd has
inade manv fine contributions in the fielii irf aviation safety.
Dr. Wriiht, of Cornell University, will also appear. Mr. Dellaven
is olso fmm Cornell.
Colonel Stapp has done fine work for the Air Forco, eud is pmbably
known a.s the tasteet human being. He will be here to testify tomorrow.
And I believe also Prof. Ja^mes Ryan, of the University of
Minnesota, will olso testify tomonow.
The Chair would like to note the presence oI a former stsfr member
of the snecial subcommittee on tloffic safety, llrs. Nancy Henderson,
who did such.a fine job for us during the iime we were'privileged to
bave ner servlcea.
This wil conclude the heoriugs.for todey, and we will Btand in
recess until 10 s.m. tomorrow mornins.
(Whereupon, et 4 p.m., the subcoirmittee recessed, to recoavene
at 10 a.m.,'Thirrsday, July 9, 1959.)

MOTOR VEHICLE SAFETY
TErtaSDAr, turrY 9, 1969
Housr or RnPnrstNl.rtrvrs
Sugco utrrrn or Hplr,ru ern S,rrnrv or rsn
Oourrrrrsp oN INTEBaTATD erl Foxnrcr'r Couurncn,
Waskingtan, D.C.
The subcommittee met pursuant to r€cess, et 10 4.m., mom 1334,
New Houre Office Building, the Honorable Kenneth A. Roberts
(chairman) ' oresidins.
Preeenti hopre"eitatit e Roberts (presiding), Rogers of Florida,
Brock. Schsnek. and Devine.
Mr,'Boeqnre (presiding.l' The subcommittee will please be in
order',
The firct witness todav is Mr. Huch DeHaven, who has had a long
and continuous record in the fietd of ssfsty. And the subcommittee
iB ouite fortunete. I think, in having Mr. DeHaven before us. He was
thd founder of the Cornell automo=live crash injury research pmject.
And manv ve&rs a,go, he *dvanced the theory that we could savo
manv livds ind nm6oblv. svoid msnv injuries through b€tter sRfety
met6ods. I thi;k we aie, indoed, foitunir,te in having Mr DeHaven
with us todav.
Will you corne a,round and take the witness chsir.
STATEUEtr! OF EITOX DEEAVEIT, FOUITDER Or CAASE rtrJltBY
I,ESEABCg AI{D TOBTEB BEIEABCE ASSOCIATE (BETIBED),
I}EPABTXFTT OF Pf,TEIOLOOY, COAIVEI,I, I'NTVENSITY
IEDICA! COLIEOE, rr8w TOBK, f,,T.
Mr. DpH+vpx. Mr. Cheirman and members of t'he Subcommittee
on Health and Sofety, testimony is to be presented here today on the
question: "Can questrlon: peofli be packaged for transport in a manner aseuring
a'better degree oi protectidn againsr injury and death than is pmvided
"uen peopte De p8
a a'better bet[er degree deere" or oi Pnot€cl,lon protecti6n a,geinst injury end death than is provided
by our preEent veLiclee of raisportation?" A-lt|o.qgh the subject of
irimediite concern is passensei automobiles, I believe the purposes
of thie heaxine will bri servet if briefly I review the original work
rccomolished ?urine World Wgr II ai Cornell Universicy Medical
Collesi. under the iuepicee of the National Research Council, with
reeeaich crante from the Office of Scientific Resolrch and Developmetrt,
Before formal sponsorship of crash injurlr research by Cornell,
iuitiel investisstiori had been mode of the tolerance of human tissues
and skeletal itructuree to force aseociot€d with violent deceleration
which occuned when the human body hit structures in free-fall
accidents snd suicide iumps. These e-arlv investigations preceded
the complex and carefully dontrolled experiments of Col. John Stapp
105

106 MOTOR VEHISI,E SATETY
and lod to the massive statisticol studies now compiled by crash injury
research of Cornell Universitv.
In 1942, I prepared compilation of free-fall cases whicb aDbeored in
the Bullet'in bf T[ar Mediiine. published bv the American' Medical
Association, under the title "Mrchanical Alilysis of Survival in Falls
From Heights of Fifty to One Hundred and Fifty Feet." These
cases whicL, to the uni-nformed public, oppeared to iepresent miraculous
escapes from death. showed t'hat, the amount of force which the
human bbdv eould tolerate had been grossly underesl,imated.
Three principnl factors, other thsnlhe smount of force itself, set,
up the criteria for survival: First, the duration and magnitude of the
piak force;ser.ond, l,he disLribution of l,he force over lar{e body areas;
third, the onsei. or rat€ of change, of force. Within ih; limi6 set, bi
these conditions. ihe human body can toler&te & force of 200 times the
force of sravitv.
Undeifsvointrle conditions, this means that the human body is
capable of withstanding peak loads of as muci as 30,000 pounds
without fatal injury. On the other hsnd, it is knowr that as little as
5 pounds of force. under certain conditions. can oroduce death. Thus
it appears that irijuries, whether in free feils in irircralt or automobile
aceidents, are not lhe simple product of force alone. Injuries, il,
becomes clear, are strongl.y influenced by the manner in which the
force of an accident is applied to the bod!.
TVhen the crash injury reseorch projeit, wae foundsd in ig42 the
details of manl aircrait iccidents wrire Lnalyzed through cooperation
with the Civil'Aeronautics Boaxd. Lisht-Diane accideits. in -particular
were studies not so much fmm thi point of visw of whai caused
the accident but primarily to find what ccused the injuries. In manv
of the light-plane aceidents we studied, the aircraft, including cockpit
structu-res around the p;lot and p&ssenger were demolished while related
injuries were trivlal or moderaie.- In other accidents where tlre
aireraft was substantiall-v intact, injuriee were fatal.
Case after case demonstrated that excent in accidenk of extreme
severity, there could be no predictable asiociation between damage
to the aircraft, or accident severity. and da"mage or injury to percons
involved. Pilots were killed in accidents which left, cockpit structures
intact, others escaped inju4' in accidents which totallj' demolished
the nla,ne.
Based on findings in these aircraft studies, a. scientific paper was
read in 1944 beford the American Societv of Mechanical Eirqineersand
subsequently was published under the title, "Mechanics of Injur.v
Under Forie Co;ditio;s." This paper presented early findings of th;
proiect, and commented on engineerins imnrovements which would
initigati inlury b.v im.proved tresign $iact,ices. Thus, in 1944, wc
again documented the fact that, from a continuing analvsis of accidents
and injuries, could come fundamental contdpts iri the art of
pasaenger protectioo which later cam.e to be known as concepts for
packaging the passenger. As the .vears went by, it became increasingly
apparcnt Bhat ratea of injury, and the severity of iojuries, could
be variiit b.v engineers througir niodifieations in thi design of objects
most frequentJihit bv peooli. il accidents.
- These iighr,-lilane "ia'heial"o demonsr,rated
'had
very clearly that $rfety
to deal ivith two pmblems: First, to preient aclidents, aoil
second. where this was not Dossible. to inake'eveiv reasoneble efiort

MOTOR VTEICLE A IErY 107
to Drevsnt. or ot least to moderote, exposure to injury. In crashinirirv
reeirch. we uralYzed everv accidbnt fmm two points of Tisw:
T[e -firet involi'ed the iehicle wlien it etrikes some obioct, and the
second involved the occuDa.nts when thev struck the vehicle. 'As
some of the comDonents ivsluated in these aircraft studies closely
res€mbled structures such as steering wheels, instrument panels,
seats. doorDosts. and windshields in automobiles, odditional facts
vital'to todav'e 'heorings were established. In light planes, we observed
that cibonces of-suryival and modification of injury could be
ensineerrcd. and qood results reasonablv expected ;n eccidents ot
sofua of s0 to ?0 iiles per hour wheress ii w8,s estimatod that, approxidatelv
?0 oercent of tlie accidents in automobiles occurred at, speeds
of 50 -milee'oer hour or less. Bv 1950, the need of tockling tho injury
pmblem, to'incroase safety in lhe automobile by pmviding desigoed
- Dmtection. become a cleax n€ces8ity.
Therefoie. in 1952. crash-iniurv research io study rel&tionshipg
between iniurv &nd d€sis-n fact6rs'in autonobiles wa.s undertaken at
Cornell. Bv -this time -also, detailed aspects of the prir:ciples of
nasseneer D;ckasinc had been diecuesed, in a paper entitled, "Accident
Survivil-Airolind and Passenger Automobile," presented to the
Societv of Aritomotive Eneineers. In this paper, the basic detoils
for si;tple oackasins did -not, difier, in their essentiala, fmm the
followirL simole " pfrnciples successfully employed by pockaging
engineeri Ior ihe irrotedtion and sofety of a'll valuable objecte itr
transit:
1. A packaqe contsining valuable objects should be dasigaed so as
not to drrsh in on the contents under conditions of moderato force
nornellv encountered in transDort.
2. Tde oackaee should not 6ur'st open and spill out it8 coEtents.
3. The -contoi'ts should be firml.y snchored so as not to be dashed
ssainst "4. ths inside of the container or packege.
Ths interior oI the package shbuld 6e pmvided with shockabsorbent
meteriol st poilts whire tbe contenl,s might be damaged
bv -As etrikins as&inst the conl,ainer.
theed oincioles beean to suide ensineers in the modificstion of
aircnrft desisn. iirportait chanEes weriobserved in iniury potterns,
and the basic priniiples for impmved pnckagiug of passengers soon
became s port of tle desim specifications used by mrny aircra.ft
manufactuiers. The CAA eetebliehed tbe required strength of seat
belts to hold D&asensers securel-v in place, and sea.t anchorages were
sLrensthened.' Desiin components tithin the striking ra,ngo of occuoants-were
modified-or reloi&ted, to moderate or eliminate Btructureg
identified aa cornmon causes of iniury. Cockpits and flight i-nstruments
lvere redesis'ned or shielded to eliminate recognized hazards.
Commercial aircraTt occidents still are being investigated a.nd reconstructed
by trained teoms of crash-injury researchere whose dual
obieccivo 6 to identifv structurea which iaused injury, or grYe unusilal
pmt€ction, in order to provide reliable dste to guide engineers
in safer desisn.
Steerinc iheele molded to conform to snd support-instead of
Dunctur;the -on humsn chesl, have become common; prctruding objects
instrumenl, panels have been recessed, and instrument, panels
deeiened so tbai the panel can vield and support tho head instead
of sinashing it. In ti"ansport-tipe aircraft, the baclcests of seete

08 MOTOR VDIITCI,E BAf,'ETY
now 8,re conatructed of ductile metal, heavily padded, and are hinged
to fly forward beyoad the ranqe of the pais6nser's head and ne'ck.
The r,esult, in terms of survivalln present-day aircraft, is a, matter of
recoro,
Much of the basic knowledge. accumulated in these earlv vears ar
Cornell, has been expaoded a-nd resubstantiated bv researcli sroups
at other univereities, as well as in the Army and thi Navv. I wouid
like particularly to refer to the unusual and m*gnificent iork of mv
friend and colleague, Col. John Stapp, and others in the Air Forcd,
qn{ also_ t-o the work of my formei issociate and current succ€ssor,
Johl O. \4o_ore, and his associates et automotive crash injury research
oI uornell unlver8ltv,
I am pleased and- proud to note that the axee of resea.rch inaugurated
some 18 years,Bgo at Cornell .is being expanded ly. an ever
greeter numbsr of independent seientists and ensineers. dedicated to
tho future control of ieedle$s death and excesslve iniurv in transportation,
- through improved safety engineering.
Since seversl 6f tbeie contributbls tl cuneit progress rvill appeac
before you to speak for themselves, I shall leave it r,o them to testify
on developments during ihe yea.rs since my retirement from this fielil
of research.
Thank you.
Mr. Roianrs. We are, certainly, deliqhted to tbank vou for t,hat
wonderful statement. And, also, io thshk you for the fine contribution
that you have made thmuch the vea* in this 6eld.
If the sirfety idea you made a-vailabl6 l? vesrs a4(o had been used
all during this time, how manv lives could have bee-n saved?
Mr. DaHavrN. Mr. Chairriao, that is a reallv difficult question.
Iint of all, I do not_think we had all of the inforination 18 yeans ago
that we have now. We had clearlv defined precepts. We m"ade some
very good guessee, but aircraft irr those dais were not modified and
automobiles in tbose days would not ha,i'e been modified on the
strength of the informstidn which we had a.t thrt tirne. So I do not
believe that rve can go back to the very beginning and make an estimete.
Mr. Ronnnrs. This concept wae first published in 1942: is that
correct?
Mr. DnH.r,vpl. The initial basic concepts were published then,
that is, the conclusions drawn from those frel-fall casei were published
in 1942.
Mr. Ronnnrs. In the field of modification of cockoits. was that
- vour firet work?
Mr. DnHevaN. Yes.
Mr. Roepnrs. I have before me the DaDer that was nublished hv
you called "Mechanieal Analysis of Surviv;l of Fallg froin Heiehte ;f
50 to 150 Feet." I believe that was reprinted in 1942. And-i shall
not,try to read Lhe entire paper, but I am going to ask the permission
ot the commrttec to Dnnl, _thls rtr the record.
On page 11, you arrived at this conclusion and I quo0e:
The human body c{n toleiat4 and expend e force of 200 times the force of
gravity for brjef intcrvals during [_hich the force ects in tranBverse rela.tion to
the lons axjs of the body.
Ii is-reason&hle io a8sume that structursl provisions to reduce imDact &nd
distribute pressure can enhance survival and modify injury within rr.ide'limits in
altcr&II Rno aulolYroorle ecd(lentc.

MOrcR VEEICIJD SATETT 109
In tbe frst asntonce where you sey it con withets'nd 200 times th€
force ol savily, I would Iike to hove you comment on t'hat.
Mr, DiH,rvrN. Mr. Chrirman, dhat -aspecl, .of .
thie statement
woJd v-ou-Jant me to comment on-how the conclueion woe reached?
Mr. Rosoms. Yee.
Mi. Dettetir. The conclusion wae resched by very ca,reful eludy
and documentttion of free-fall cases in which the Yelocity of the body
could be estimBted very "ot closely 8nd withoui, question' And in whrcb
iu" "tipp-G-4.1"""" th6 trody when it itruck on obiect could,
slgo. -.-'iLJ'-""i1""o-"tle
M ;Ioilv measured.
condition for thie would be a case in which s
o""*" i"-"ua and landed flat on the $ouDd, thst, ie, falling fmm a
["ieht dt. dv, 100feot, becauee the Yeloaity of l,he body 8t thot time-
-i--tnl-ii-l'ri impai,t----could bo verv closely estiinoted -and the
ai.t".i* of-tn" dec;l€rat'ion could be very cloiely messur€d by tho
morks -T; that were l€ft in the ground,
;ilI "G;*u ihit tn" E"o,*d, normal lawns such aa we-know of '
rtro"t U" tttu toav under a c-onditioh like that, legves an imprint which
i'il;;i tnl ""*"u ae fo.ci"g a coin into- a piece of putty or clay' , .S9
thot the depth of the msrk in the ground rs tho tot8l drstance t,o wnrcn
the bodv G etopped. From tbess two known factors' tJle av€rago
decsloroiion *lt;iffi carr 6e closely estimated.
il-cases oi thii t iod thsc we were able to eotablish beyond
""" ou&tio" th&t I think hos been since reised th8t the humon body
"oitd'tot.""lr a force of 200 times the force of grovity for a brief
interval.
Mr. Rot.nts. In your work Bt Cornell mony innovations were
d""Jipea-i" ttte fiell of safety. Would you te:ll us some of thsse
iau"i 6tti"t t uo" been eccepbl and ilcorloretod in automobilee?
Mr. DtHlvpx. In autombbile deeign?
Mr. Rornnrs. Ye.
ifi. iiilt-i"r". i t€lieve thai based on the findings -of t'he orash
iniurv reseai;ctt proiect' st Cornell and through the s[udy -of a large
nrimSer of sumniobile accidents, the deeign of-the stoering whesl today
vo" e* i" most modern asr€ i8 roce€asdlsnd the rim is quit€ strong'
t" *-eof ilo older cars, the rim wos not strong and the hub was
"oGi"J ""a .i-stimes stbod above the rim of t[e wheel' So that
i"a"r t"aitio"J of force of sn sccident which are very severe, the
"1""i ii.""itrUtv wes going to be dtmcged if the body w0€ thrown
ag&inst the wheel. Thig is one morked improvemont- ol-d€$gn '
:i
lo-oot t"ti""" it has gone as far as it can go, nor do I t-hink it will
so ; f;; ii will go, atividenco accumulet;s aB to tbe efieetiveneag
of -- this desisn.
tH no-rE"... I believe from our Yisit, to l!fu. Mooro's project.in
W"* Vo"X in*t we learned study was beilg mado t4ere froT,statistice
[.i"u *t,h."Ja with tbe coopd;ltion of ia.rioue State public ssfety
er-o"-p"""d p;tUc health groirps. I would like, if you would, if you
could --1i".-il"n^tu". tell ue a little bit obout that project?
About the crash injuy resea.rch project as it is
todav?
Mi. Rosnnre. Yes.
itii. iiittirt"' It is most unlortunate Mr' Moore cannot testify
o" tnL" tii"m Uecauee I have been in retirement now snd e rether
perfedt form dl retirement for 5 yea.rs'

110 MOION VEIIICI,E SAII'ETY
_Mr. Ronnnrs. You .were the man who started it. I realize Mr.
Moore hns carried on since then. But iust t"U "" u tittt"-lit uUo"t
how that was started and how these stdtistics *"r" gatt"red for the
record. iI vou will?
Mr. Dr-HevrN_. The same procedure thst was used in the investigacron
ot lrght plane accidenk was followed or has been followed in
tbe.gathering of data for crasb injury research analysis ir automobiles.
Ihrs means thet et the accident, the State l,rodper wbo bes been
schooled and educated in this new aspect of investigation is required
to photograph the.car from the front and from the si-des and from the
b&ck.., tle ts required to give his most careful eatimate of the speed
that_ ths car was going before the driver recognized that an accident
was lmmrnent,;in other word,q, there is o difierencs between the speed
that the accrdent oc.curs at from normal shtistical point of vieri,; in
other words, I am going 60 or 80 miles an hour, whiih is wav bevond
tho law, _so Lbe trooper estimates this car was travelins g0-milis an
hour. He then iudges tho iength of the braking skid harks on the
roadwaY.
And lrom these and from his overall experience in accitlents, he
j udges that this cer hit an object or anothei cai ai SO mitesan nou..
Ln other words, the distance of sliding and braking from g0 miles re_
duced the [npect speed to 50 miles an hour.
, He then fills in_ the chart, showing rphen this car struck, that it
sRlddcd, _so lha.t the rmpact to the car was, say,2 o'clock in the for_
ward nght corner of the car and that the forbi acted on the car in
ihat direction.
These facts -govern the direction in which the occupants are sours
to.be thrown both,by t,hc diection tha,t they were traveling, b! thE
sprn ot tne car, and v&rlous otber thins8,
Ile gets the.age and the w-eight of all the persons involved.
He.get6.and complete-8 a Iorm as to where l,hey were sitting in the
car, lne drtver rn the teft Iront scat. lhe psssenger in the riElrt fronf
Eeat, aod the child,. let uB soyl or two children in* the rear. -
He then elther through msrks on the strucGure or through experi_
ence or normal commonaense or judgment makes rn estimetl of ;hat
these-people were thrown againit. "And he compietes a-iorrn which
would be too tedious to go into gre&ter detoil than this now, and turns
over
1!
to hrs superiors who, in the- meanl,ime, have been in coopera_
tron.or obtarned the cooperation of the physicians who attended the
vlctrms oI thrs s,ccrdent. And thqg p_hysicians, in turn, complere a
chart that shows the outline of the boity, rnuitine that-ih""" -u" "*treme
-damege to this part of the head- ind to tFree or four ribs on
one slde of the chest, and maybe one broken ankle, end was there any
exl,€mal evidence of internal injury. And aU of the medical data ii
pertinent to this study.
.{nd these medica,l ilarts are then combined with the a,ccident, form
and sent to Cornell Medical College, wlre1e they t"* i" iho!;,i;F;
and anal)zed and reduced to a sr6tim of pundhcard codins. a"d"iri
turn redu_ced to a punehcard. So that as ihe data hJs inc?iased in
volume. _rt has becn possible to run punchcards on thousande of
people lhrough the IBM machines to find out, where there is a
lrequ€ncy.or rep€tition of injury in certain types of accidents due to
certarn obrscts-
Does thit, Mr. Chairman, outline it?

MOTOR VEIIICI,E EAFETY 111
Mr. Rospnrs. Yss, sir. Whot are some of the conclueione thrt hove
been reeched bv e studv of tbis data with referencs to whethor or not
tbis nationel haslth Dmblem is a controllablo pmblem?
Mr. DrH.r.vrN. fhe conclusion. Mr. Chairman. I believe of oII
thoee involved in this studv and, elao. bv automobile manufasturere
and encineers who reviewed the data fro;n this 8tudy. the conclusion
ie ineec-opable that immense modific&tion in the severiiy rnd frequency
of injury, especially in moderate and low-speed occidenk, enything
less than 40 milee an hour, can be achieved thmugh rather simple
modifications and Drovisions of ssfety desicn.
Mr. Rosrnrs. i recoenize thot thire is iome difrerence of opinion
os to the conclusion thai hoe been reached ai Cornell ss to the clonce
of survival of the occupants if they remain inside the vehicle. Would
vou - elaborate on that i little bit?-
Mr. DnHevnx. I do not have the statistics on this. It csn be
provided, I believe, rather quickly. It was found that in very moderste
accidents people were being ejected from the csr and Btriking
the hsads ssainit fiie hvdrrnts o:r ti,leeranh Doles atrd curbetones or
whst not, o-r being run over by vehicles, eitier their own or other
vehicles ii lhe arei, simply bedcuse they were spilled outside of the
psckage. And in days when I wos connected with the project, I
know for s fa,ct th8t th€re was one sutomobile that happened to be
owned by a safety engineer at, Douglas Aircraft, which car, if you
just put tbe front, wheel up on the curb, the doors would pop open.
In other words. the l*tches for holdine the door in those davs were
designed solely for static conditions. -If th" ca. was exposed to any
torei:onal streis or stress of anv kind. the doors would'ooen. An-d
he felt, I romember, that this was higily dangerous to thi members
of his ismilv and niode some nerson;l irovis"ions to keeo the doors
closed in eafo of moder*te acciilents.
Mr. Rornnrs. Did thrt study lead to the adopting of the better
tJpe - -Mr. of door latch by the industry?
DnHr,vnr. Verv definitelv. I believe that the industrv would
be more tbon willing r,o admit, that the erash injury research' proj ocl,
had served them very valuably in determining the frequency and the
danger of this particuler hazard.
Mr. Ronpnri. I believe that it is fair to say thet oll segments of
the industry sl, this time are equipping their vehicles witb e type of
door lock that prevents the do6ri frori opening and spilling oui the
occuD&n[s on rmDact.
Mi. DnHevnrri. There hae been a very ma.rked impmvement' ag&in.
Aeain. I doubt thet the improvement todav is the end of t'hc nchievemint.
Looktrg forward t6 another 5 and-10 years in crash industry
research, observins in the future accidents, thot this door lock can be
irrproved, thet is;-the modern door latch can be further improved, I
havs no doubt thst the manufacturers will go along with it.
Mr. Ronnnrs. Thank you very much, Mr. DeHaven.
Anv questions?
Mr'. Bnocx. I went to compliment you on the very fine stet€ment
tbis mornins. I believe thrt you mede the statement that we could
leesen the aicident and death -toll b.y a simple modification of design.
You further stoted that we needed. probablv. further improvements
in the door locke. Would vou enlmcebn this ltatement, that you made
as to a simplo modificatioi of desigi, further t'han the changing of the
door locks?

ttz MOTOR VEIIIC'E SAFETY
Mr. DnH,lvnlr. It has been my opinion for many years, sir, that
we are putting into automobiles-a.n' inetrument pa"nel thai has the
cbsracteristics thet ore not too difrerent, so far as the head and face
are concerned, from a eteel berm or an anvil, if vou wish. In other
words, the instrument, panel in rrost c&rs todey ii not so shaped and
eo designed as to give real protection for children or for neoofe in the
right oi middle front seat. - The instrument panel is a tirrrc6t for the
bo_dy. It is, particularly, I believe, a target for the head iflhe safety
belt is worn,ind it, should have the chaiacteristicg of a metal wasti
basket, or, an,empty 5-glllon tin or r wicker cbair or sogrething simila"r-it
should h*ve s*fetv characteristics instead of'prereniitte "
haza,rd for th€ occupant. Ca.rs now are beins built almost entir:elv
for sivle aod apDear&nce.
The headrooiri is insufficient to give much protection in an acciclent.
I was in a car, a taxi yesterday, end the headioom of the oeonle in the
front seat was somethine like i inch or an inch and a half. ' Aird rea.llv.
there was no padding oi anythins under the maskine material that wis
used. In a rblloveior turnoverl they would have-been exposed, the
person - in that car, inevitablv to a great deal of iniurv.
The forward area jusl, ovei the windshield now ii e6 low that there
isn't an.y room to put anv paddins in there. I believe that other
witne*s& today will-testify-th;t thaiarea which is known as the header
Btri4, is a pTme target for people's hetds in accidents. And it, is a
fo[aIlY unsmelded 8rea.
Mr. Bnocr. Would vou recommend that seat belts be made standa,rd
equipment on all a-utomobiles?
Mr. D-nHevrr. I do not believe if thev are put in as safetv eouinment
tho,t Deopl€, tbat larqe numbere rif peoble. will use therd. 'I
think, possiblv, it would be Ihe odd person.
'DerhaDs.
as m&nv as 1 out
of 50, maybe,-perhaps only I out of i00, thii would iutomaticallv and
conscientiously use a safei.y belt because it was a ea{etv device. -
The automobile industrv eave the public a good oonortunitv to buv
and install eafety belts aird were griatlv dis-appoidtid at th"e public
reaction. The reaction is peculiar. It is notibo different thair it is
in an airplano. And I thin-k all of us will admit that we will set into
an-oirplane and we either will neglect or forget to wear our saf;ty belt
unlees- the hostess comes aloug aid aske us Io put it on.
I have a feeling, however. ibat if attacbmen! Doints were available
for seat, belts in automobiles and if through a will-designed publiciry
camDaign someone with a lot, of appuent lnorryledse. I ineanihe cba-D
witfthe white coat on and the mirror and the et€taogcooe found thai
safety belts reduced the fatisue driving by 85 percent or decreased r
womir.n's w*istline about 2 iercent, oi ne-ld mir in better position as
I was driving, then I tbink that 85 percent because of the comlort
or 95 percent because of safetv, we would seo the safetv belt turn into
very widespread use. This riould have to be done bv what, is commonlv
known as sood advertisins ond sood publid relations. It
woulii have to be ilone adroiily en-d done-well. - Bur I can percerve
that ihis is a nossibilitv.
But withoui attachilent poinl,e, this would never haDDen, because
l,o engineer an effective safetv belt, into a,n automobile i6ouires basic
struciural considerations whi,n thc car is brrilt. Anythiirg else, as
Mr. Stieslitz, who will testifv here later, said thie mornine th;t "#earing
rubbir gloves is not a good cure for a leaking fountain pen "

OTON VEEICIJD SAFETY 113
Mr. Baocx. You lurther stst€d'this mornhg that the eteering
wheel is now recesed. which ie fine. I concur iD that. But you
stat€d thot the ateering rim is made rigd-.. pguld not it bo bett€r
if ili" staering wheel afid,the support w-ould disintegrate Pt I .totsi"
amount, of inn:oact-would -e n6[ Iees€n the danger of chest iniury'?
Then we would have to vorry sbout the head ond face, but it vould
lessen the danger of head injury, would it nqt?
Mr. DaHrv"rn. WeU, I thiqk thst s good steering wheel 9oea
cut
the rate of erDoaure to head inlury-I mesn eenous head lnluryj
The rim doeE hit you in the nose and give you a -black e-ye' buc I
;;;r.--""i""1iv, hitiins the forward etiucture with the herd, the
iteeriie wheel'i'n aircraft and rutomobiles has done Bom€ romarkable
procect-inc ' end csn do Eo.
In eircicft, lye cam€ up with a steering wheel which hgs YPry parvelous
charocterietics -_fn,i for protecl,lon. It was o cast ductue alunumrm
il""t. ;- was cloirr to the chest then the p9l4 of t-h9 wheel
*[i"n- *""t i"to the control or push-pull tubes .- - And when this wheel
i'-". "t"""d W in" "[""t, it w-as qesigned tn yield under 650 pounds'
ii" tn-i-"i- *iti - at*t, tle palm begiir suppoiting t!re. ches.t on rst'her
i-*ial l*t. i"a *"'ht"d had qu"ite a few pilois bring their wheels
i"iii ti"-piii""t .mce and show'what their- cheat had done. to the
ii""i-*ifit.ii ony d.-ng" to the chest at all-snd in accidents in
which -W"hen the exposurb to injllry -fuit was high. . .. .
thie'wheel was incorr6ratnd, it was a beoutifirl wheel,
but the juncture between tho pus[-pull tube and the wheel.was not
;;il ;;-sil;;d-- And I remedber Jpecificallv one scsid€nt in which
the pilo"t'e chest wos beautifully supported by the wheel, but.the paseencer
hit the wheel in such a way es to break the wheel or tne
"h"?i-una wa" impsled on the shaft, which ag*in gets back to the
i;; tfity;" "iltioa improvie€ Eefeti. In othir words, the integral
assombly lhould have been designed fo1 qafgty inetead of iust the
cont'rol wheel put onto &ny old tyPo of +q:t.
dottine bacli to vour qu&tiott, iao not believe we heve to go-tbot
far. I tfrink, of course, iithin ell consideretion of resesrch,,we hsYe
io at iU* *,it"u"t, at ieast, perceive there is considersble degree of
moderation. And'I cannot cbncoive of e steering wheel snd control
";i"il ;; rn rutomobile which would -not, matirially incresse the
"iit "i tttu csr if it were going to hsve a hydnulic trnelii or somothing
like that. It would have to be an articulated mechanlsm. lt m-rgnt
need some tvDe of maintenance' I am not, t,oo sure t'hot this is
.""o"".* f["o* that others do. I would not doubt that somedoy
ini" *ili co-". Whetber thie ehould be an immediate considoret'ion
or not, I rsther doubt.
Mr. Bnocx. Thank vou.
Mr. Rospnls. r. Any Anv lurther lurtl qustions? 'to
i-;.;H I would life like t" to lirt take , ti-" time to place in rn the record recorc the tne pamphlet ParnPtue!
entitled "Mechanical Analyeis of Survival irr-Falls From H€igh,ts of
iiir,v Fifty lifty to t1o to One Hundred snd tr'iltv Feet" dated Julv 1942, ond slso o
Qn_e One lf"f4""d tlundred $nd rrllty r aet, oate(r .,
qap6r. pf Yl. P"$?.""n entitled "M,echanics
Fiftv Feet" dated Julv 1942, on{ slso o
itlcJ of
"Mechanics oi-ol" Uv M". D"He""n entitled of Iniurv Under Forco
"Mechanics of Injury Under Forco
boitaiU,i""." I believe thrt was for April 1944. And, with no
;biection, thev will be mcde a prrt of the iercord.
?The t-o d6cuments ere ss followB: )
4877A O_6e-e

Mechanicel Analysis of Survival in Falls
Frorn Heights of Fifty to One
Hundr"' nd Fifty Feet
t ov
rAa. " - r'
O /-'-.\(-
" 3?o-' '.,
\ -
HUGH DE HAVEN
Rcsearch Aisociate, Department of Physiology, Corncll University
Medical College
NEW YOtl(
Rclritrlcd lron Wor M cdic itc
Jttly 1942, Yol- 2, til,.586596
Co?Y cHt, I9r2, rv
ArltlcrN IltrDrc^! As3ocr^rrox
s3, Noi'x DB'lorr StrE.t
Cnrcico, ILL
Pri,tcil .rtl PtLlitt.d in th L:nir.d Stat.t ol l1rfii.

116 MOTOR VEEIC'/E SAI'EfY
Reprinted ltom ll',$ Med.ici c
July 194?, Vol- 2, t,.586-!96
Col'flighl, 1942, hr Arteli.dn M.dicol Atsociotiox
MECHANICAL ANALYSIS OF SURVIVAL IN FALLS
FROM HEIGHTS OF FIFTY TO ONE
. HUNDRED AND FIFTY FEET "
HUGH DE HAVEN
Rcacarch Associate, Dcpsrtmcrrt oI Physiology, Cornell Univcrsity
Medical Collegc
NEW YORK
During the interval o[ velocity change in aircraft and autonrobile
accidents many typical crash injuries are caused by structures and objects
which can bc altered in placement or design so as to modify the large
number of severe and constantly recurring patterns of injury in these
accidents. fn order conscientiously to approach some of the engineering
problems encountered in reduction of the potential injury hazards ot
windshield structures, seats, instrument panels, safety b€lts, etc., it rvas
necessary to have some understanding of the limits of mechanical strength
of the human body.
The objective in studying the physiologic results of rapid deceleration
in the following instances of extraordinary survival-after free fall
and impact with relatively solid structures-was to establish a working
knowledge of the force and tolerance limits of the body. On the Sasis of
these data certain engineering improvements can be considered for aircraft
and automotive design.
[.oss of pilots through injury due to the increased landing speeds
of rnilitary planes has .become nrore and more frequent; this loss and
the ever present toll by accident in the automotive field are matters of
grave national concern. Injuries in these fields are mechanical results
st€rnming from localized pressur€s induced by force and applied to the
body through the medium of structure. It is an axiom in the mechanical
srts that mddification of cause will change results, but the natur€ and
the degree of structural alteration to modify injury to human beings
efiectively depend on the reactions of the body to abrupt pressure and
-Gir."t
in ,h. nchanics o{ injury and safety dcsign dates from experienccs
in thc Royal Air Force during rhc last war- Obs.rvations mrd€ .t that tirnc,
during ittvestigation of air crasbes, gave strong indication that rrany oI thc traumatic
rcrltlts of aircraft end autornobile accidents could be avoided. Stflrctures and obiccts,
by ptrccmcnt ed dcrign, crcat.d an inevitable cxpcctance of injury in cvcn minor
accid.ttts. Occasiorally, howcver, accidcnts apparently having evcry fatal characr.!istic
trould occur without caitsing physicat injury, Dctailcd evidcnce of appar€ntly
niraculoli survivd in thc inttanccs of fret fall descriM h.rc, indicat€! th. strength
of tlt€ body under corditiotrs of cxtremc force clGcly paralleling tholc ctrcountcrcd id
many scycre autornobilc and aircratt accidents.

MOTOR IIEIIICI,E AAFETY II7
its distribution. The strength of human anatomic structure and its
tolerance of pressure increase are centrally imPortant elements in any
proposed increase of safety factors tlrrough engineering efiort.
Obviously, if the body could tolerate pressure within only narrow
limits, {ew improvcments would be worth consideration, since the {orce
and resulting pressure of a severe crash are at best formidable. Evidence'
on the other hand, that the body can tolerate the lorce of an extrefie
crash-without injury-would indicate that ( I ) extreme force within
limits can be harmless to the body; (2) structural environment is the
dominant cause o{ injury; (3) mechanical structure, at Present resPonsible
for recurring injury, can be altered to elirrinate or greatly modify
many causes and results oI nrechanical injury, and (4) the greater the
evidence of body tolerance oI lorce and pressure, the wider the possibility
for considering engineering improvements.
Evidence of the extreme limits at which the body can tolerate force
cannot be obtained in laboratory tests for obvious reasons, nor can it be
gaincd satisfactorily from most aircraft and autonrobile accidents, b€cause
the variables of speed and angle are difficult to appraise. Estimation
o{ the exact speed o{ a crash is difficult under most conditions' Also
relative movements during structural demolition generally make it impossible
to know the position of the body at the time the injuries were
sustained and x'hether the head or some other injured Part overtook
th€ structure before it came to a stoP or after it had stoPP€d. In thesc
circumstanc€s, the speed, deceleration, impact and iorce of the body and
their relation to the structure can seldom be fixed.
With the thought of overcoming many of these difficulties and in
order to observe physiologic reactions to force under morc simplc con'
ditions, a study of cases of free fall was undertakcn. In several of the
cases outlined here speed of fall, striking position, deceleration and rela'
tion of resultant injuries to structure could be determined with great pre'
cision. Other cases are included because of some specific interest or
because they'are relevant to the cases in which the evidence is clear.
The material is presented with the hope that additional instances of
forcc survival may be closely observed and recorded in order to further an
understanding of the strength of the body and the type of stru$ure,
position, etc., contributing to force survival.
It is, of course, obvious that speed, or height of fall, is not in itsell
injurious. Also a moderate change of velocity, such as occurs after a ted
story fall into a firc net or onto an awning need not rcsult in iniury, but a
high rate of change of velocity, such as occurs after a t€n story fall onto
concret€, is another matter. Between these two extrern€s lies important
evidence of physiologic force tolerance.

118 MOToB VEEICI,E SAFEfT
In using expression "free fall" a fall free of any obstruction other than
that encoufltered at its termination is implied.
The word deceleration and its derivative decelerative are used in
preference to negadve acceleration, etc,; "velocity at contact," is preferred
to "impact velocity."
The force of gravity-denoted by the synbol g-is used as a rneasure
of tbe force of a positive or a negative acceleration.
A deceleration exerting a force one hundred and fifty tinres the normal
pull of gravity on a body will increase its normal weight one hundred and
fifty times during the time this increase o{ force acts. Thus, a force
of 150 g acting on a man norrnally weighing 150 pounds t68 Kg.) would
increase his apparent weight to 22,5ffi pounds (1Q200 Kg.) during the
force interval. This increase of force--and weight-would be distributed
over, or applied to, his body as pressure in areas o{ contact
dictated by resisting structure.
The velocities reaclred in the following cases of free-fall are estimated
from the acceleration equation v - !2 *, in which the falling object is
accelerated by the force of gravity in a vacuunr---? being the velocity,
g tlre value of gravity in the acceleration (3? feet 1976 cm.] per second
p€r,second) and s the distance fallen.
Deductions in velocity nrade on account of the resistance of the air
are rather arbitrary and are estimated on the basis of weight, clothing
worn and wlrether the body was observed to be lalling head first, flat
or with a tumbling motion. The higher distances of fal! are based on an
Air Corps technical report.l
The estinrated forces of deceleration are made from an inversion of
the eq.uation {or acceleration, v! - 2 gs, in which s equals the distance
in feet through which a known velocity is decelerated. The resultant
expression of decelerative force in pounds must be divided by the force
of gravity factor.(3? feet per second per second) to give the increase
times normal gravity.
Minor contusions and lacerations have been omitted in referring to
sustained injuries unless they were of special significance.
REPORT OF EIGHT CASES
CASE l.-A woman aged 42i 5 leet 2 inches (157 cm.) tall and w€ighing l2S
pounds (57 Kg.), jurnp€d from a sixth floor and fell SS f€et (17 metersJ onto
fairly well packed earth in a garden plot, landing on the left side and back.
Deceleration ond Acceleration ol Grdrity,-Th. decelention distarce was about
4 incbis (t0 cm.) as lndicated by marks of the body in the earth. The v.locity
.t contart was 54 fe€t (U mctcrs) p€r second (37 inilcs {60 kilom.teisl pr hour),
end the averagr gravity increere, 140 g.
l. Determination oI the Rates of Desc€nt of a Falling Man and of a parachlte
Test Weight, Air Colps Technical Rcport, no. 2916, in Air CorF Inform, Circ.,
Nov. 24, 1928, vol, 7, ao- 628.

MOFoB VEHICIJE S.AIETY 1r9
I*jwies---Therc nras no evidmce of material injuries or shock. Examination
of a sample of spinal fluid showed it to be clear and colorless; th€re were no red
cells in the urinc. There was no loss of ccnsciousless or abdominal tenderness.
C omment.-The superintendert of the building reached the victim
imrlediately after she struck the ground. She raised herself on her left
elbow and renrarked: "Six stories and not hurt."
Casr 2.-A woman aged 27, 5 leet 3 inches (160 cin.) tall and weighirg 120
polrnds (54 Kg.) jurnpcd from a $venth floor window and {ell 66 fcct (20 trcters)
qrto a u,oodc.r roof, landing head 6rst with progressive contact of thc shouldcrs
and thc back.
D.c.t./diot ond A.cclerolion ol Grcaiq.-This woman broke through a roof
of l/+ inch (2 ctn.) pine boards *hich were supported on 6 by 2 iqch (15 by 5 cm.)
bcams 16 inches (41 cm.) apart and landed lightly on tlte ceiling below, Vclocity
at cotlted ivas 60 le.t (18 mct.rs) per second (40 milcs [64 kilometcrsl per hour).
The averagc gr.vity increase was unkno*n. A hole approxirn t.ly 16 by 165
inches (41 by 42 cm.) rras shear€d in the root by the lorce of thc fall, Three
of thc 6 by 2 inch beams wcre broken.
,hjlrie.r.-Thc scalp u'as lacerated (occiput), but there was no cvidence of other
h€ad injulies. Thc victim sulfered abrasions over thc dorsal portion oI the spine
and ar oblique intra-.rticular fracture of the sixth cervical vcrtcbra. Thcre was
sornc spasticity of the aMorninal muscles on the light sidc, Urinalysis yiclded
normal results. Thcrc '*as evidcnce of mitd shock,
Comment.-The fall was first known to have occurred when the
woman appeared at an attic door and asked for assistance. She sat
up in bed at the hospital later in the day. It is difficult to reconcile the
structur4l damage to the beams with the absence of greater bodity injury
in this case.
Another case in which injury occurred under similar circumstances
but in which survival was only temporary is summarized as fullows:
A dmm tcll l2l f.ct (37 metcrs), landing in a supine position oa a *'oodcn
roof aftar having furnpcd frorn a fourternth f,oo.. In this c.sc thc roof was
broken in at one poiDt to a dcpth of 8 inchcs (20 crn.), but this goirt was not
dircctly ondcr the arca of forcc. The avaraga forcc was undoutdcdly in cxcess
of 200 g. Thc victim n'alkcd away lrom thc spot whcrc he landcd. Ilis right
arm had struck ^ 12 W 2 inch (30 by 5 cm.) beam ard stopp€d abruptly; the
torlo had co$tinued in movement, uith a resultant tcaring action in tha shotider
area, Thcre wcrc othcr iojuries. Dcath was attribut.d to s€verancc of brachial
arterics, h€morrhegc and shock. The circlmslances in this ces€ arc sorncwhat
similar to thoic in cas. 2, just described, thcre beitry no evidence of loss of cor
sciouln€s! or hcad i,ljury.
CAsE 3.-A sorr:n aged 36, 5 fect 4 inchcs (163 cm.) tall and qsighing an
eltimated ll5 pounds (52 Kg.), jumped flom an eighth foor and fell 72 feet
(22 metcrs) onto a tcncq Iacc downward.
D.c.krotiotr d,r.d Ac.elctotior of GradS--Th. disancc of thc d€celcration could
ttot bc estinetcd. Vclocity at contact was 65 fcct (20 metcrs) per seood (44 miles
[70 kilomctcrc] pcr hour) with lninor Srlvity increas..
Irriuries.-Thata was no cvidence o{ matcrial injury.

ln !fiymB vEr{IcLE aaPEtY
Cottturcttt.--Tlte victim rvas seen during the fall and landed "jackknifed"
over tlre fence, which was constructed of wood and rvire. The
force was brolien down part way, and the victim tumbled to the ground.
She imnrediately picked hersell up and walked to a nearby clinic for first
aid. In this case, chief interest is centered on the patient's having struck
a 1 by 4 inch (2.5 by 10 cm.) board, "edge up," at the top of the fence
at 44 rniles per hour, without essential injury to chest or abdonrcn.
CASE 4.-A woman aged 30, 5 feet 6 inches (168 cm,) tall and weig,hing 122
pomds (55 Kg.), jumpetl from a ninth floor, falling 74 leet (23 rneters) onto an
iron bar, detal screens, a skylight o{ wired glass and a metal lath ceiling; she
lardcd face dorn*ard, pron€,
Dec.l6dlio* ottd Acccbntbt ol G/0.!itf,-Tlft decelcrative distance must be
cofigr|t€d in threc sgg65, combined aod con{used, totaling 45 inches (ll4 cm.).
The velocity at contact was 66 ie€t (20 rneters) per second (45 miles [72 kilometers]
per hour). The averaSe gravity increase $as undetermined but was mirror except
it! i pact areas.
Iajuries--This wohar had minot patt€rned contusions 1nd an H-shaped laceratiorr
on the loreheed frot the screen $ires. All oth€r injtlri€s were minor except
in thc thoracic area" where thcrc was marked tenderflesg oI the upper ribs on
th€ right side nqar thc anterior axillary line, with slight crepitus. There were
slight rigidity of thc lcft side of the abdomen, contusions of the right side of
thc chest and sevcre localized ecchymosis 6 cm. ibove thc costal margin. Roentgen
e*amination showed lractur€s of the fourth, the fi{th and the sixth ril) on the
right side. Thelc had been no loss of coflsciousness and only moderate shock.
Comuent.-The {all was witnessed, and there is little doubt that the
victim struck a heavy iron bar at the termination oI the fall, while speed
was substantially 45 miles per hour. The contact was in the thoracic
area, with the resultant injury just described. The bar was T-shaped
structural iron, 1.5 by 1.5 inches (4 by 4 cm.),6 feet 6 inches (198 cm.)
long and weighing 13.5 pounds (6 Kg.); one end oI it was embeddcd in
raasonry. The stcm of the T was up. There was a fresh, localized bend
in the bar 13 inches (33 cm.) deep. That more severe chest and other
injuries were not sustained is remarkable, especially in view of the
extraordinary demolition of structural steel and glass resulting from
ttre {orcc o{ this fall.
The woman immediately sat up, ros€ to her feet and was helped
through an adjacent window and given immediate first aid. She was
admitted to a hospital and made a rapid, uneventful recovery.
A case in which the conditions of free fall and imDact were similar
is summarized as {ollows:
A person fell 100 feet (30 rn€tcrs) onto a sc.e€r witb iroD supports over a skylight,
landing face downward aod demolishing thcse structsres. Injurieg lncluded {ractrrre
o{ thc s.yenth, the eighth aDd th€ ninth rib on the right side, a right pneumothorax
a$d subcutaneous tmphysefia; thera was modcrate shock but fio head injuries. At
thc cnd oI three we€k! th€ right lung *as expanded and the paticnt's temp€rature
was again normal ; r€covery was ulcv€ntful.

MOTOR VEEICTJE AAFETY 121
C,rsa 5.-A woman aged 2t, 5 fe€t and 7 inches (170 cm.) tall and weighing
115 pounds (52 Kg.) iurnped lrorn a ttoih story .teindon, Ialling 93 feet (28 m.ttt!)
into a garden whcrc thc carth hed bcen freshly turned and landing o.arly suD'irrc
on the rigbt side and back, with the occiput striking the so{t earth.
Dec.le"otion ond Accelcratiott ol Gfnit!.-The decelcrativc distance $as a
maximurn of 6 inches (15 cm.), according to the riarks in the catth, which vaticd
for dificrcnt perts ol the body, The vclocity at contact $ras 73 feet (22 m€ters)
per s.cond (50 miles [80 kilometers] per hour), and the minimum gravity incrcasc
ves 166 g.
/rarrrirr.-This eoman fractur€d a rib on the right sidc and the riSht wrist
Thtre was, ho$ever, no loss oI consciousness and no concussion.
Comment.-Sercral people I'ere standing nearby when this Patient
struck the ground. She talked almost imnrediately and wanted to arise
but was not permitted to do so, She entered the hospital, where she
remained {or twelye days. The earth in the flower bed wtrere she landed
had been spaded to a depth oL 6 or 7 inches (15 to 18 cm.). The earth
packed hard under the force of this fall, and the gravity increase was
estimated to have mounted to more than 20O g toward the €nd of the
decelerative movement.
CASE 6.-A man aged 42, of utascertained height and \a'cight, Iell 108 f.et
(32 meters) {rom a tcnth story windov and landed on the hood and {cnders o{
an automobile, face downward,
Decclerctiotr otd Acceletotiofl o! 6/d4rJ.-The deceleratiYc distance varied flom
6 to 12 inches (15 to 30 cm.) for dillerent parts of the bodv, and impact due io
inertia oI the structure was involvcd. With a velocity at contact of 79 f€et
(24 meters) per second (52 miles [83 kilometers] per hour) the gravity imreases
were close to l0O and 200 g vithout inertia and other consideration.
Inj|ries.-This tnan sustaited . dtpressed {rcntal tiacture o{ the skull, but thc
ilnmediate cause oI this injury was not d€termin€d, H€ had bouncad from the c'r
to the pavemcnt. Head injuries obselved in like accidents havc occurrcd es a
rcrult o[ bouncing trom a dacalcrative sttltcture to a hard surface
Contnent.-This patient surviv€d and is now in good healtb' Un{ortunately.,
the medical history of the case is not available, but at the time
of the iccident the Patient was reported to l.Eve sustained no loss of
consciousness, to have slePt well and to have had a good appetite' The
force was well distributed o(cept in the area where the fracture occurred'
A cas€ in which the conditions of falling and imPact were similar
is summarized as follows:
A man {cll lrom the top of r factorv building (134 feet [40 metcrs]), landing
1"." 66$r6ward on the hood and fenders o1 a 6a1, The force was oot r*cll dist
buted in t}tc aMominal area. The lower half of thr abdomcq (bclow the
umbilicus) ! as ltrongly supported bv thc hood oI thc car; th€ head and chcst
sruck thc f€ndcr, which was dernolished. There were no matc.ial facial injuries
aad only brief lors of consciousnels, with no other iDdicrtions of head injury
lrorn thir primary fall, The man bounccd from thc car to a hcight oJ'? or 3 fect
(60 to 90 cm,)" and was obscrved to land hcad downward on thc pavcra"rt after
a fatl of about 5l€ct (152 cm.). Thcrc {'ere {rontal scalp laccrations at thc hair

122
MoitoR. vErrrcr,E $ r'EfY
linc rclated to tiis s€condary Jall onto the head, and this, in itsclf, was considered
suftcient to caus€ tenrpdtary loss of consciousness. Preliminary roehtg€n examination
sho*ed 1'a line of decreased density ext€nding upward lrom the orbital plate
close to the coronal suturc." The upper portion oI the abdomen, i. e., between the
drorax and the umbilicus, received little or no srtpport during the deceleration of the
sp€cd of this fall, and there \{as severe shearing stress in this region, There was
no apparent intrathoracic injury. The !'atient died twenty-four hou6 alter the
accident, death bcing attributed to shock. At autopsy no rupture oI major intemal
organs was revealed.
Cesr 7.-A man aged 27, 5leet 7 inches tall and weighirg 140 pounds (64 Kg.),
jumped from the roaf of a tourteen story building, Ialling 146 teet (44 meters)
onlo the top and rcar of the deck of a coupe and landing in a semisupine position.
D.c.lelarior daal Accelerctiot ol Grtuiry.-'lhe decelerative distance l'arjed, th€
extremc depth of the dent in the car structure beilg 8 inches (20 cm.)-about 5
inches (13 cm.) where the head and shoulders slruck. The velocity at contact was
86 le.t (26 metels) per second (59 miles [94 kilometers] per hour), The gavity
incraas€ was rot estimated because of the unknown iactors oI relative movemert,
inertia of the structurc, action oI tbe car springs, etc.
Injarics.-'fhe patient sustained numerous Jractures as follows: cornpound,
comdinuted fracture of the l€ft €lbow i impact fracture oI the head and the fleck
of the left humerus; comtninuted fracture througb the spjne of lbe left sczpDJa;
compression flacture of the seventh and the eighth dorsal vertebra, and Jracture
through the base of the great€! tuberosity of lhe ischiurr. He sufrered moderate
shock but was conscious; tiere \r,/ere no chest or head injuries. During the first
week in the hospital the abdomen was distended and the patient vomjted, plobably
evidence of sorne irtctnal injury. In the second w€ek jaundice dev€loped, but
otherwise r€cov€ry was uneventful. The man return€d to rvork two months later,
when the aim rles healed.
Cowment.--The chain of injuries to elbow, shoulder, scapula and
vertebrae indicates that the left arm was subjected to great forcg probably
before the body was odrerwise well supported. It is conjectured that the
left arm struck the lower sill of the rear window before the rest of the
body struck and dented the roof structure. The suggestion of internal
injury may also be related to this abrupt, localized force, or to the
"steamer chair" position in which the general lorce of the fall was taken.
A case in which the position of the body at the moment oI impact
was similar is summarized as follows :
.A woman, who jumped from a seventeenth floor, falling 144 feet (43 meters)
in a similar "steame! chair" position, landed on a metal v€ntilator box 24 inches
(61 cm.) wide, l8 inches (46 cm.) high and l0 feet (300 cm.) long. The force
of het Jall ctushed th€ stlucture to the depth of 12 to l8 inches (30 to 46 cnr.).
Both arms and one leg extended beyond the area of the v€Dtilator, with resultant
frsctures of botb bones of both forearms, the left humerus.and extensive injuries
to the lc{t {oot. She lemembers falting and landing. There Nere no marks on
hcf hcad or loss of consciousness. She sat up and asfted to be taken 6ack to her
room. No evideme ol atrdominal or intrathoracic injury could be detertuined, and
roentgen examinaticr Jailed to reveal other fracttres. The average gravity
incrca3€ was a minimum of 80 g. and an average of 100 g,

MOTOR VDIIICI]E $AFETY 123
C,rss 8.-Iu this cas€ the history has becrr reconstructcd from a lrper by
Turn r, written in l9l9 r:
The victim of this mishao fell from the top of a clifi 320 fect (96 mcters)
high. The Iace of the clift was "perpendicular {rom top to bottom" cxcept fot
a ilight projcction half rvay tlown "which can scarcely be callcd a lcdge fot
it would be quite impossibl€ to obtairr a foothold on it." The b€ach i3 described
as "an ordinary beach with chalk boulders and a little gravel dcbris." Turner
stitcd:
"Some
French labor€rs werc at work olr the beach at the tima and
two of them noticcd a falling object agairst the \rhite of the ctifr, saw this strike
and bounce from thc ledge already described, afld hardly realizcd it was a nran
mtil he fell on thc beach about fifty yards from wherc they wcre working."
Thc occurrcnce could be classed as survival of trvo {alls of 160 feet (48 mcters)
.ach, thc assumption being that thc fall was lully checkcd about milway at thc
lcdgc, There is no certainty that the Iall was free in th€ first phasc, as thc man
rnAy have brushed against the {ace ol the clifi prio. to strikiDg the ledge.
lf otrc ass$ned th3t the {all was {ree alter the Ina$ bounced {rom th€ ledge and
if onc dcducts 50 pcr ceot Irom the speed of the 6rst 160 ioot fall, because of
rctarding action, the rcsultant sp€ed would be 4l feet (12 meters) per second
as hc pass€d the midway point, equivalent to a fall from 25 feet (8 meters) ahove.
Thc velocity on striking tbe beach can theretore be tegarded conservatively,
as equaling that of a tall from a height of 185 feet (57 meters)-4s miles (104
kilomeaers) p€r hour.
Aside from a large tearing wound of the right knee "wh€!c a flap of superficial
tissue wes torn up on the anterior, external, and posterior asp€cts o{ th€
ioint," injuries were largely confided to the scalp where there wete "about te!
\nounds. four of which cxtended down to the bone."
Thcre was iro appareFt fracture o[ the long bones or intrathoracic o!
atdominal iniury. The flap wound wa6 atttibut€d to striking against the ledge
in passing, the scalp vounds to stones on the beach. The head struck somc
objcct with sufficient inertia to cause a fissured fracture oI the skull, and the
Inlent was uncooscious for three days.
'"The
subsequent pro8ress \aas remarkably good and the only sign
of any irtra'cranial trouble was slight left iacial paralysis . with
incqqality of the pupils, the right bcing thc lerger. No lurther symptoms wele
rcticed'?trd cvcn these cloared up ia a wcek or t€n days."
Turncr, in rcmarking on the comparatively slight nature of the iniuries in
this casc, suggested: 'It
is just possible that an updraught rnight havc got in
b€neath thc heavy seryice great coat and exercised sufficient 'porachutr' actio!
to corBidrrably brtak the Iall," This, indced, may have contributcd to thc r€sult.
Thc distancc of the decel€rative action of the b€ach and thc d€Pth of th.
ihprint of thc body v€rc not not€d. As a decelerativc distancc of 9 inches
(23 ctn.) aftcr cootact with the beach $,ould limit th€ gravity increase to 191 9.,
in view of the other cases in evidence survival can more probably bc rttributed
to the decclcrative iactor,
col( l[ENT
. Seven cases o{ {ree {all are presented in which the height of the tall
was exactly known and the resultant speed conservatively estimated.
In estimating the gravitational increases great difficulties stood in the way
1:2. Turner, P.: A Fall from a Clift Three Hundred and Twenty Feet
High Without Frtal Ininries, Guy's Hosp. Gaz. 39:27-80, 1919.

t?+ MOTOR VEHICLE SATETY
oI €xactness. Even in tbe falls to earth there was variation of the
decelerative distance oI the fall for various parts of the body; the hand,
for instance, might be stopped in a distance of 2 inches, whereas the
hips or head might leave a mark 5 or 6 inches deep. In falls to structure
these conditions were also greatly confused. A head striking a fender of a
car after a long fall might leave a material dent or distortion, but where
the feet struck the fender on the other side there might be only a slight
mark.
There can be no doubt that gravity increases occurred greatly in
excess oI those estimated for the cases reported here. fn the case summarized
in the comment on case 7, in which the fall of 1,14 feet terminated
on a metal ventilator, a typical example is provided of "leld," or "give,"
in structure poorly designed for the conditions imposed on it. The
metal was light and crtrmpled easily when first subjected to force, but
as it assumed its final flattened form, extreme force was required to
crumple or flatten it further. It is probable that its resistance induced
a gravity increase greatly exceeding 200 g as it took its final form.
Since the blood weighs about twelve times the weight of an equal
volume of iron under a force of 100 g and about twenty-five times the
weight of iron under a force of 200 g, it seemed probable when this study
was undertaken thet some progressive sequence oI lesions would occur
due to hydraulic action of th€ blood under these excessive conditions. It
was thought that these lesions would in themselves serve as some evidence
of the force to which the body had been exposed. Absence of evidence
of this kind is attribut€d to the brevity of the lorce intervels involved in
th€ cases studied.
As distribution and compensation of pressure play large parts in the
defeat of injurn it is significant that a deep *a diver can withstand
comp€nsated pressures exceeding 300 pounds (136 Kg.) to the square
inch on his body without injury. The pressure, rise in the citcd cases
of v€locity change was not high, but it was abrupt and was sustained on
one side oJ the body only. Absence of greater injury in the pressure areas
or at their edges and larger indication of bursting efiect and injury by
distortion is noteworthy.
Two of the cases summarized, relat€ to pure deceleration; 2 rqrres€nt
extensive structural demolition with surviyal injuries, and 2 others
relate to striking specific objects with great desttuctive force and minor
injury.
In cases I and 5 the falls were to €arth, where the deceleration began
without great impact and the decelerative distance could be accuratelv
observed by the marks of the body,
In cases 6 and 7 the falls were onto automobiles, where the force
of the body demolished mechanical structure without excessive iniurv

!6CrISR VEEICr]E 8AI'ETI 125
to the body. These decelerations included inertia and other lactors
which made the deceleration unevcn and, in parts, extreme.
In case 2 the force of the fall demolished the roof planking and broke
three 6 by 2 inch beams, with only one skeletal fracture and little other
injury.
In case 3 a wooden lence was demolished by some anterior portion
of the drest or abdomen, with trivial injury.
In case 4 a 1.5 by 1.5 inch structural T-shaped iron bar was bent
13 inches by the anterior portion of the chest, without extensiYe traumatic
result. In this case the circumstances closely resernble those in instances
in which a pilot is thrown through an instrument pairel, bending and
breaking tubular bracing structur€, with minor lacial and thoracic
injuries.
The injudes in cases 1 through 7 can be summarized as {ollows:
l. There was no skull fracture or concussion in case 1, 2, 3, 4,
)orl,
2. Intrathoracic injury was not in evidence in any case.
3. There was no indication of material internal injury in case l, 2,
3,4,5or6.
4. Fracture ol the long bones ol the arm occurred in I case only.
5. There was no fracture of the long bones of the legs in any case.
6. Damage to the rib cage occurred in case 4, in which the localized
force was high because of the limited area of contact with the iron bar.
7. Pelvic fracture was lacking in all cases except lor the frectur€d
tub€rosity in case 7.
8. The chain of injury in casc 7 to the arm, shoulder, scaPula and
vertebrae and the causc have already been referred to.
9. One other vertebral injury occurred, in case 2, an injury of
position.
Any of the foregoing injuries can be substantially duplicated in a
S l@t (tSZ cm.) fall. In correlating the aforementioned injuries with
those incurred in many aircratt and automobile accidents the ditect relation
of force to decelerativc distance must be constantly considered. A
person who escapes in a high speed crash, {atal to many others, oives
his life to some decelerative interval and to a favorable distribution of
PressuFe.
It should be bome in mind that the decelerative distance of an airplane,
crashing at a speed of 120 miles (192 kilometers) per hour is
'seldom
limited to a distance of 4 feet (122 cm.) except in the demolished
frontal areas. If the pilot's pnsition is to the rear,4 feet of deceleration
will limit the force at this Point to an average of 121 g. The average
5O miles (80 kitomaers) per hour crash of an automobile usually involves

1% r,roroR vEIIrcr,E sarDfY
a stopping distance greater than 2 feet (60 cur.) and the passengers
could be limited to a gravity increase of approximately 44 g if they were
in contact with or otherwise related to the structure. . A slip on the
street, however, wbere the head strikes the hard pavement may induce
a gravity increase exceeding 3@ g because ol the small decelerative lactor
involved. Here the Iorce is highly localized both in time and in area, and
the results are often fatal, It is significant that crash survival without
injuries in aircraft and automobiles occurs under conditions which are
seemingly extreme. and that fatal ir.rjuries are often sustained under
noderate and controllable circumstances.
Tlre mechanical causes of injury and the engineering possibilities for
protection are beyond the scope of this paper. It is sufficient to state
that the cases reported or summarized here present physiologic evidence
of well known mechanical and physical larvs; that the primary causes
o{ injury-impact and localization of force-ar€ de{eated when distributed
in distance (time) and area (space), and that the brevity of the force
interval and compensation of pressure can yield amazing results accidentally
or when coriverted to safety purposes through engineering.
The fact that these survivals occurred whert the necessary factors were
accidentally contibuted is strong evidence of the large increase in safety
which can be provided by design.
CONCLUSIONS .
,The human body can tolerate and expend a foree of two hundred
tim€s the force of gtavity for briel intervals during which the lorce
acts in transverse relation to the long axis of the body' .
.It is reasonable to assume that structural provisions to reduce impact
and distribute pressure can enhance survival and modify injury within
wide limits in aircraft and automobile accidents.
1300 York Avenuc.
Pridt..l .ril PnbljJhel ir th. Unired Stdt;t o! A^.rid

MONON VEEICLE BAIETY t27
MECHANICS ,/ INJURY
Und,er FORCE CONDITIONS
TN l9.r .le 14 d.q r0,@ .iAL8 io u t cjnutd.
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b.l tgd-blt it !i6 .i& ro dbq

28
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d.ri!6 rc.6Fina i^iay .ri lan|nt.r. Et@hl..F
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.eb.r oI ..ciddn which !c tuly dri!.6L. Thc ornd
Ld*:pprF.tly i. rlir! .iti|xa rR E! uiot, .dontrgc
oslt, rlE i@rin6 ldLdrc @ .lF dr."rt,) aI rl| Ielt
hodt. Ilit .c nd.@i.! str, h.!d, n.rns, r Ld..i.t
ro dilit. tbc a.c. !nr! !f,. hdn.n body si lnd cedou
fore-Jor !ii.I in@!! iI lirn F.en.bL t@@-
t i..lh6r ihqribl. fd ris rni.d to &cx .h. h.t.nt
ur.ld id*l @ndiri6. hcE! bci!! oo enh;ld tnvrr/ in
.dd .rcding l@ g $d qcb. .iopp.d ft6 . Floci.y or Jo
hil6 s hour wnhin r dn!,c oI6 irdB{ithoor injury.
Yd Gll rlridti4Bd idrc .I un .wit t h.'c @cur.d.
On rh. d[a h:nd. 4..!.r an E.ul. i! | t0 d It
iilHn-loor .eid. *h* th. Eatub ot !h. hdd t.d
bodr i. not .hel.d du.ir8 r! !L!p. .Leldrion oI rnou.dinBttu!urc.
U.dd rh*..ddioonr,.m rhoutn low (l*i
&. G involv.d, rh. ihFd fdq ..n h. dc.dintly dinr.F
d, sFd.Uy it ldlir.d
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t brd obi4$. l( i. ri8nin..n(
thl. r..ddin! .r N ionrl Slt .y
(.rail $ririic,. ,o F .ctt ot lobhobiL L,rrnr in urbrn
dhri.lt i.v.l*d . .F.d of ,o E !h d lc,H.d i'0 F.d!
w.ttibuEd .o.6id.is ir *lich rlE 3F.ddidm..r4d
MOTOR VEHICLE BAFIITI
Ddd.a !!. ri@ .id di.r@ ot thir Er.rd.tio!:< d@ldri6

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e {nhia En!. ol th. htd in
.i@tr icci'l.nd, 3..is E
.oln .ln eftclv b. rroidcd.
Ai rccld t ;P.

130 MOIIR VEIIICLE SAFETY
.o.5:d!Dols!'svlF
Dr@ d l@ E.t
rdiltliln! [rdr r!ri, ro rditl. e!&i

MOTOR VEIIICI,E
gAT'EfT
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rn. .tie rhown rt rb. kar Erult.d Ltrut, b{r rlc Gq.d ot
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fwrd bc n rtrucl thc telttul odrL.t@ st.dr4idr
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tukr wG (r6.d br I'dvr tosrd [di@ od nit hody oG
t!. rri.ly LL. bt nc oI i.iay
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ro. ? coNbrN^rto! o! tr!^D lljutrB ^N! MF^L rvlrrD
Th. prin

lfOIlOR VEEICI,D SAIEIY
Mr,.Rospsrs. And, ol8o, I would like to place in the record o
DouDhlet entitled "srfety ' Features in chrysler corp. 1959 com."
(fhe docunent is os followg:)
SAFBXII FEATI'RES
IN
CHRYSI.IR CONPOEAIION 1959 CARS
Prepared by
AI'TO()TIVE 8ATBIY E}ICINEBRINC OTTTCB
B{GINBERING DIWSIO{
CIIRYSLER CONPONATION
July 1, 1959

134 MEI\OB ITEEICI,E

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MOIOB VEEICI,E $AFETT 173
Mr. Rornnrs. We appreciote very much your appearance here.
Thsnk vou. Mr. DeHaven.
Mr. Dn[i.rvplr. Thnnk you.
Mr. Rosonrs. I was n"slied by the gentleman from Ohio to give him
the privilese to Dresent the next witness.
Mr. Scn"sncx. Mr. Chairman, it is a very high privilege and
pleasure and honor to Dresent l,o this committ'ee for tcstimony agein
before us. Col. John Stipp of the Aero Medical LaboratorY of Wdght
Air Force Base. Tlrat ii iartlv in mv conqressional district. Colonel
Stapp bas been an outstindirig autf,ority during.the ye&rs in determining
Lhe amount of force a body cen absorb in v&nous wBys rn
accide-nt situations, snd I believe was the only real source of informotion
the Air tr'orce had when it, began its studi6s of placing animals and
people in space flight. Colonel Stapp received internet'ional acclaim
bv his own'te"ts wlich he made in person retber th&n to have somebbdv
else doing them, on a sled which was propelled by rocket propuliion
and came to a ver-v sudden stop. My own personal physician
iaid. when he saw the slow-motion pictures of thet, he wa.s a.ma,zed
at t6e efiect, it hod on Colonel Stapp's body. So, Mr. Chairman and
' members oi this subcommittee, it is o very great pleasure and honor to
present t'o the committee, Col. John Stapp.
STATEUEI|T OF COL. JOEI{ STAPP, AEBO UEDICAI, f,./IBOBATORY'
DAYTOI{, Of,IO
Colonel Srepr. I would like to roquest four items be placed in the
record. Mr. Chairman. No. t, "Human Tolerance to Aircraft Seat
Belt, Restraint" published in the Journal of Aviation Medicine,
Ma,rch 1958.
Next, "Humarr Tolerance to Deceleration" published in the
Americon Journal of Surger.v, April 1957.
Next, "Criteria for Ciraih Fotection in Armed Forces Ground
Vohicles" oublished in April of 1956.
And a sieech entitled -"Automotive Crash Injury Research" which
was first made in 1956.
Mr. Rosnnrs. lVithout objection, those documents referred to
wilt be included in the record.
(The documents follow:)

Human Tolerance to Aircraft Seat Belt Reetrsint
By FIxsr LrEurexeNt SronBv T. LewIs, USAF, and
Corower- Jonr P. Srerr, USAF (MC)
R.p.intcd fmm THE JOURNAL OF AVIATION MEDICINE, Volumc 29,
Parc. 187-196. Mrrb, 1958
r75

176 MOTOE VEIIICI,E SATETY
Human Tolerance to AircraJt Seat Belt Reetraint
By Frrsr Lreurelert Sroxry T. Lrwrs, USAF, and
Cororei- Jonu P. ST arr, USAF (MC)
HE problern of passenger survival
in military and civilian air
tralrsport accidents relates not
only to protection {rom crash forces
of survivable limits. It is largely determined
by the capacity of the passetrger
to recover ftom exposure to
the impact iorces so that he is sufficiently
oriented to release the lap belt
and leave the aircraft as quickly as
possible. This is especially significant
in water ditchings of land based aircraft
and when flash fires limit escape
to the 6rst few seconds after impact.l
It is possible Ior transport crashes to
occur in which the forces are suftciently
low to cause little if any direct
M^r(!, 1958
aft-facing position. For the forwardfacing
position the basic restraint system
used is the lap belt; thus the human
tolerance limit for the position
would be the human tolerance limit to
the safety b€lt restraint. For the backward
facing position the same would
hold true with the €xception that the
lap belt restraint rvould play a secondary
role in determinilg the tolerance
limit because most of the force
will be applied to the back of the sub-
injury to passengers, but their dazed
ject. Onc€ these limits are determined,
concrete recommendation can
be made as to passenger seating in aircraft
and to the minimum stress limits
around which seats should be designed.
A seat will not afford maxi-
and disodented condition rvorlld premum protection unless it is desigoed
vent rapid emergency e cuation and to withstand deceletation forces that
tbey would perish from fire iojuries. are eqlal to or greater than the forces
This consideration led to the evaluation required to reach a hufian tolerance
of the backward versus tfie forward- Iimit.
facing seated positions as methods of Sorin' has accompiished experi-
affording maximum protection to ments with dummies in standard U. S.
transport passengers in the event of Navy aircraft passenger seats in the
crashes.
forward and backward-facing posi-
The basic approach to this ptoblem tions. These tests do not give human
is to determine th€ human tolerance reactions to the applied force.
limits to the application of crash-t'?e Parameters of human tolerance to
medranical force while the sutject 1s experimental application of crash tlpe
in the seat in either the forward or mechanical force have been determined
with respect to rate of onset, magni-
Frorn the Aeio Medical Fleld l,aboratory.
Holloman Air Force Base, New Mexico
Lieoterant Lewis is now at 504 Ridce
Avanue, Carnegie, Peonsylvania.
tude, duration and direction by exposure
of volunteer subjects, to linear
deceleration on a rocket sled.r'r Prior
Pres.nted on May 6, l Z at the 28lh
antual rneeting of the Aero Medical Association.
Denver. Colon'ado.
to the tests report€d here, no experiments
had been accomplished on ex-
187

posure of human volunte€r subjects to
crash forces with lap belt only. This
type of experimentation was not feasible
with the rocket slcd due to the dan-
MOmB VEEISLE SAFETT 177
position: (l) an aircraft seat hanging
by cables forming a swing-peudulum;
(2) a 120-foot track with the sled
propelled by an ejection seat cataPult
and decelerated by water inertra
brakes; and (3) a rut$er shock cotd
catapult decelerated by friction brakes.
THE SWTNG SEAT
DescriPtiot - An L-shapcd Platform
was constructed by welding steel
strap one-half inch in thickness Eye
bolts were welded to the top and base
of the L in order to provide cable attachments
points.
Fig. L Swing seat platform showing rlg
for iircrafr seal with lap bclt J inches ru
}\,idth.
ger of inadvertently imposing extremely
high forces on the subjert in
case of mechanical failure.
To accornplish experiments on reactions
of subjects to exposure of crashtype
mechanical forces in the backward
and forward-facing positions, secured
by lap belt only, devices were needed
which could produce decelerative forces
of sho.t duration. with a rate of ons€t,
iu the range of 50 to 500 G p€r secord
aod from 5 to 25 G in magnitude.
Such devices would have to permit
controlled decelerations and yet be safe
from mechanical failures, Three deviccs
were used lor this study on hurna'r
tolerance to tap belt decelerations
w'hile seated in the forward facing
188
'Cables were secured
to the eye bolts and to a boom of
a pole anchored in concrete. The
height of th€ swing from Platfom
bottom to the boom attachment points
was 18 feet 11 inches. Various seats
can be installed with little delay on
this type o{ platform swing.
For these tests an aircraft Passenger
seat was bolted to the PlatforEl
This seat has provisions for installing
the lap belt, three inches in width, in
a manner that would duplicate actual
aircraft installation. (Fig 1)
Tbe deceleration system consists of
aircraft cabling attached to cye bolts
which are welded to the platform back
oear th€ cent€r of gravity of the
system. A single cable continu€s to
the anchor point u'hich for these tests
was the base of a crane. The lengttt
of the snub cables was adjusted to
arrest forward motion of the sQat on
reaching the vertical position, ther&y
imparting decelerative fotce to the
occupant.
Inst/urwflto,ion. - Decel era tion
forces were measurcd bY mounting
Statham strain gauge acc€lerorneters
Avtattox Mlueirt
483?6 0-69-18

178 lllOToE VEEICLE EAFEIIY
ql th€ subject's kacq lap belt and
chest, Two accelstqneters were
mounted on either side of the seat
directly below the snub cable attachment
points. All accelerqneters were
adjosted so that the plane of sensitivity
would be norrnal to the borizontal
when the subject was .bent as far
forward as possiblc over thc belt. This
was to reduce the error of measurem€nt
as the accelero.leter moved
t$rough various angles while the torso
jackknifed over the belt.
A bonded strain gauge was used to
piratioa, orthopedic examination, and
neurologic tests, The subject was
clothed in a summer flying suit. After
the examination
the subject was s€ated
measure lap belt tensions. This strain
gauSr was bonded to a metal buckle
through which the belt was looped so
tlat belt force could be measured as
of fuqctior of buclde deflection. Berkley
counters were used to measuie
time for the swing to travel the last
foot before impact. Frorn these readings
swing velocity was calculated.
T'hese were in good agr€ement n'ith
calculated values for the height of the
drop. A SGchannel consolidated oscillograph
recorded directly by means of
multiple conductor trailing cables from
the sensing devices on the swing;
Phofggraphic instrumentation consisted
of two Fastex cameras with a
speed of 3,000 fiames per second, covering
the subject beading from 90'
side view and 45' front vienn, respectively.
Test Procedures.--lfhe subjcct abstained
from eating twelve hours prior
to th€ test run, with liquids b€ing
withheld four 'hours in the swing seat, A nylon lap belt,
three inches in width, was the only restraining
device used in this series.
Acceferometers were placed and secFed
to the subject by straps. Electrocardiographic
leads were strapped
on and a recording was made immediately
prior to raising the subject to
the desired dropping height. Blood
pressur€ m€asurgnents rn'ere obtained
with the aoeroid spftlBmomanometer
prior to the experiment.
T'h€ attending eight sur-
taped in place so that readings could
be taken immediately after deceleration
(Fig.2).
gron conducted a thorough physical
€xamirati@, including electrocardic.
gram, blood pressure, puls€ rate, rcs-
After the instruments were calibrated,
the subject was raised to the dc.
sired dropping heigfit. A 6ve second
llrrtg, 1958
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180 MOTOR VEIIICT,E SAIDTT
count down rtras acconplished, Recording
equiprnent was turned on at the
count of tlree. The swing was released
and snubbed at the vertical position
thus irnparting the deceleration. Immediately
after the deceleration a blood
pressure reading and electrocandiogram
were made, The subject was
then released frorn the seat and given
a post-run physical examination for
comparison with his pre-run status,
He was then inleryiewed to determine
his subjective reactions to the deceleration,
In addition to this interview,
the subject was required to write a
complete description of sensatixrs before,
during and after the impact.
Re$4ltr.-Table I shows the decelerations
sustained by the subiects at
the various drop heights- All subjects
complained of abdorninal and epigastric
pain which started with the application
of force to the aMomen aod
persisted for an av€rag€ of thirty seconds
after the deceleration. Sorn€ in-
M^rcE, 1958
pressure and pulse rate increased
slightly as in mild exercise. This
could be attributed to excitement. Im-
mediately after there was a slight
drop. Neurovascular shock levels were
not. readled in these experiments.
DAISY TI,{.CK
Description.-This track consists of
two rails 120 feet in length atrd spaced
five feet between rail centers. These
rails are imbedded in concrete l8
inches thick. The sled is constructed
of chromium molybdenum steel \vith a
seat attached so that th€ subject rides
while Iying on his right side. A metal
piston attached to the front of the sled
enters a water filled brake positioned
at the muzzle ettl of the track rvhere
the desired deceleration is imparted-
Proptdsion is accomplished by the use
of an Ml-41 catapult.
Test Proeedures.*The subject was
given a physical examination as previor.rsly
described. After the exami-
dividual reactions to the decelerati

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MOTOR VEHICI,E SATETT 181
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182 I(OTON VEIIICIJD SAI'ETY
celerations are of particular interest
These rraried from 10 to 17 G for the
6rst five expcriments. The subjects
co*nplained of moderate transient pain
at lap belt impingwnant areas, but
lhere was no disability or impairment
tbat prev€nted an immediate retum to
duty following examination.
One subject (HHK) complained of
severe aMorninal pain ry*ich caused
his hospitalization for three days.
Physical examination revealed no serious
injury. H€at treatments r€lieved
the soreness and the subject was retuned
to duty. The injury was diagnosed
as muscle strain of the rectus
abdominus. From the deceleratron
forces developred during this experiment
it appears that this again is an
iadividual respons€ to the d€c€leratioi!.
Other subjects have sustained decelerations
of a greater magnitude (17 G)
without incident than those sustained
by HHK (13 G).
The one variable introduced during
the exlr€riments on thc Daisy track
was body position. Since the subj€ct
was lying on the riglrt side, there is a
ore G displacement of viscera from
their normal position. The primary
reason for using this device was to
extend the deceleration durations. Because
of possible adverse €ffects of
the unusual body position, the o

Oq run No. 7 thc lap belt acceleroeter
recordcd 26 G. The subject of
this test complained of severe epigastric
pain persisting for about thirty
seconds. Soreness was evident over
the tlpracic vertebrae which Persisted
for forty-eight hours. Roeotgeno'
grams revcaled no fraqtures' This decel€ratioir
was tolerable for this st6ject.
Th€ force calculated from the
weight of the subject timcs the deceleration
is 165 pounds times 26 G
cquals 4,290 por.rnds of fotce' Impingement
area on the belt was 48
square inches (16 inches in length x
3 inches io width); therelore average
impingemert pressure was 89 3 pounds
per square inch.
.
DISCUSSION
Many problerns arise when a hriman
toleraoce limit determination is attenpted
for any particular deceleration
configuration. Onc of the difficulties
which is evident in this type of research
is the selection ol criteria for
tlrc determioatior of this limit. For
the purposes of this study the criterion
selected was the point at which reversible
injury occured. This will be
the point *'here the injury sustaincd
can be correlated directly witr the de
ccleration applied to thc body thtough
the restraint systan, aod vith lhe
ability oI the pass€nger to es@pe frqn
the seat after the application of this
force.
This iolury point will vary with thc
individual reErqrses of the subi€cts to
the deceleration. Thercforc a basic
consideration neces.rary in establisbing
thc rcsearch is in thc sdcction of s|#
jects, and the availability of a sufficient
Durnber of subjects for a statis-
t9t
M(lmB VDEICI,E SAIETY 183
tically valid avcragt reqrcrse for
bealthy yullg oaLs. A! atteopt wrs
made to seler{ $$jects wbo wordd give
an approximation of a cr6s scctim of
Air Force persorurel. As can be seeo
from the tablcs, subj€cts varied in
weight from 128 to !87 poturds, i.o agc
from 19 years to 45 years, and io
height frorn 5 feet 4 hches to six feet
2 inches. Physical coaditiqr vas controlled
through@t the study by frequent
examilatiotts by the flight surgeon.
Therefore subject selectioo,
which excludes fonales, cbildren and
old people, and l{e nunber of tests
performed necessarily impos€s limits
in applying the data oo hurnan tolerance
to lap belt decelcratiolr in this
report. Further work will bc accornplished
to accunulate more data oo a
larger number and variety of subjects.
With these variatiotrs now def,ned,
we can discuss the results of this
study. Decelerative lorce exceeding
l0 G, at a rate ol onset of 30 G per
second and duration of .0@ seconds,
resulted in minimal contusions ovcr
the hip region at lap belt impingqnent
areas. This typ€ of injury is of a rninor
nature and would not incapacitatc
thc subject or prevent hb imm€diat
rccovery from the experimental crposure.
In the 13 G rangE, at 300 G 1rcr second
oqrset and duratioo of ,0@ seconds,
in addition to cootusioos, tlrcre
rrray be strain of aMqninal musclcs
witfi resultant teldernels snd sorcoess.
The degtee of this iniury will wary
with the pain thrcshold aod.physical
condition of individual s$jects. Onc
subject (HHK) vas hospitalizcd for
oboerv"atiqr followiog sudt aa o$oaurc
to dccelerativc fotcc. Othcr sS
Arratlor l&@rar

184 MUNOB VEHICI,E SAI.STY
jects required a f€w minutes to recover
from the impact of a 13 G
lorce tlrough the lap ,belt to the
must not fail and that there be adequate
clearance fo! the occupants to
bend over the b€lt without striking
ab'dornen,
any objects.
Slight injury was produced during This study has evaluated tlre
these experim€nts at the 26 G peak at tolerance to linear deceleration in the
850 C per second onset wirh i dura- forward facing position restrained by
tion of .0O2 seconds. Foll,owing this means of a Iap belt, three inches
exposure the subject conplained of in width, with standard Air Force
muscle soreness in the r€ion of the hardware. Tolerance to restraint with
thoracic vertebrae. This was caused a lap belt two inches in width will also
by flexure of the spine as the torso
was violently whiplashed over the belt.
The subject on this test did not expe-
be investigated.
rience any abdominal muscle straur.
Only one subject experienced this configuration,
$ith the highest decelelatiorr
in this series, and it could be an
individual response,
One consideration given to the eyaluation
of the results of the study is
subject deceleration experience. The
possibility exists that the toleraace
limit to a deceleration will be directly
proportional to the number of deceleration
experiences, which for some
subjects amount to as many as four.
For this reason the lowest G level at
which injury occurred for any subject
is used as the limit of tolerance. Some
subjects experienced a much higtrer
Minor injury will be produced by
the application of 10 G at 300 G per
second onset with a duration of .002
seconds when restraint is by means of
a lap 6elt three inches in width.
Abdominal muscle strain arrd
tenderness can occur at 13 G at 3O0
G per second with .0O2 second duration
when restrained by means of a
lap belt three indres in width.
Back muscle soreness can occur
following 26 G, 850 G per second onset
with a duration of .002 seconds
when restrained by a lap belt three
inches in rvidth.
deceleration level without cornparable
SUI!MARY
injury; therefore tolerance limits will
tre on the low side for the group in respect
to average group perfo.mances.
Human volunteer subjects were decelerated
while restrained by a lap belt
three inches in width while seated
In applying these results to passen- forward-faciog in three experimental
gers of air lransport aircraft seated in devices :
the forward facing position, contu- L An aircraft seat hanging by 2G
sions and abdotninal muscle soreness foot cables lorming a swing-pendulum,
following impact loads of 13 G at 300 which could be raised and dropped
G per second for .0O2 second duration, through a measured veiical com-
when all the force is distributed over ponent and arrested by a stecl cable;
the lap belt area. This necessarily im- 2. d sled, on a 120-foot track, proplies
that the seat and all cornponents pelled by an eiection seat Ml-d1 cata-
M^Rcrr, 1958
t95

pult and d€c€lerated by water inertia
braltes; and
3, A catapult accelerating a seat by
means of rubber shock cords in an 1&
foot distance and decelerating it with
mechanical friction brakes in thirtv
indres or less,
Rate of onset, rnagnitudc and duration
of force ale tabulated {or 30
human experiments. Air transport
crash protection is discussed as well as
tolerance limits to the application of
crash-type mechanical forces of the
magritude investigated by these €x-
Derirn€nts.
MOnoR YEIIICT,E SAFETY 185
REFERENCES
L Presman, G. J.: Appraisal of hazards
to human survival in airDlan€ crash
forces. National AdvisoryCommittec
for A.eronautics. Teci. Note Number
2996. 1953.
2. SoarN. A. B.: Thc rclativc cmsh Drotective
oualities and dedci€hcies of th€
MIL-S-}877 passmger seats in forward
and aft facing positions, (unpublished
report)
3. Sr PP. L P.: Human Exoosure to
Lin;aiDeceleratiorr II. ThC Forward
Facing Posiion al|d the Devclopm.d
of Crash Harrcss. AF Tech. Rcport
No' 5915, Decembe!, 1951.
4. SrApp. I. P.: Ellects of Meclranical
Force on Livins Tissue. l. Abrupt
D€celention and Windblast. J. *x'otion
Med. 26:2&, 1955.
A\'r^flotf MtDtcrNr

86
Human Tolerance to Deceleration
Lr. Cor Jonr P. Srepp, u.c,, Hollnan Att Force Base, Neu Mexico
Frc. r. EdF rds.l.d rit! dbiet duriq ! fdl stop in
bra!. dd, €ntBG v€biry 8&6 nile. D.i hod to i
salvage is concemed *ith preventing or reducing
the consequencss of accidcnts. One rspect
of th€ salvage problem considers the relntionship
between force choracteristics and their
biologic efects, a field of research which bss
been designated as biodynamics. Motion at
high spe€d involv€s e rbk of accclerative or
d€cd€rativ€ forc€. of rapid onset, great magnitude
and cornpamtivcly brief du.atiorL capable
of injurious or lethal eFects to living orsanisrns.
By rpplyirS kdown increments of mechanical
force to experimental subjects, a dynamic
str€s ansly$s can be accomplish€d to limiti of
tolerance defned by signs ol rrversiblc incapacitstiod,
or of survivable injury or up to
lethal ellect- Two maia lincs of aoolicatioa for
this research have existed to date: protection
from forces incur€d in aircraft crasLcs, and
tolerance to conditions of escape from sircraft
during in-fi ight emergeocies.
In order to accornplish precisely controlled
ItrOFOR VEETCT/E S,'rlrr
1 r military aviation tlrc loss of life, incidence €xposurs of Iivins orsanisms to predetermined
r of total dbabil ity rnd drEG loas i ustify re- configurations of mechanicgl force with reasonsearth
on the safety ead rslvage a5p€ce of able safety, the chosen instrument has evolved
accid.nt!. Safety relrts to ell factors pre- as a rccket or cat-apult-powered sled, slipper
ven ting or red ucing thc occu neoce of accidents; mounted on mils. carryins th€ subj€ct, recording
ard transmittina iostrumentation and
braking dwices, $hich c&n be sccelerated to
the rcquired velocity and then decelerated
according to plan.
The facton .rhich can be permutrted are (r)
orientation i€ntation of the body with r€sDect respect to th€
direction of linear decelerative force force, (r) rate
of application of the force, (3) nagnitude of
deceleration, and {+) dLrratjon of application.
AIRCRAFT CRASI{ FORCES
This investigation was begun in 196 by the
Aero M€dicsl bboratory of Wrisht Air Development
C-enter using { linear d€celerator,
condsting €ssardally of a rocket-prop€lled sled
which could be decelerated or stopped by
mechanical bmlee in a predet€rrnin€d manner.
Nonhrop Aircraft, lnc., of Hasthorne, C-alifornia,
desigacd, fabricared, rnaintained and
operated the device bet*en April, r9a6, and
June, r9rr. Ed$'ards Flieht T€st Center, Edwards
Air Force Base, Celifornia, was chosen
a: a base of operations beceuse of the avsilsbility
of e pr€cision built, z,om feet long,
standard gage, railroad track. The €quipment
is descriH in detail in Air Force Technical
Report No. 5993, dated February, r95o.
It consistcd esseatially of a r ,too pou nd sled
of chromium-molybdenum steel tubing and
approdmat€ly ry feet in length, straes€d to
more than roo g with a ssfety facto! of r.t aDd
dasigned to carry & seat or litter and instrument.ation.
Propulsion of the slipper mounted
sled along t-he rails was by one to four solid
fuel Jeto-type rocket motors, providing a thrust
of I,ooo pounds each for five secodds. Two
braking keels were mounted parallel len6hwise
b€ne.ath the sl€d. (FiB. r.)
734 Awna to! dI.! s-e, vo/n^t et, A'it, tttT

Thc braling action was by forty-frt! irde
pendcntly pressurizcd end ectuarcd uoits in s
p fot eree betwcen the railq each unh conrirting
of two parellcl pain of bralc shoes
5 by rr incher in arr, closed by pneumatichydrsulic
ectucted Ievem comprcssing the
!ho.s tolpthe! end clrsping the moving k€els
scsched to the slcd, wilh rn ection reselrbling
a Lnife blade being pulled through a vi:e'
Th€ rate of onset, maSnitude and duation
of dccclerctive forcc was determincd by tle
vclehy of thc rlcd, thc nuabcr and sequcnce
of bratcs used end the bralcing prtssure.
Four telemetering channels permitted re_
cording of dau from accel.rom€trrs rnd 6tnin
grge teusiomaers. High.sp€€d motion,picture
mount€d both on the 3lcd tnd
elong t-hc track in overlepping prqfle ar' thc
br*inr llee to rccord motion s.udl6 ot sl€d
and oiupant Velocity *as lccurstely determiaed
by surgEs induced in serier-connected
coils elong the trscl whcn a magnei attsched
to tJre sled passed over them, rccorded simultrdeously
with . timc cignrl from a l,ooo cycle
cr:st-sl o€cillator. Velocity was also determined
from ribbon framc carners tim.d €xposur€s rt
r:o frsm€s p€r second at the braling are{.
Table r lists the pro$an of trsts snd exp€tF
m€nts perform€d whh the dec€l€rator through
Juoc, r9Jr.
The volunteer human subi€cte included thrR
flight surgForl!, on€ pilot, twoporachutists, two
hemess makeIr a medical tcchnician, an aerial
photographer, an aeriel gunner and an ordnence
spcciolist. O[f ot the flight surgeons was also
a pilor Ages rangcd from tw€nty-five to fonyohe
y€ers, weighti from 14: to ,06 Pounds,
hcighu. from q6.J to 7: inches. Thc rangt of
body dz.s end $matolyp€s usually cdco|lntrrtd
in the An Forcc was scll repre€nted,
codrdering that only twelvc subjects wcre used
in the sev€nty-three erperimcnts. The maximum
numbcr ot clpocure3 to decelerative
forces sustsined by any one $ubi.ct rvas
twenty-sh, including thc mo6t s€vere t6t3 of
thc scries No s€d.tion or m.d;catioo of env
son wa: uscd *ith human subiects cithcr
bcforc or after t€sts,
Ergbw+ieiht crper;meng were accrm-plishcd
sith chimpanze€ subj€c8 to o(plore thc Pcr_
loroence range ofthc decelcrator, and to estaF
lbh ssfe psrerrrcters for humaa expcrimentation
vith th€ sam€ cquipment. The usc of enimalc
of the sitc end ferochy of chimpanzccs was
73t
MON)R VEEICI/E SATETT 187
justGed by the closc approrimetion to humen
oasses, dimensions and rc-actions. SubiecG
were presented o linear decdcrationr while
seated facing forw*d, sc*tld fecing bechs ard,
seated facing sidewise Iying supine fec Grst,
Iying supin€ h€ad first, and lying transversely
TsE t
EDv^c^lRForcE!^6E'q!|FsiNl^'
( 1947 @ '9tU
across the sled while frcing to th€ rerr irith the
bsck slsinst the bulkh6d.
Humian subiects werc erpoEcd in the foNffdfacing
and brckward-facinS s€tt d peiiions
onlv. C.oncurrently with thc evaluation ot
tolcrance lirnits, devclopmcnt of harness conligurations
*as accomplish.d. Optimum re'
straint confguration for the forward facing,
scatrd position wrs provcd to b€ tLe shoulder
strape, lap b€lt in 3 inch width nylon vctrbing,
with a pair of ti. downstr.ps knowo as the
"inverted V" to hold the bclt and should€r
straps down against the bottom of the seat
It was established conclwivcly thrt vcr:
hich dec?lerative forc€ csn b€ sustrin€d bl'
primate, provided therc is adcqust! Ptot€ction
from mllision *ith solid obi.cts. fi€ marimum
dcccl€rstion susbincd by a chimpsnzc€ in this
series *ar from | 74 milcs p.I hou' to a slop in
r7., fcct ;n th€ supinq head 6rgt pocition. This
could havc been survived with some tcllpolarl
disabilhy by t hurnd bcing. It is many tun€s
*hat woutd be encountscd in rny ,utomobile
collision or plane crsh shon of comPlet!
demolition of the vchiclc.
lr ord€r to evalust th€ effects of impa.rs of
high rat of onset and short duration, .apabl€
of l€thrl ef€ct!, r devic€ lnown as a monorril
dccclcrator wes developcd, The rnonorri[ d€ccler.lor
consists ot a weldcd steel cerriage,
slidinc on and surocndcd from a lubricated
horizo'ntsl rail. Prooubion ic dcrivcd from an
rircEft sert ei€ction cltspult. Vclocitics vary-

188 MOTOR VEEICI/E SAFElFY
ing from rl feet per secud to 47 fea persecond
wtre provided in these experiments by varyir.g
tht powder charge in dre catapult cartridges.
The carriage ur5 d€c€l€rated by strikins a
lead c.one ottached to a frsme welded to the
rail. Thc coeflicient of restitution of lead is
Dffihy... . ..
TDLE N
,N€wl4|co'
(!9r3 ro r9J6)
sufficiently iow to result in alrnasr cornplett
absorption of the energJ of the carri,€e, thus
mi,imizinc rebound. Variations in the d€celerstion
pattein wer€ obtain.d by using differert
Elcctronic chronographs recorded velociry at
tin€ of impact. Motion studjes were made by
ftigh spe€d cameras. Acceierometers eDd strait
gages on the seat and subiect re.orded directly
through trailing wires to an oscillogiaph dun,'g
the 3o foot displacemen! of the carriage from
catapult to impact point.
E p€rinerts were performed with anesthetized
hogs as subjects, One s€ries dete nined
the cflect of impinging the subj€ct against
simulated sections of iristument panel. simu-
Iated contml wheel sudace and control stick.
A second series cvaluated the protection afforded
by lap belt alonq Iap belr plus s&oulder
straps, snd lap belt combined with shoulder
straps and inverted V tie dor,nstraps.
Uninjured suwival of ao€sthetized hoss occurred
in sll exoeriments up to 8o r in the
barkward-facing-seattd posiion aod L r:1 g
in thc forward-facing seatcd position.
The comparative vulnerability of ciest, midriff
and abdomen to impingcment by the simulated
instrum€nt oanel section. control wheel
and stick were ditermined in lethal erperrments.
Forces t&at couJd e.$ily.be sust*ined
without iniury while the subject was resteincd
with webbing caused de.ath when the subject
w.as impinged agaiGt the solid test obiects. A
totd of fifty.two erperiments luve been per-
Iormed qtn thrlt d€vrce.
A more claborate short track impact type
decelerato{ having the s{me performance rangr
has been activated at Holloman Air Force Bas..
It consists ol a track r2o f€et Iong with two
rajls t feet spstt ot concE € p;er! 3 teet Egh.
A chrome-molybdenum steel sled is slipper
mounted between the cylindrical rails, and can
carry up to 39o pounds ot psyload at a maximum
deceler4tion of 2oo g, Marimum v€locity
is r5o feet per second. Deceleration can be
either with t-he lead cone method of the o'e
riously descrrbed monorail dece,lerator. or ;;!h
a braking piston carried by the front of the sled
entering a *arer filled cylinder by rupturins a
fr.angible stopper and displacing wattr through
orjfices jn the *a[s of the cylinder. T]re orifces
can be changed in size or mmpletely closed according
to the desired deceleration-time pattern.
A trailing cabJe p€rmit.s direct recording
of a large variety ot sensing devices. In other
resp€cts, the instrumentrtion is similar to that
used in the nronorail decelerator. To date a
total of ninety-ejAhr tesrs have been'performed
$ith this devi.e- rTable r-)
Two types of exFriments have been carned
out at Holloman Air Development Centei {ith
a penduJune-type d€c€lerator, consistjne of a
weighted seat suspended ljke a sarden swins,
so that it csn be €levat€d aud allowed to drop
against s test obicct or to swing until arrested
6y a snubbing cable. Aresthetized hogs were
used in lethal experiments to determine impaa
damsse to th€ chest and abdomen on collision
with a variety of steering wheels, snd a srries
of human erperioents were besua to determine
tolerance to deceteration in the forward
facing seated positioq restrained by a lap belt,
The latter series is still in pmg"ers ard resulrs
,
730
SUPERSONIC WIND DRAG DECELERATION
The humah body in free fall follosins sest
etection and separation lrom the seat. is an
unstsble mass ivt o". noiUj;ty displaces the
center ol gravity at random so that erratic
tumbling and spinoirg octurs, Wind ram pressure
aginst the drag area presented bv the
sesr .aod hr occupaot emerging from the artr
cllft produces abrupt liDsr decej€radon at rhe
instant of separation. The wind blast can buf€t
and flail head and exrrenities end ebruptJy
comprEss or bufet body walls. The st-atically

mcarorcd rnagnitude of the impeed wind drag
dccclcration do€s not.rprcls the individual gnd
combined efrects of its componcnt factors.
The investigation of dccele..tions lastinS ten
to twenty times as long rs crash forces, such as
would be encountered during wind drag deccleration
following exit fronr aircraft in supersonic
flight, has been acconplish€d at Hollomsn
Air Development Centcr from Ap;|, r9r3, to
the preseot. A much higtrer cspacity rocLet
sled was used, with prolong€d dcceleration
obtrircd bv usins water brikca.
Tbis de"ice coruists of a tcst sled weighiog
:.ooo poLrnds on which the subject and instruocntation
are carried, aud a propulsion
sled on which the rockets are rnounted. Both
sleds arc equipped whh 6xed roop water
brake. Water enterina the scoops on th. t€st
sled i! turn€d qo degecs through conduit! and
eiect€d to tI€ sider A !€tard;ng force of I pound
for each pound of watlr p{ssing through the
conduit is appli€d to the sled. The propulsion
sl€d slm h{.s 6xcd €cooDs but of low€r cle-aranc€,
so that brakias b€gini at a shallower depth of
wattr. The con-duh:c on this sled are r 8o degres,
throwina w.t!r forward during decet€raiion.
Two oounds of rctadinr forcc r€suh trom each
pouni of *ater passing throuah thc condufts"
The totrl brakine force is a function of the
pounds of weter fr second passing through the
conduits.
lnstlumentation for this device was ba:ically
similsr to thst us€d in th€ 2,ooo foot track de
celcrator. with the addition of Pitoi tub{s and
w;nd Dresure rac., to measure thc impinging
wind ir- prcrs'rrtr. fic high velocitia' ol>
tsin€d from as many as twelve propulsion
rocl(c6 of 4,roo
MOToR VEETCI,E S.{FETf r89
pounds' thrust and fivt scc-
ondr' duretioa orior to the scparat€ d€cele.ation
of orooulsion slcd and t€st 6led afte. rocket
burn-out, -permit prolong€d wrtcr brake d€'
celeration in the eecrion of track prcpar€d for
thb purDos€. The ltoo foot trrck hls rails
z feci aoiut between which li6 s concrEte ditch
r feet vridc aad I8 inches dctp, sloping verv
;liihdv for drrinar€. At the cnd ofthe acceleratio-n
pia:c of a run, during which the scoops
undcr the slcd qo throusl the dry dit h' a s€ction
of the track is re-ached whcre frangible
masonie damc have bc€n ins€rt€d in slots
provided in t-he walls of the concret€ ditch.
Dam hcirht is adjustld to provide watcr
deoth rco-uired for thc c-alcul.ted brsk;ng pattern.
The onlv limitation on braking dist$ce
is thc remainirg tnck lenSth. ln this 1lay,
durations of more thaa ,r second at Ioo g peak,
of more than .+ second at ,o g, and of more
than r second at z5 g plateau sre pcible
A lishtwdght, hiah vclocity roclet sl€d designed
for attsining madrnum tolerable wind
roNG rR^c( L3,r@ tEd'
No.
ram orcssures. identical in ins$um€ntation snd
brakia* with the sled describcd, but propelled
hv uo to nine roclets of r.8 seconds duration
aid i,Aoo pounds' thrust has bcen buili snd
used for wind bl.st tests at Hollomsn Air Force
Base. A maximum velocity of I,4.{6 feet Per
sccond or 9d miles per hour equivaient to
Mach r.3 !t ground level has be€n ettsined
with this dev;ce. Chimpenzee and dunny $b'
j€.ts onty have been used with it Table rlt
list3 ihe teets and exp€riments performed to
date v,hh these two sleds
RESUITS
Findine in all exoeriments whh human suL
i""t" hau. been 'c"ired in det{il in Air FoRe
Technicat Repon rgrr I9,rol and in rbc Jour
ul ol A"iotiod M.dicin. (26: 268-288, rgtr).
Human tolerance to line-ar dccclerativc force
in the forward-facing seat d poehion for eposures
of less thgn .2 secotd is primarily deter_
mined bv the rate of application of force (the
third deiiurti'c of motio'n, or rete ofchsngc ol
d€{elcration) and, serondarily. by the masni'
tude of forcc, provided that the forcc is applied
to th€ sol id qurrt€rr ot the body through webbinc
r€straints. The Doints of revenible in'
capicitati.. *e.e .eacied at 38.7 g whcn rate
of eDDlicrtion was mor€ th.n t,3Jo g per s€cord,
ind at ,o s whcn thc rate of applicrtjon
was po g pcr second or less (Fig. : )
Fro€riments with chimDanz.es indicate that
for the same orientation, iniuries bcgin rt 65 g
with 6.000 r Der sccond rate of onset, and at
more than roo g with r,roo g pcr sccond or lcss
a
3

190 MOTOR VEIIICI,E S1FDTY
a
:
A
-.-. !d c !?rtc
--- &o al.3lc
-trao a'1.ltc
F'c. ,. HuDlr tol...re
tior to: A, rat oto.si;
to lid. dFeldltion [on a6 ftFibL
B, m4aitu&; C, duntion oldcl.nti*
iNlprcir!-
foctn th.
fodaidjaina *at€d Fitio[
late of ons€t, with du ration of cxposure between per s€cond rate of onset, but with hvperflexion
(back b€n! foruard to th€ libit of m;iion) this
Lethal erprrim€nca with anesttreriad hosb dimioished to l€ss th.n r. c io one aiicraft
indicete that st rates of onser between r,ooo accident case that was
and rJ,ooo g p€r s€cond, for durgtiod€ b€tween
.o4 and .o8 second, up to I2r r c$u[d bc sustained
vith rcversibti injurieq-ranging up to
,2o g with senous to fatsl iniuri€6.
Frc. 3. Timcc affa!. on huMn b.iDs.
With r€5pect to orientrtion, the hum.n body
is elmo€t €qudly toleran! to deceleretion b the
baclwad-facing positioo, providd an even,
firm backing of energy-.bsorbing naterial
such as a hrtf inch of felt agsinst sheet stf,€l is
us€d. Expcriments did not exceed 35 g in tfir€
orientation becaus€ no higher exposure wss
requircd to provide criteria for backwardfs.ing
pass€nger seats. The human bodv structure
hoving the lowest failins timit-is tn€
vertlbrd colurnn when force is applied along
its length, particularlv from buttocis to head rn
thc seatad position. With optimurn atinment,
up ro 3, I .an b€ toldated at leas than 5oo g
-
7?d
'initrurnenred
*ith
accelercmetlF. The ditterence is due to dimrnishing
contiguous impiqin8 3urfaces 6etween
venebrae in the lumbar spine.
In hogs with ver@bral column in optimal
alignm€nt, mo.E th&n 7, I at higher than
l,ooo g per second rate of onset wss reqaircd to
produc yert.blal fracturc:. Chimpanzees have
been sim ilerly cxposed to 6f s without fracrures.
In chimpanz.€, imp{ct loads against harn€ss
of more tJran 7, pounds per square inch atta ined
in legs tlan fifteeb millisccond! crn oroduce
fatal.damsg€ to the lu ng+,consisting ofhemorrnrgra
eress or nptutcd &r sa6.
Prolonged decelcrations, io which durations
range from .: to .3 s€cond, demonstrate that
hldroetatic prcssure e$eaB due to displac.€ment
of bodv fluids, havc a latent period of
.: sccond before they are appr€ciabte-and that
rhey ar€ defmitely evideor at .4 ro .6 second
ol expo6ur€ to as Iow es ro g at 4oo g per second
rute of eFplication. The r.nge of the durrtion
v€rsus g s!'ectum of the decelerator overlaps
that of the human centrituce for er-Dosures of
more thaa two seconds. (Fig-. 3.)
Tfie hieh pe.formanre Hollonan deceleraror
has deoonstrated that nsn can tolerat€ r,ro7
pounds p€r square foor ofwind blast in a total
time of less than 6.a seconds, provided it is
excluded lroo the h€ad, and that he*d and
extr€mities sre prot€cted lrom flailinc. Chimpanzees
have tole.ated up ro r.8oo Doudds Dq
square foot while similariy expoced, With birre
head frce to flail, a chimoonzee subiect died of

sin injuri., sft r €rpcure to t,:oo pounds per
squrre fmt o{ wind blast in a rled ride.
Crash experirnents with .urplus Air Fotrc
and Navy aircra{t conducted by Eiband,
Bl.c&" P!€ston, Pinkel snd oth€r \r.orler at
the National Advisory C.mmittee fo. A€roneutica'
kwi! Propulsion l,aboratorieq by
propelling instrumentd aircraft occupied by
dumnies into a runway barrier, confirm the
magitudc, duration, rat of application of
dccclerations and thc force mcasurements scconplishcd
on th€ rock€t sl€d exposure of
human, chimpanzee ard dummy-type *periments.
The high human tolerance to abrupt
deceleration confrms the obc€lvations of
DcHl cn and Dubois on acidental high falls
and survivals of high impect aircreft accidents.
Thc frrct obc€rvrtion of the elfects of supersonic
wind drag deceleration during ejection
seat escape confirmr the range of fo.ce employed
in thc high p€r$onn.nce rockct sl€d tests
performed rt Holloman Air Force Base t5l.
The first experimcntal measurements of ih€sc
wind drag de.alsatbn forc€s under conditions
of flight were obtaiacd in a serieg of four downward
cjections ofchirnpanzec aubiects in strnd-
Nrd eiaction sests ftom an air dropped nissile
occelerated dounwerd to Mach r-{ at.ro,ooo
f.ct at the point of ejcction. Anallsis of the
lirst two of t-hcsc erpeiments is complet aud
is reportcd by t.hc CooL Electric Company.
Bec-aurc of rnechanicel fsilure! in th€ recovc.y
srrtrm, frer fall of seat and occrrpant to rhi
ground produced darnase which ovcrshadowcd
any cvidencc of injury during c.cap€ erc€pt
in th€ third of th.s. t6ts, not yct reported, in
which thc seet fail.d in a manner that c-aused
strangulation of the an6th"rized subj.ct 6y d
chin rtrap of the cloth muzzle, and no other
lahrl iniury, This subj€ct was parachuted
down following the cstim&td opening shock of
3, I, The first two t€sts were instrumentcd to
show vital signe of heart best rnd rtspiretion
persisting after cjcction and beforc descent.
Figur€ 2 shows threc curvcs r€g.ctivcly
indicating maxima for e!.h of th€ thrcc frctors
other than direction of torcc, which w,s trane
versc to the seated sr:bject from front to back.
Accurst€ p.€sentation of experimental lindingg
requir6 ail thr€e cu rr. In t5€ transv€rs€ aris,
any com6ination of rrte of onseq masnitud€
and duration con be tol€rated which do€ not
cxcccd the experimentally €st$lilhed boundaries
presented by th6. threc curvcs. [n the
M{|/K)R VEEICI,E ST'DTY 191
739
vcrticd ixis, tn€ fimits of tolererrl vary witJr
th. {liarmEnt and pocition of the vcrtrbral
coluron. With thc columd id th€ €r€ct poshion
rad marirnum arca at appcition ihpinging
betwccn vertebrac, forcer excceding 3o g at
5oo g per second have been suet incd witlout
rnjury.
lf the body is bowed forxerd to the limit of
curving the spine, wcdg€ fracturs hav€ bcen
produced by 9 to 14 8 st l.!s than Joo 8 pcr
second in the first and s.coad lumbar vertebrac.
They were tiltrd forward until only tJrc front
rims of the verebrel bodics carricd thc concentratcd
loading.
Hydraulic forc6 can rbe to the point of failure
in blood vess€ls if a latent p€riod of.2 s€cond
requir€d to overcom€ clasticity of ti&su€s
and viccosity of body fluids is erceded.
Anolhcr latent p€;od of 2 to .; seconds or
more b required ldr scccl*aJions in th€ long
aris trom head to foot to ofs€t th. pu|nping
force of the heart end deprivc tJre brain of
orygcn long enough to afect vision and
Tumbling in the heed over heels dircction
has b€cn inv.stiSated to Iimitr of humen tolersnce
rnd lethel effect on .nirrek by W.fue dnd
associates in a report published in Tlc Journol
ol Aoiatin Medicine (.J: ,, r9J4), Subi€cts
werc spun on a tulnable whiie lying on oae
side. Witfi the heart at the axis of rotgtion,
human beings Iost couciousners in twelve seconds
at 160 rcvolutions p€r minut€, snd .6ults
were fatal for anesthctized animalc at zoo rcve
lutione per rninute for t*o ninutcs, Sperry,
Nicbea gnd associrtc! in fr.c frll bril out
erpcrincnts, whh thc highcat rt 4J,.2oo f€et,
found disorkntation, vertiso, nrus€g and loss
of consciousness among the cffccts cncountercd.
The lcre dense atmo6pher€ at tie greater
heights permitt€d fistcr tumbling. In th. sam€
erperiments, thc impingcment of *ind bla.st
{t ram pressur€s higher lhsn 65o pounds per
square foot at the in$anr of €i€ction caused
flr.iling of the inad€quatcly sccurcd arms of the
subj€cls, overridins all mugculer eforts to re-
6ist, In two cases, fracturcs and dbloc.tions
rcsultcd at l€ss thaD too knot3 end 3qooo f€et.
With resp€ct to transvc.s€ decclcrative
force., accilent drta on human beinss comprr€d
with cxperimcnts on bot}l hogs and
chimpanzees indicat€ that structurd fa;lure
pointr on the chest and abdomen impinged
against a solid hard surfecc l]. practhelh

tgz MOTOR VEIIICITE SAFXTY
identicd. Aort s can b€ ruptured by a 2,ooo
foot pound impingement ofa hog's chcst against
a corventionsl ste€ring wheel, Transverse deceleration
against a webbing harness that dis
tribut€. th€ Ioad on the four quarters of the
body indicates very Iinlc variation in tolerance
probably less tJran ro per cent. It tould be a
conscrvative estimate to say that human survival
of ser;ous injury besins at two and onehalf
times the transversc reversible incapacitation
point for eitl,er forward or backwad
decelcration. The rate of onset is r potent
factor in determidns tolerance limit for transverse
deceleration. At 6,000 g per sec$nd and
70 g p€ak in a .r3 of a second duration ore
chirnpanzee sustained l,rns iniuries similar to
thoce found in erplcion blast. The calculated
rate o[ onset and maximum force of impingement
against th€ harness vas fi{ieen 'nilliseconds
to reach zl pounds per square inch.
With rat6 of onset of Iess than r,ooo g per
s€cond up to r5o g peals have been sustained
whhout iniury by chimpaozees. In the longitudinal
axis, the venebral column ot the chimpanz€€
is at le$t twice as stiong as thst of a
human being because ofhs lack oflumber and
cervical curva and rigidly supported architecture.
The next most vulneruble structure is the
centrul nervous syst€m which rescts with
reversible physiologic relpons€€ jn man, besinninS
at 30 g, r,ooo g per second rate of onset
with vasornotor shock and reiinal spasms rsngjng
to co.cussion signs end retinal hemonhage
at more than 4, g. Th€ ratr of onset ag8itr Is
the cootrolling frctor from to g up of magnitude.
Wirh forces prolonged b€yond .6 s€tand,
Purcher's syndrome of the eyes was obeerved
in both chimoanzees sod humans. R€D€ated
expoourrs in both hurnans end chimpanzees
do not prcduc€ obs€rvabl€ accrmuleiive effects,
It con bc concluded from all of the foregoing
that the structural stren6h of the human body,
its en€rgr abso$ing characteristics q ith respect
to br;e[ applications of high dynamic loads. ils
tolerance to abrupt wind blast of nearly explosive
violence facilitate salvaging the victims of
high sp€ed transportstion accidents. The application
of this knowledge can Iead to a great
saving of lives and prewention of disabilities.
REFERENCES
r. OeNzrfl, E. C. A d

oToB vEErcrJE SAIETY 193
rEADO taa.ht.al not l
C TERTa roB CBA8{ PaorEcrroN ur Aaupo FoBcEg GaouND VBEtcr,EE
John P. Stapp, Lieut€nant Colonel, USAF (MC), and Sidney T. Lewi6, Fir€t
Lieut€neDi.- USAF. April 1956. Aoro Medical Field Loboiotory. Hoilomgn
Air DoveloDEent Centir. Hotloman Air Force Bas€. N. Mex.
NOAICD
When Covernmenl, dra*ings, epecifcationq or other data are uB€d
for anv DurDoae other thaD in c6nnection w'ith I defnit€lv r€lsted
Goverirdeni procurement oper&tion, the U,S. Covernmen[ ther€by
incure no reedonsibilitv nor bnv oblication whatsoeve!: and the fsol
that tho Govalnmont iloy hovi formilated, furoiahed, 6r in any way
supplied the said draFing8, speoifications, or othe. dsts, is tlot to be
regarded by implicstion or otherwise a6 ia any msaner lioensiog the
holder or any other peraon or corpor&tion, or cotrveying sny rights or
pelmiEsion to menul8ctur€, ude, or sell any pat€Dt€d inveDtion that
ma,y in aDy way be relatad thereto.
EDVIDW
Msnuscript copy.of this note has been rsviewed snd opproved for publicetion.
Ilor lne comlnanoef:
OTTO R. H,TN!Y,
Colotcl, USAF,
DCSlOporatiow.
1. PTIBIOAD
Ao evaluation of the Droblem of crash DrotectioD for cround vehicle occuDantg
involved in accidetrts is-presented. Modifiostion of ground vehiclor in ordor to
improve thei! crash pro'tection charaateristics is rec-ommended, Sp€cificationE
for lap belts rud lsp belt inst&llatioB are deacribed atrd the us€ of the6e belts on
a triai basie with tlie Office of Grouod gsfety ss the monitorinc asencv is reoommelded,
This repo.t will as8iat in solvioS-the problem of le-du;ing-iojuries to
occulraats of v€bioles involved id acoidents.
2. FACAUA!, DAIA
2.1 The primsry factors to consider io protacting vehicle occulraDts froB
crs8h forces sre the limits of human toloraDce to these forces. Tbe Darameter8
of huuun tolerance to exoerimenial aDDlicstiotr of crash tr'D€ mecbinical force
have be€n determined wiih respect to iate of ons€t, msgnilude, duratiou, and
direction.l t The oroblem then'remsins to deiermine thtforcos sncouotorod in
autoruobile cotlisio-ns and methods for attenuatiDg these forces so that they will
be within the huma! toleBnce limits.
2,2 The forces generst€d i! automobile oollisions r.ill be depeudent upoD a
Dumber of factor8 such as:
2,2.1 gDeed et imDoct.
2.2,2 linpcl ar(a, $hether rear eDd, hesd on, broadside, or roll over.
2,2.3 Tyfo of vehicle or vehicles itrvolved in the collision,
2.2.4 Obioct ibpaot€d.
geverv oDd Mathewion I have iDvesticated forces encoutrtered in teer eDd
collision; of automobilee ond in collisiona oif automobiles wiih frxed obieots. For
the impoot ootrditions inv€stigated, they give deceleratioD pa.tt€rns, frame deformation.
and automobile irioa,ct' aaalvs€-s. Thi6 work inAicstrcs whst force6
will have io be att€nuat€d itr oFder to reduce iujuries to vehicls occupsDts,
2.3 There are many accideni confgurations which csD csuse 8€rious itriury
io occupsnta of the vehicles inyolved, The moat Bedoua accideDt confgurotiola
for U.8: Ah Force motor vehicles by order of precedence are:
2.3,1 Vehicles impscting I fxed object.
2.3.2 RoU over of vehicles.
2.3,3 VohicleB involved in head on-colli8iona,
| 8i.DD. Joh P.: "Etects ot Meclarlcal F6cs m LlrIli Tls€6." L rlvn, Med. AurEi 1056,
t Srspp;John P,r "Ilumlo Elpcur€3 io Lb€o. D.c6lertlon," Pi. u. "Tho Forr.d rsohg P6tdor
gnd tho DgveloDmenl ol a Crr.h HsrD€es." D@Ebac 196r.
| 8€eo-r, D€!.lrra M., und Msrbewloir, Joba Il.: ,,T€cbdedl rhdilrr From Autoaobllo Imp.ct
AEdft." (urFbllb€d r.oort).
48778 O_50-t{

194 MOK}R VEEICI,E SAFEFT
In vehicles involved in head on collisions, th€ ratio of ddvers killed io tho8e
receiviog iemporsry iDjuries iB I to 4, whereas the rstio ot passengers killed to
tho€€ receiving temporary injuries is 1 to 17.. This iDdicates e muoh higher force
coDceltration on dlivers ihao on pss8enger6. By installing protective devices
ia vehicles, the occup!,nts cen be protect€d agsiDsi the folces snd the degree of
s€verity of injuries csn be reduc€d.
2.4 Studies have beon conducted to correlBte paesesger injury to impact
troas within ihe car ard to accident, cotrfrEuration.. From theBe studie€ it is
apparent that some types of protective de-vices are neceasary to decroase.the
iaiurv-oroducinc chsraot€rigticB of vehicles. One of the DrinciDal eutomobile
mirnrifd,cturere 6ar alreody iBcoryrcrated padded dashboards, aeit belts, s*fety
door lstcheB, ond energy atNorbirg steering wheelg as devices for reducing injuries
to pass€ngels in sccideDt situatioDs. These studies &Dd the subs€quent incorporition
6f safety d€vic€s can be indicstioDa io ways of inor€s8ina ihe crash
protective charsotoristics of Armed lorces ground vehiclee.
8, (IBOUND
3.1 It hBs been ghown that iu impoct Bitu&tions, ejection from the vehiole
doubles tbe risk of iniury.t One method of preventiog these eiections is to
gtrcncthen door latcheB Eo th&t thev will not, oDen under imDsct conditions.
Grou-nd vehicles should be equipped'with aafety -door latches eb as to preveni
ejectioB of occuponts iD accident situotions.
3.2 Msny injuries to occupents are caused by the occupaot being thrown
a5sinst various obiocti within the vehicle. Interiors of vehicles should be
delethelized to incrcaae lheir crash protective ch&racteristics.
3.3 Ooen-too vehicles should have retrofftted rollover structureg to Drolec!
occupanti in rolover-tyoe accidetrie. The€e stmotures Bhould be retroffited so
as t6 be eesilv removed in irEtaocea where the gtructures would interfere with
the combai oberstion of the vehicl€. This device would have to BuDDort the
weight of the -vehicle in the overturtred poEitioD with sn eddition&l safiiy factor
incorporated to withstatrd ih€ forcea if the vebicle overturn8 at srleeds up to ,!0
miles oer hour. Sucb a deyice i6 bein{ de€icned and constructed bv Prdf. ,I. J.
Ryan'at the Universil,y of Minnegord undir Air Force contrsct 29(600)-831
wf,ich js monitored by t6e Aero Medioal Field Laboratory, Holloman Air Deielopment
Ccrli,er.
3.4 Bumper€ should be used th&t will adequaiely atienuate ihe crash forceB
so that the force transmitted to the occupant comDs,rtment will be within the
human ioler&nce lirqits, UDder Air Force oontrsct i9(600)-831, Professor Ryen
ia designing a hydraulic *nd spring mounted bumpe! that {'ill meet the above
Epeoifc&tjon. Theee bump€rg *ill be retroffttied Bo that minimum of time and
Ii:ad€rial will be necesaarvio afford their immediaie ingta,ll&tion afier the device
h{a been tested,
3.5 Dials s,nd ha,Bd controlg should be err&nced for maximum efficiencv of
op€ratjon so that motor-vehicle operators would trdt have to divert their stteniion
from the control of the vehicle to cheok thei. instrumenis. This araosement
should be such thsi th€ iojury-pmducing potentiality of the insirumenttFoutd
be reduced in instances of an accident,
3.8 Trooks and locks on movable seatB should be streBs€d for a minimum force
ot 5,000 Dounds. ThiB. 'ill reduce the Do8sibilitr ol Beats teanDs looBe from their
anchorele and adding to tbe impact wiight of the occupant. fhis strengthened
instsllation will serve-as better fbundstio-D for seal, belts-.
3.7 Steering lvheele ehould be collapsible or prcsenting broad fat surfaces
pafallel to thtthorsx. This would help to redrrce injuri;s to driver€ rfho ore
secured by lap belts 8nd are impinged on the steering wheel in &ccidents. ThF
enGrgy-sbeorbing
.w_.heel _produces
less injury ibaa the st&nderd wheel under
loenircal !e8! oonoluons.,
-,
ug,tr *d ?"it"tu uotor YebLt€ orourd A(rld€nD Erperienco, Ddve! and passetrcs! ora€h rnJury
Atrilysls, Js$usty Tlrough Jun€ 1956." (Pr€pir€d by R€pork. AD8lyrers and Suvey DivilioD, Assist-
8nc for Oround Ad€ry, DCA/P, B€odqmn€rq I-.8. A'r Ftrcs.
. Ann8l r€po4, ior th€ perlod April I, 1965, to Ml'cA , 1956, Dlvlslotr of AuConrotivo Crash InJurt
Rd€arch. Johl O. Moore, Dirsctor or DieisioE.
. Moor€, John snd TowiD, B.: "A 6tudy of Automobile DooI! Op€Einq UDder Crash CondltioDs,"
Auaust tsl,{. Aucomotieg Crnsh Inlwy R€sor.ch, Cornall Unleorslry Msdical Collss€, t3m Nsw Yort
Aesu€. New Yorr 21. N.Y.
t Lsb. at&€y T.: 'Is!t Beport or BiodyD4ml6 of Eumsa Factors ln Aclatlon," Hollomar Air
Dor.Iapm€nt Cerle , N€w Ms{oo, Awlal3, a, 16. U, 1955.

l40loB VDEICI,E SIIBTY
'1, LAP BELI
-A PPIICATION
195
3.8 All 6tructur€8 thot could bo imDscted by the head whea aD iDdividual i8
secured by top b€lt should be foorn -Itastic covered, Tbis would r€duo€ the
s€veritv oi heid iDiuries of occuDaht8 oh imDsct with tbese structur€s,
3.9 -Eeadreet adructurs€ shodld be inoordorated on sest bsok! so ss to reduce
the Doosibilitv of rhiDlash iDiure to tbe neik. This sould be benefcirl in rear
endltype col[iaioos when the-neik io aeverely jerked or in siturtioDa wheu oeou-
Dent€ - &re r€ctrained bv lao belt and Ehoulder bsrne6s.
3.10 Lsp belt€ Bhorild 5e iucorporoted to pruvent occupants frolo b€i!8 ei€cted
troD the vehicle or throwD violentlv aeainet obiects withiD tho outomobile.
Specifications tor lap b€tts aDd instalGtio; sre d€soiibed io the fotlowiDg Eeotiotr,
4.1 The webbim for the b€lts should be the ssme ae thlt utilited in the B-4
parachute. Thes€ apecitrcsiions are MII-W-4O88 which ano as folloF.:
4.1.1 NyloE wsrp, nylon 6lling.
4.1.2 TyDo 13.
4.1.3 Pls:in lreave,
4.1.4 6.000-oound tensile Btrentd,h.
4.1.5 dbrasi:vo trested.
4.1.6 lX iDches wide.
By usinc thii webbiDs the instsllotion of the beltB could be dpedit€d sinoe it
ha.e irlreadi beeD field-te;ted aDd would eliminate an extensive testi!8 progr&m otr
aDv otherivDe noaterial. Thie webbio{ iE being produced and csn be eaaily p.ocuied,
Ans diforence in co6i between ibia webbins and some otber tvpe materisl
is more the; ofiBet by it8 lonc-tesritrs charscteristics. Thi6 would olimiDat€ tho
r€DlacinE of the vebbinc aa o.ften ae c-ompared to a chesper Esterial
4.2 Bucktes, hardwere, rnd attachme-nts should be aireesed for 6,0fi1 pounda.
The buckter should be metsl to nretsl ftted with a po8itive csm-typ6 lock oapable
of b€ine oDened with either hsnd. It should weiah tro 6o!e thsD three-fourth8
pound." I[ rhould b€ coDstruct€d of staidess ateel or equal. Thoro ghould be
lriction-type link adiuetmenid on either side of the buckle and no pull applied to
aDv stitches.
4.3 Attachment ol the b€lt should be by the following methods:
4,3.1 To sn adequatelv stressed metal ansle piece sttached to the baok of tbe
6€at with l0,flX)-porind airencth airoraft conirofcable liDkag€e oontiDuing to the
frame through hole. in the floor po€iiioned 60 as to givo miniroum ioterfercDce with
floor foot sDae iD the rear comiartroeDt of the vohicle.
4.3.2 Rrtinforoe floor psDel vith D€tsl bsr snd ottsch b€lts to floor po'aol and
bar by mesls of mettl \f,aahers.
5.1 S€at bolts should be ev€Dtuslly insttlled in oll Aroed Foroes grounil
vohiclee. tr'ot the pres€nt time they rihoutd be in8tollod in the folloring type
vehicleai
5.1.1 Emelcencv vehicles suthorized to operatc above usual 8p€oda suoh as
arqbulanoes. firitrui'ks, air police vehioles, snd cra.sh vehiohs.
5.1.2 yrihicles sutliorir6d for ofibase- operation 6t highway speedr such as
stafi oals. DickuD€. carrvolls. and Donels.
5.1.J Vebict&;herri occi-rpoote day bo throwo about ot lG€ oontrol, suoh aE
earthmovinE eouiDment. tucs. and trtctors.
5.2 Sest beits- are not rcbommended for oD€n top vehioles of the weapona
carrier and ieeD cbss until sdcquste rouovea siructur€s are provid€d whioh will
orotect - occu-poitts of ih€e vehicles from being crushed in rouover-tylt€ acoideDts.
5.3 Thodr triat sDecifcatiors lor loD belts snd installatioDs 8hould bo reiewed
aft€r s suitable triaiDeriod of use io hicb Drioritv vehicle3 ond ffnal sp€oifiostioD6
arived 6t for morc'ext€osivc in6tAllatioDs. This review ehould b.a oolduotod
bv -5.4 the Omce ot Ground SafotY.
In recerd to Drivatelv owned vehiolee, it is recomroeoded that experimental
iustaiiation of-belt8 sid hardwsre st C6vernmeDt elpeDse iD sutomobiles
of all Eround s&fetv oficels in tbe Armed Forcee be evalriated with qusrterly
leDorts- from tJEs€-ofrc€rs oD a forD to be prepsr€d by tho Oflce of Gtould
Siletv.

196 MOTON, VEHICLE g.AFETY
6, AUUMABY
6,1 Vehicl$ should be modifed a8 folloE"B to increa8e their crash protection
charscteristics :
6,1.1 S&fety door latoh€s instslled.
6.1.2 Delethalize interiors.
6,1.3 Rollover structureB incorporsted oo open toD vehicles.
6.1.4 Force attenuaring bumpers specified.
-
6.1.5 Dials and hend c-ontroli posiiions for meximum effciencv.
6,1.6 TI&ckB sad locks on movable sesTs stren{thened.
8,1.7 Eneryy absorbing steeriog wheels used, -
I !.p IorT
plastio padding on iniury.producitrg objecrs.
o,r.v r! eaorest altuctures rncorpoTated.
6,1.10 LaD belts instsled.
6,2 Lap belts irsed with the sp€cific&riotrs described.
6.3 Lap belts iDstolled on a irial basis in ce.tain vehicles and their relative
cra8h protective chsrscteristicr moDitored by the Office oI Ground Ssfetv so that
finsl specifcs,tions can be anived at and then installed in all Armed Force! ground
vehictis.
Aur:o o{ryB Cne.sn fuuny RoaEAaqn
By John P. Stopp, Col., USAF(MC)
The automotbiie industry is the only one $hose product csn still be sold after
killing more thsn 35,000 ona iniuring rirore than a n;illion of its customerB a yenr.
IB this the price we are willing to pa! for Driv&tely owned Derson!l transDortaiion?
Must we aicept odds of 90 to I 6f indidg rrp in-s hospit;l or a sravevird as the
annual hazard for driving on our etreets -and hichwavi?
- Since the beginning oflhe human race, it ha.s- b€en &cccpted witbout question
that accjdents tr'ill htpp€D and that peoilp will be hurt of kilted bv thein. Indeed,
this f&tslistic aci6ptance is cloiked in reverence by calling these accidents
acts irf God-
Perhaps the accident rate among our tree dwellinc anc€stors weeded out the
unfft who could not survive hirh fall-s and bv Drevpntin-r their reDroduction 6ssured
the toughaess of the species. -The descendante of thelurvivois are even capable
of taking numerous trips oD subwsys with Do ill efiects, On the other hana the
accident rate due to fslls may have persuaded the more thoughtful of our prebistoric
ancestors to leave th6 trces dnd come down to earih. " Ilere thev proBpered,
acquiled property and begsn to have burdene. They carried their buidens
on their backs until some clever fellow found out thst lhe burdenn could be out
on pl-atforms on top of logs snd be rolled along. This encient custom of logroliing
ie still s pa,rt of our Doliticsl he taqe. The- Drehisioric inventors orocre-ssed t6
Ehorter logs of greate; diameter whidh became wheels while the plarior;rF turned
into calliages. Other clever brsve fellows causht a.nd tamed beasts of burden
to dr$w their cart8. Fitrs,lly, withiB our recent history, engines sere invenied to
meke the carriases horselesi-
These developimentg created new opportunities for injurv and sudden death far
beyond rhe hazards of primitive jun-gle li(e. Our b.wildered ancc8tors hsd no
idea of what they were gettinq into [.h€n they left the trees and came out, of the
woods. There came a time ;hen the more-thoughtful amonq us decided l,hat
ihe eari,h was no longer B&fe and that it was higb-time to t&ke to t,he air. The
invention of the oirplane introduced vet one md're environment in which to live
with multiplied chairces for disaster. - Men left the trees for the earth, then the
earih lor the sir with no eecaDe from the Droblem of accidental iniurv o! death.
Mankind now is Iorced to faie the Droblein of transDortetion accicienis end their
eoneequences and to 6nd its solutioD, or must the more Lhoughtful among u! consider.
giving up the whole businese and going back to thF tiaes. tf yot lhink T
sFre&k purFly ln Jesl, look at the iacts.
.-In_the pasl 3 vesrs, between 35,000 a,nd 38,000 of our fellow citizens have been
killed each year, snd a million and a half to 2 million each yesr iniured in auto-
&obile accidents in the United Ststes. Of these. more than i0o,00d oersons each
year weae crippled or permanently disabled in sdme wav, Pcrsonal_tragpdicr of
the b€reaved families ie beyond nieasure. The monetarv loss due to deslruction
o-f property and \traste of msnpower wo[ld go far toward_reducing our t,exes. On
the average, we austaiu every ycsr a loss 10 times grcater tha.n th&t of ell 3 years
of the Koiesn war, or equivllint to sriping out oni of our major cities esch'yea,r

MOTOR VEIIICIJE SAFETT r97
by atomio warfare. What more plea8snt spectacle csn we ofrer io the enemies of
oirr Republic? It is enouch to rinake us cirnsider sending them our automobiles
snd raioline iostesd of soe"ndinc our alonev on defense prieporednosa.
Sii'ce the di8covely of intibioiics, accideD-ts of all typednow ere ahesd of disea8es
as e cau€e of death among the sge group_ from I yes.r to 44 years..
.
Forl,y perceni
of the deaths in this age group &re {ccidentsl. Whst sle we doinS sbout this
eituation?
We hsve educationsl programs spongoted by such organizations as the Nstiona.l
Ssfetv Council. safetv Diocism8 in sll indu8tries, aDd insurance compaDies to warD
and ingtruct in acciie'nt ;revention. We have Government ogerioies and laws
requiring and inspeotinc aafety device8 a,nd stand&rd8 of op€tstion in induEtry.
We havF agenciei to reiulate trsmc in tbe air, waterwaya, lnd highwsys. We
have no ladk of trafrc liws, but only of respect for them. Those fac€d with the
enormous taak of trying to enforce tra,mc laws &rc the first to plesd for a uniform
nationol code devised by traffic engineers, and for citizens to be rcquired to lesm
6uch s code a^s part of the drivei'e license examinetion- Medical ecienc€ haa
developed every conceivable means of saving.vour life, repairing your limb8, snd
reetoring your looks ofter &n sccident. Even the underta.kets have worked out
elaborete techniqueB to make you 6 litile more present&ble io yollr loved ones
prior to the buriel, in case you hsve sustained a measy and undignifred exit from
ihia life. IflBurance companies, at a, price, hsve elsborate pro8rams for redhtributing
the cost8 of your misfortun€B by payina for your dam-ages ond safeguardini
your dependents. Even Bfter sll thes€ efiort8 to prevent or remedy the
;ffeots of ;rcident:8, ihey sre still with us, and the quPstion remains, is it inevicsble
thst accidenta will haooen. and iDescapable thsl you will be htrrt or killed by them?
Must expogure to mi6hanical force inveriably result in injury or death? Eow
much sr-echanical force csn the humon body withstand and survive with no
perm&nent ill efrecte? What protective measurea can be employed to insure
;urvival up to the limit of failure of the human body?
Develo6ments in aerial warfare of World War II introduced ma-ny new hara,rds
dre to grdoter Bpeed and sliitudes, Comb&t necessity made for riska that further
increased chances fol occidents.
Could an aircrafi be crash landed &nd the occupants $alk sway from it? Many
sircrerr€ survived incredibly destructive crashes; many otherB died under condition6
vrhich, aocording to irivestigators, should hove been Burvivable.
The fiIst direct reodarch on hu-men toler&nce to crash type forcee was done by
GermaD aeromedica,l research men during snd before World Wor II. German
stati8tics on militsry aircrsft accideni f&dlities showed that Slider pilots, held l,o
the seat by s Eafety belt tbat surrounded the waist and atta,ched to a single metal
fa.Bteninc at the 6ack. were killed bv comparatively low crash lsDding forces.
Licht oi;ne Dilola were srrvivins mu6h higher impact forcFs in cra€hes. In the
liq"ht pienes,'the ssfetv belt consiisted of tio straps coming lrom the side of the
se*at at an angle of 135 degFes to the sides of the body and fastening scross the
loD,
To simulate cresh landing totces, buman subiects wele Eeated in a sort of
c&rden swinc, and held in by l&inch widlh of webbing scross the abdomen.
The swinc coirld be droooed flom a hicb ansle and snubbed to a halt by ela€tic
shock corts. AbruDtly'stopping the swinS axposed the subiecls to forcas sbout
18 times the weirht of the bodv without iniur-v.
In the United Etates' the hish rste of monpdwer Iosses due to eircrofi occidents
caused the U.B. Air Foice, the U.S. Nsv-v, the National Advisory Commitlee for
Aeronautics, the Civil Aeronautics Aulhority, and many other organizatiotrs to
join forces, beginning in 1945, in a reseercti efrort which still contioues, on a.ll
Dhe.8ee ' of thi8 Drobl€m.
Iu 1945 the U.B. N&vv attempt€d to meaaure orash forces of surplus dive
bombera rsmmed into o,n'es hen_berrier &cro8s s runway at 80 milee per hour.
In8trumentation of that dey wa€ quite inadequate for the problem. Since 1948
the Nstional Advisorv Coirmitt{'e for Aercnauticr has msde succe€aful experimetrtal
crash measureilents on aircr&ft at the Cleveland labor&tories.
The Civil Aeronautice Administrstion haa done much research since 1945
toward improviDg crash worthiness of privste ond commer-cial transport aircroft.
E&rly in 194? t-he U.S, Air Force beg-an research on the dynsrDic stresB analysiE
of tbe iruman bodv.
Althoush thp pioblems of erssh snd st.ess anallsis are complex, one factor is
encourqging, Tliere are only two modelB of thc human body eugently availeble,
with nolmirediate prcspecti of s new de$ign; any findings iu ihis resesroh should
provide permanent Btand6rds.

198 M0IOR VEIIICIJE 8AFETY
This research is undertaketr primarilv for military oonaiderations. but aDDlies
Do less to all modes of rspid tr;usporta;tion. The iiformstioo is freelv - avaifablo
to oiviliaE acenoies ohat h-ave o neid for it.
Decelemtive forc€s can be analyred by detsrming the following f&ctor€: (1) Rete
of ohaEge of dec€l€.stion, (2) pe'ak or -plateau deEeleration, (3J direction bt the
forces, a4) eres ot distribution, -(5) time-di8plscement, (6) drir;tion.
Tbe forgeB trassuritted to occuDrntB _of the ailcralt are determined bv:
(l) Their attenuation and ebeorption by atructures intervening betweeo t[e
ocoupant ond arcas of the airoruft i-mDinsinc acsiDst the crcund: (2-) distance and
direction of diaplacement of the occup;ni; (5) a;ea, confrciration, dnd resistanceof
objocto ogainst whieb the ocoupaDi i-s dedeterated; (4) a;tenuati6n 6nd ab€orption
oflorce 6y.the body of the oicupant; (5) rst€ oi-alplioation of the force€'; (6)
lrcquotroY ch&raciefiSlrca; (7J duratron.
The pioblem of evaludtina the efrect of these fectors requircs contlolled exp€trimental
exDoiure of hutrlan a,nd sDthroDomorDhic dummv subiects to crash
type deceleraiions. Progreeeively augmen_ted do'mbin&tioDs
- of t6ee€ variables
Fill determine toleronce etrd survival limitE. Simultsneously, the efrcacy ol
various. restrsint configurations snd development of bagio principles of crash
proleclron can be exploreo.
A machine to ploduce abrupi lin€&r deoeleratioDs Bimilaf to those encounteted
in crashe8, ditchings, psr&cbute opening shocks, and aocketpowered eBcepe ,
calxules was develo-ped to Air Forte epdcificotioie by Northro:p Aircraft, Ini., \
in 19.17-
The device coDsisted of s l,SoGDound tubular steel sled. sliDper mount€d on a
2,m0-foot standa,rd gage track eDd prop€lled by one to foui iolid fuel rockets,
each bavin8 1,000 pourds thruat lor 5 seconda durstion. After accelerating to
the requireii velocitv, the sled etrtered a aection oI fxed mechanical friction br;kes
located between the rails in s SG.foot lenglh at s point 1,250 feet from che begitrning
of the track. Theee brakes were Dreset in a dredetermined aeouence. an-d wer6
tripp€d by cam€ on lhe sled. Two parallel keels beneath thp chabsis w6re clasped
by the closing brsk€6 with an action Bimilar to pulting I knife blade through a
vis€, causing ihe Eled to lose mometrtum in a conirolledi reproducible Detter .
The contiolled range of operation was lrom l0 g. to OO g. by 5 g. iEcremeDts,
with dur&tions of 0.08 to 0.42 eeconde, at rates oichance -scceleralion frorn 28d
to 3,,100 c. per gecond. The Bled could be sroDDed in less than 20 feer from s
velocity of 180 mileg per hour. Dummy or hu'ma.n subiectE re8trained itr lhe
confgura,tioE and plane of oiientotioD required for a riiven expedment were
euitably instrumenied with accelerometera
'oDd str&in giges reco'rding through
telemetering, and ph-otogrephed by high-speed motion plct-uree ond ribbon frame
cametas durrnq ctecelerauon.
Between Ap;il 1947 snd June 1951, tfie linear decelelotor was opersr€d by itE
d€€igners, the Northrop Aircraft, Inc., for the Aero Mediaal Labd,ratorv of the
Air Research and DevelopmeEt Commatrd's Wricht AiI DeveloDment' Center.
where a suitable trsck was available. Seventv-teo-teats with Daraahute dummi€;
end 73 humaD exp€limentB were occomplished. Twenty-tw6 of tbe tests with
humatr Bubjects w;re in the bockwsrd-fo-cing aeated posiiion and proved experimentally
thst this po€itioD provides optimuE prot€ciioD for aircr6ft psssengers.
Fifty-one of ibe hitmen expoouree td deceleritive forces were iD th; foreiardfacing
position, to eveluate protection fo. air crew membeE.
The range of deceleration from l0g. st 575 g. per second rate of chaDge of deceleration
to 38.6 g. aI l,37O g. per second wBs erplored by a series of sit deceleratior
coDfgurat,ions iDcreasing by &bout 5 g, iDcrements. A second group o[ srx runa
provided a rsnge of deceleBlion of 14 g. at 281 s. p€r Becond to 45.4 c. at 493 c.
per second. Duratioo of decelerstion- rsnged fioril 0.15 to 0.35 seco"uds for a'il
exp€riments. In all casea where subjects were sd€quately restrsitred, findings
wore osEentially Eesative below the lovel of 30 c. sith dde allowance for mild
abraaiong coniusio-ns, and tmnsielt effects du6 to €xoitement and ex€rtion.
At 30 to 35 g. platesu, slight eigns of BhocL such ss pallor, sseatitrg, folliDg blood
pressurc, and rising pulse were occasionally presdnt, #ith rate of chdnge of
deo€leration abovo 1,@0 g. per second. In iwi rune above 38 g. at more"than
1,3{X} g. per second rot€ of change of de@leralion, definite shock tevels of blood
preEEure, pulBe, ond refpiraiion ocour.ed, with near faiotin{ in one case and with
two briel episode8 of fainting in the other. At the 6ame 38= g. level but with ret€
ot cbange ol 330 g. por second, and ar 45.4 g. .1t 403 s. Der second. blood Dressures
welc €Lvated and -pulee sDd respiration increasedl

MODoR VEEICI,D SAFETY 199
gubieotivelv. limitr of volutrtarv toleronc€ wore approached at sbout 46.0 I'
with rite of cliince of decelerstioD of about 500 c. per EecoDd. Much higher levels
csn be survived. ;lthouch revereible iojurioug o-ffdcta tnay occur.
The fact thai a orooirlv shock mounted human body sestad iD the forward
faciDr Dosition can iueisin-4 ioDB of force spplied within oDe-quartGr of I8€oond
and s"uher no dis8bility is iust as si8trificsDt in the field of automotive c.sahs aa
i! aviatiotr.
An averare loroe of 8,Om pouDds would b€ e*erted oD lhe My of s l7&pound
msn durin; deceloratioi fro-m 60 miles por hour to s stop iE le88 thatr 3 roet.
Thia iq a fSrce of 46 time8 his body weiSht. It catr be compared io,s fotco of
one-holf the bodv weiqht experienc-ed while ekidding all four wheels of a oar on
drv oavemini if coioi from a BDe€d of 30 milee pei hour to 10 roiles por hou!.
T[e -,t-ton atoo wif ap]Dlv 92 tinies A3 much forceas the skid oD dry pevement.
Thie would iDaicate thAithe force€ en@untered in the large Eaiority of autourG
tive cr&shes sre Eurviyable without s€rioue injury if the oocupsnt dist butes the
force over the Etrotrc solid ouart€rs of the bodv bv mesnt of webbing 6tnps and
is not struok bv soliii obiectri. In order to appiv tfiis knowl€dge 8sitred about the
humon bodv tirourh aeio medical reaearch dri human tolerance to th€ problen of
crash Drot€;tlon itrlutomobiles. it is nece€aary to measure the forces encouDtered
in actual automotive clashes, AccordiDgly, a series of experimentg haE beguD st
the Aero Medical Field Laboratorv of Edlloman Air DevelopEent Ceuter, I of
the 10 Cent€rs iD the Air Reeesrch snd Development CommeDd, h whioh dummies
t&ke the Dlrce of peoDlo in the csrs. The6€ cars obtsined from salvage b€causo
thev a,re'no looqei worth repaiiing, 8re occupied by dumDies reproduciag the
weiight and balanle of tho hurion body os wetl sB its thaIe, aDd hslidg iDstru-rEents
to fieasure the foro€e fest€ned at apirop ate points, the cala aro thetr towed iDto
s c,olusion barier at e predetermiriril speed and direction aDd cut loo€€ to cosst
tjro last fe* feet to an imDact.
Reaorded measur€meBtlt of the foreces experienced by the duEmie8 itr 6 vid€
varietv of craBhes at difrereDt sDeeds will prbvide the rriesaurcEent€ on the basis
of which ootimum harness and bther protective devices cen be developed for oor
oc,cupante.' A number of msjor aul,omotive nraDufscturinq conceme have elroady
becu-n similar exoenmente with the result that in the 1956 models' m6!y of the
molre easilv chai,ced features will either be incorporsted or c/ill be optional '
These inclide inet-sllinc laD belts. stroncer aeat fasteninqs, lockin"q door€ that rill
resist hich imoact forcies ;ithout sDriniins open, padding on inatrument paDels,
removsl'of or;trudinc knobe. and iteerlnC wieele with ductile spoko€ which will
collaDs€ oroiresaivelv-uDder the weisht of the driver durinq a cra8h All thi6 effort
ig baied ?rn ihe exoerimentallv demoistrated fact that the humsn body can aurYive
the forcea uniniuied if it is ;rop€rlv shock mounted in s noDcoltspding enclostrrc.
Consider ho;' manv thou-eends of people would hove been ssved from 8eliouE
iniurious and desth in auiomobile *recke during the past yesr witb oo othor
ch-onre thau the addiiion of s LBD b€lt which would prevent theit being proiected
out 6land on their heads on tha psvement. The idesl situation, of course' is ta
re8trict driviM to Dhysicsllv and mentsllv qualified individuals driving roechsnicallv
adecuati veliiciee weti spsced on 0r€t class highways at speedE adiu6ted to
roadconditiona at all times. tJnder present actual cbndiiions, ovorcrowd-ed highwavE
autoxoobiles itr all staseB of rebair, end drivers in sll phy8ical snd m€ntal
coriditione and having wideli varyins selection as to skill or judgme4t, a.cidents
will happen, The uext best solution is to Sive the occupent8 of vehicl€s oo our
stre€ts';Dd hiohwsvs as Euch built-iD cr88ih proteotion as is poi8ible by use of
eafetv reetraiais aqii bv chsncinc the de€igB ol automobiles. It is extredely encour;sitrc
to se6 the exi'ellentitait in thia aiirection in the 1966 models put oui by
the s;to;obile itrdustrv. If proper ua€ is made of the safeguards Buch as lap
belts. e much greater decreas€- in- needless deeth 6trd disabitity q.iU bo echieved
thol bv aD9 vicci|lee and a€rums agsingt the rcmsiDiDg utrconquer€d contogiou8
disear6, fhe dutomobile industrt is to be commended on the mstur€ snd
!€dDonsible aDDro&cb to our crcatest pe&cetiEe problem.
f am o fligfi surgeon doinS my besi through resesrch to protect our boys in the
Air Force, ihile tf,ey are d;ini their b€Bt ao protect our oountry. To Bee this
re8earch extended bevond mi-litsry applicotions l,o directly protecting- the he&lth
and lives of all our p-eople who riiie in high-speed l,ransporta.tion ha8 becoEe tho
most compelling moiive-of ey existeDce l c&DDot succeed E'ithout the intolliqent
ooocem aird codosration of cll persone who own or sre p&aaengers in automobiles.
The conscientioris u.e ol lap belte and other protective devices being otre-ted by the
outomotive industrv will irisure a tr€mendots deoreas€ in the toll of needless death
ond iuiury ia eutoilobile acidests. To do oiherwire i8 nogligeot tuioide

2W Moron vErrrcr,E SATETT
Colonel Sr,c,pp. Mav I be Dermitted to make a statement?
Mr. Roesnrs. We ivill be-pleased to hear you.
Colonel Sr,c.pp. This will dtually illustrate how experim.ents follow
observations. You have heard Mr. DeHaven deiail observatrons
regarding human toleranee to impact force collected from records of
falls. And it, has taken man)' \'ears to absolutell- verif-v everything
thot was. observed by NI-r. ^Dei{aven. f would'like td preface my
Dresentotions - with a few definitrons.
First, a g. unit. "G." is the average acceleration of gr&vitv. And
it is measuled in feet per second pcr s=econd -32.2 feet fer second per
secono r8 tne average Dgure.
Tn other than free-fall, the force required to impart 32.2 feet per
second per seeond of acceleration to a body or mass, would be eqiral
to the weight of that bodv or m&ss. In other words. if vou werc
sitting in an absolutely friitionless seot on wheels, it would take a
Iorce equal lo your bodr- weisht. in pounds to acceler&te vou to the
sam.e rste as v6ur bodv'fallin[ t hrough spaee. This gioes us a ue..u
convenien[ unit beeause if we -can m.efour6 the accelera'tion of a body,
and divide it by the weight of the bodv. we then get an indication in
s. B ol the &ccelerauon.
If the man weighs 200 pounds and is subjected to 10 g.'s of acceleration,
he experiences I ton of force-10 times 200-foree is equal
io mass times ihe acceleration.
fn lineer acceleration, meaning acceleration in a straight line, which
will occur when a moior acceleiates a vehicle, or lineai deceleration,
which occurs when brakes are applied. reducing speed. or when there
is a collision rvith som.e resistiie obiecb. the Torie will be s. tim.es
weight divided by deceleration, tlre w;ight of the bod_r'.
And it can be frolonged deceleration." f have experienced one from
632 miles per hour to a stop, 1.4 seconds, or it can be an abrupt peak
lasting tw;-thousandths oi'a second. as we have accom.plisirei on
subjeits with lap belts, decelerated from 35 m.iles an hour in less than
l foot.
Now, not only do we have the forces, but, we have a factor due to
ihe rate of application of the force. the difrerence between a shove
and a hard bi

MOTOR VEEICI,E SAFETY 20L
rear, a fest movinq vehicle striking a slower moving vehicle, then
ther'e would be al ift force. onssenslra pressed bsck inio their seets.
If there is, as more frequenlly is Ihe iase, s collision with a solid
obiect in fionb. then the'force-throws the passengers forward, and it
*ould be appli;d Bsainsc the safetv devices such as lap belte.
Between-fhe verils tg+7 and 1057, we caxried out o reseorch program
with vari6us instmments and with human, chinpanzee, hog,
and black bear eubjects to determined limits of tolersnce to injury and
lethal effects.
We defined "tolerance" for the human as a limit of vohintarv ex-
Doaure to force. Usu&lly, with revertible efrects tha,t can be obseived,
Such as mild shock.
Injury limits relete to da.mage to tissuee, recoverable or survivable.
Lethil6ffects are immedi*te or-delayed derith, due to the efiects of the
mechanical force.
We have teetod tolerance with maximum perfection in aft and
Iorward frcing positions for the human. And find t'hst it i8 in the
order or 50 s:si 500 s. Der second or less for durations ol less than
three-tenths;f s seconl. -
On chimprlnzees and black bears-parLicularly, on chimpanzeeswe
have found that iniury, again resislent injury, begins at 135 g. per
second. Also, for dur'ati6ns of three-tenths of a second or lese.
Lethal efiects in the forwerd facing position with chinponzees
occurred st 237 u. st 11,500 g. per secona rate of onset,, and threetenths
of a seconL duration. -That is the totol duration.
This, certainly, besrr out Mr. DeHaven's observatione that people
heve survived 2b0 e. or less of peak force in observed free-folls.
These limits wer-e observed in experiments with rocket sleds, catanults.
' dmp towers. et cetera.
In addiiion. we have exnerimented with men and hogg, on a vertical
oscillatinc aceeleretion de;ic€ to determine t'he tolerance to oscillsting
force. We have found thst the natural frequency responee of the
human body is five to seven cycles per second q,t 6 g. Without
Drotective r6etraints the orsans ol the 6ody are oscillatedYiolently at
five or six cvcles ner second end minor reversible damage wss incurred
bv one or iwo 6uman subiects. This, perhaps, acc6unte for some
iijury occurring.at rpp,arenilJ low g.'s. 'The faetor of setting organs
lnto oac latron llke beu crappen|,
In addition to this prosr&m. we hsve investig8ted the tolerance to
forward fscins deceleirtion drotected bv 3-in-ch lap belte. Three
difierent subie-cts sustained 26 ta 27 e. with only a lap belt restraining
the body. Thet a.mounts to 4,500 to 4,800 pounds of force bearing
asainet *We ihe hiog and lower abdomen during such deceleration'
find th;t qrith such efficient head cfearance provided to swing
forward without striking any objects thst' the displacement of the
head and upper trunk causes the deceleration of those parts not to
exceed 50 g. *ith the head completely forward and cbesf agaiust the
knees at the end of such an impact.
We find that the oeak force-eustained bv the head during lap belt,
deceleration occurs ;'ith the body upright ind befors the bo-dy begins
to swine.
Therifore, we do not anticipate and have not found any radicsl or
centrilueal effect in head and eves and face during euch a, swing at
27 g. fhie is important beceuee-we might otherwise feel that shoulder

2U2 IiIOTOR VEIITCIIE gAI|gTT
herness would be eesential as well as lap belts for protection in the
order of 25 to 30 s.
I would like t6 briefly offer some recommendations for ground
vehicle safety desim in ierms of humsn reouirements. ThiJ ie on
the basis of'theee lxperiments. Incidentallv. we havo not gone to
lethal limits on lap beilt tolerance because ilie research progrim was
terrninated before these experiments could be accomplished.
My recommendatione sre that the passenger or driver occupy e
seat -with a back high enough to provide heail rests and thus proiect
the head aod neck Imm baikwari force, from oft deceleratins force.
Second, that the seat and ita a,ttacbmenl,s, whether tbey be riovable
or fixed. have a, strenqth to be retained irn the locked Dosition in the
yehicle, and not tearloose and tbrow the occupant a,s&inst tbe forword
parL of the vehicle. And thie should be bf euffiiient sl,rensth
for ot -least 40 s. creshos in automobiles.
Then, that' lip belts be pmvided which will sustein st, least 5,000
pounds of decelerative force or restrain the occupants at 5,000-pound
lorce.
And that a means of further attenuation of force be provided in the
form of energy absorbing bumpers or ene.rgy absorbiryi fastenings for
the seats to morre e little sgainet resistance and therebv take up Iorce,
or bv sorne ol,her suitable -means appropriate to reducins the f-orce as
much as possible. I believe that,'Professor Ryan of tf,e University
of Llinneiota has worked out such a device thit will attenuate forci
bv - at lsast one-third.
Finally, to greatly facilitate the use of lap belts, I would strongly
recommind th;t la,D belt attachmenta be ma'nufactured in the orocess
of consbuction of the vehicle, because boring holes in t'he flobr and
goine Lhrough the procedures which are cost-lv and time consuming
ind -not unilorm miiht, not only retard the usdof lap belts but mighl
negate the effectiveiess of a stiong lap t elt if t'he fi.stening is ina"deq
- uate.
I have a motion picture which I can project rnd narrate, that will
revierr all of t'he types of experimentatioirs 6om which we have drawn
theee conclugions. If it is the oleasure of the committee. it con be
ehown.
Mr. Scarrcx. Colonel St'app, will you yield Bt that point?
Colonel St.tpp. Yee.
Mr. Scnnlrcx. Do I underetond thst vou recommend I seat belt of
3 inches fu width ?
Colonel Sr,rpp. No, sir; this was the seat, belt, we experimented wit'h,
because we had stmne aircraft webbins available. ;hich is 3 incbes
wide. But onlv a little more bruisins #ill be incuired with little less
width.
Mr. Scuulcx. I war going to osk you whether or not a narrower
belt would be as efiectiv6? "
Colonel Sr,rpp. We con balence the creater ease of wearinq a 3-inch
belt or the like ever.y da.v aq&inst a, fEw more bruises wit'h-your life
ssved in usine that'widih o'f belt as compa,red to the 2-fuich belt.
Both belts wif be just as efiective.
Mr. ScnnNcr. Is the 3-inch belt more comfortable?
Colonel Srapp. The 2-inch belt will nrobablv be more acceptable,
less bulky. And so long as the belt ig 5,000-pounds strength, I would
not quibble over the widtb.

MODOR \rOEISI,E MFETY 2G}
Mr. Scsnxcr. Tlould vou agree or do you -comfort leel th&t the wearing of
s Bost belt in on rutoniobile'increaa$
in driving the car
whether or not vou hevc Bn accident?
Colonel Sr.{pp.- Over several yeors of per€on&l experience, I would
concur. becauss it orevents sideslippinc during turns and allows
relaxation of bock mirscles so that theie ii less fot-igue in driving with
the lap belt.
Mr. Scnprccr. Thank you very much.
Mr. Rogrnre. We will proceeil with the motion-pioturo.
Colonel Srepp. Here we see o rocket sled going thmugh o slowdown
fmm 154 miles an hour to 34 miles an hour, a speed losi of 120 mil€s
an hour. in 3l feet.
The ieak force sustained in this experiment was 8,000 pounds
durine lour one-hundredths of a second, and this corresponding to
46.2 ei's measursd on ihe subiec!'8 chest. Accelerometers were held
in thE mouth, mounted on tlie chest, on the right knoe, and under
th€ seat Dan to measure the force. The pict'ures you see wers teken
at 1,400 irames per second by sequence cameras along the sidelines
of tire 50-foot mechanical biakini area. Another csmer& poi.nted
head on throueh the windshiled ai the eubject, and 128 frames per
second recordeil the reactions of the eubiect to the decelerative force'
It was evident frorn these pictures there was no loea of oonscioueneaa
and no apparent iniurv and that, the eubject is oble to free himsell
and reooii that he ivai in qood condition. This impact corresponds
to an riircraft landine at l2-0 miles an hour and crashing to a halt in
19 feet or to a poeee-oger car decelerated from 60 milee sn bour to a
stop in 3 feet.
Iiow. we will s6e &n exoerimont in which a dummy is decelerated
from aooroximatelv 150 r;iles an hour, without the uge of oxceesive
reetraiid. You cair see this inadequ:rre harness lailed. And at, a
speed of nore than 100 mil6 &n hour, tlre dummy pr€cipitstes through
s wooden blank windehield made of inch thick pine bosxde.
This is e further illustretion of the momentumof e 180-pound body
st 100 mileg an hour. This was s little bit hard on the in8tnum€ntation.
bul, it taueht us a qroot deal obout decelerttion. Thet harnesg
{siled at 32 g.'sl The l&t reading we obtained from the eccelsrometers
at the iime of Darl.inc was 31 g.'s.
Now. we oroceed'to e lip belt t€et in which the subjoct is now e
student st the Univereitv ol Pittsburch, completed hi8 tour as o fir€i,
lieutenant in the Air Forie, to temporiry *ctive duty' This i8 formor
Lt. Sidnev Lcwie. Fte sustain€d deceleiation from approximately 18
miles an f,our to a stop in lese thsn 3 inches, and the lap belt whiah
rostreined him et 27 e.'s rooroximat€lv 4,800 pounds of force. This
ie sn accelerometrr riounded on his eloulder with a bandolier-t1pe
r€dtreint.
Mr. Scxnncx. It has nothine to do with r€strsining the person?
Colonel Sr,{pi. That wa.e for" holding the accelerometer. Ifere is e
view of the mechanic as he bends fonpfud and waits for releaso. This
will sive vou Bom.e iden of the violence of the impact which did not
even-stui the eubiect. buc caused hi-m to become pole and have a
dropoed blood p.ue;*6. feel a liitle in ghock. He did h*ve eomo back
sordnies and neck eoreness afterward for about o day or two, but was
rblo to walk owav.
Measued at tlie lap bolt was 2? g.'s.

2M MoroR vnrrrcrrE BAFETY
Another insl,rument that is used for measudns impact forces is a
120-foot track, cvlindrical rails in which e caiapult-powered sled
was mounted, and decelertted at the opposite of-the -track by the
impingement of a piston mounted on tbe hbnt of the sled into & waterfilled
c1-linder, anchored into the track. This ig something like pushing
a iopprun togethex atrd the pislon Dushine water thioush'holes
in the watl- of thicylinder deriveii deceleiation"fmm water inirtio.
The subjeet was put in thc seat resting horizontallv on the top of
the,sled. fhis madl,possible some experiirents to moirnt extra plates
under the subject and with a higb*beed condenser discha.rse extra
machine take pir"tures at the instanl, of impact.
?his is a normal speed motion picture of the sled decelerating.
Here is shown the haxness and lap belt, although we have done
cxperiments wit.h just the lap belt in ihis motion.
Colonel Srapp. Now, st 1,000 frapes per second we will see a slowmotion
vierr of the piston entering the cylinder and the subject being
halted from 35 miles an hour in ldss t.ha; 12 inches.
The slow-motion csmeia makes it appear that there was ti'ne for
agonizing appraisal before the impact, but such was not, the case.
This impacl, lasted Jor a peak of two-thousandths of a second, total
duration of a second or sixty-thousandths of a second.
Yru can see that peak foice occurred with a bod_y not -yet displaced
and that ss force was attenuating the body was thro"wn foiward against,
t'he restraints.
Finalll. a rather crude instrument that was very good for exploring
limits of deceleration inexpensivelv. an aircrafl,
-seet mounted as a
garden swing and pulled bick by ri cable to a predetermined height,
*hich would- deteimine the impict force after ielease. The r elea'sed
sea,t this instance from 4 feet above the lowest noint-the seat is
released and a steel cable snubs the seat as it reaches the low point of
the swins.
The subjec.t.sustained 22 g.'s with peak lacing three-thousandths of
I EeCOnd rn t'nls swrng expenment,.
Here at 2,000 frsm€6 per second, we observe the imDact of the sest
beins snubbed bv a steel cable after a vertical dmn of 4 feet.
Ag-ain, as the-csble snaps ta,ught and the peali force is attained,
the bodv is still uprishl, and thi seat, is alreadv besinnins to recoil
before the trunk his iroved the complete distanie foiward.-
'lheee
subjects are voluateen and repeated volulteers in painful
expenments.
The immediote effect of such an impact was pallor, perhaps a
litt'le sweating, t'he drop in blood pressure, showing of pulse, lasting
ebout 1 minute and then complote recovery.
Anesthetized hogs were als6 used in swing experirnents to explore
injurious limits and we found that hogs wer"e noi altoqetber suitable
for lap belt injury and letbal experim.ents because they do not have
a hipbone struct'ure corresponding to man. We found that chimp&nzees
were not suitable because o{ the extreme ricid tie of their
spines and finally we resorted to black bears which h"ave hips somewhat
like the human and like mon the black bear is somewhere
between the hog and the chimpanzee in tolerance to impact force.
But, at 2.000 frames Der gecond the waves of comnression and tension
occurring in the abdbmen and chest, displacement of organs, can be
readilv seen.

MOTOR VEIIICI,E MFETY 205
This is not realistic in terms of human experinente, but g&ye us
eome voluable informntion on quality and severity of injuries due to
such distortione.
Now, we Bhow &n €xperiment in which a hog was impinged against
a st€erine wheel and this experiment will servd [o illustrati thelfiect
of e localized force fmm imiineinc aseingt a. hard object.
Since this would be a te:rrninal eiperiment, we buried the accelerometor
under the skin and faetened-ii to the breastbone of the hog.
TVe olso hed imbedded accelerometer€ in the back with a 5-foot drop,
the hoe lnpinsed aceinst the steering wheel, and the deformation of
the wh-eel resuled t-he acceleration to approximately 10 g.'s, but that
wae eufficient to ninch oft aoomximatelv 3 ounces of the tvpe of the
lefl,lobe of the liier and in ai>out three 6reaths, the hoe bleil- to death
fmm thie intemal injur-y. There was no external mar[ of the injury.
You ca,n see how dsaply the sceering wheel indented the abdomen at
2.000 frames oer secbid showins Sreaths before pressi::q the liver
asainst -Such th€ baikbone and pincbini off a piece of this orsan-.
experiments contribut'ed 1o the- proper design of mallelble
steedng wireels which we now find in- mbst of fhe commercial
automd-biles.
Under contract with the aeronautical field laboratory of Holliman
Air Force Base. the Universitv of Minnesots earried out experiments
tn develop a hvdraulic pistorr cylinder with metering valves for support
of a-bumper. Prot. J. J. Ryan wss the chief investigator, who
ihowed creat, ririeinslitv and resdurcefulness in the experi;entd that
he eccoipliehedln a ielativelv small budget. He uied a crane to
lift a iunlied automobile to a, h;ishl, tbat would pernit, a 40-mile-a.nhour
impact with boards laid on-the ground and- here illusl,rates the
demolisliing of rn automobile that doei not ha.ve a metered hydraulic
bumner for a.n a.ttetruatins forcc.
Tlie lne weapons we&pona carrier carrler d-onated oonateo by Dy the rrre Air .,rlr Force fufcc is rs equipped equlpPc( with
these protoilpe orotoil'De oxperimenta.l oxoerimental bumpers bumbers and the crane op op€rator rator tskeg tskes
great, sreat, ioy inl6tting in lettins it drop. The I'he

206 MOAON YDHICITD SATDfY
The force ie metered to & constant 500 s. per second rate of onset or
less ond attenuoted to eomethins in the order of hatt of what it, woult{
have been without the bumper."
Thia is designed. for, rigld'-hame vehiclee wherr there is very little
protoction, evdn with-lap belts, becouse forc€B tra,nsmitt€d wiih very
little change unless a bumper of this tvDe ie intsroosed.
Now, Prlfessor Ryan cirried out r6liover exDeriments at 40 miles
an bour, l,o illustrate the damage of a rollovei and the ororecrron
thot corild be afiorded by a deriountable turnover structire whieh
we hoped would be designed for open-top vehicles, such as jeeps and
w€oDon8 carfrer€.
This is not the first side, but clean up.
Here the dummy is rolled over in a weapons carrier equipped with
the rollover structure.
The vehicle is upright a.nd able to roll. The dummy sustained a
elieht cut, some iir-rplct with somethine, but, Lhc ooieotialities of
pr6tection are well
,illuetrated
as you see this 2X aainer that the
vencle rS accomplBmng.
You see thot it, still rolls, and his head is clean, indicating no impact.
That is the end of mv reoort
Mr. Rosnnr€. Colon'el Slapp, I am sure I exDresa the genrrmenrs
of our entire committee when I say we are deeply grateful to you for
one of ths most, interesting and most delightful bit-s of testim.ruy tne
hove ever had in thie mmirit'tee.
I might tell you that Professor Ryan will olso cesr,ify later in l,he day.
Sinci we ha,ve reached the noon hour, tbe commiitee will stand in
recess until 2 p.m. thie afternoon.
I would like tn &nnounce thgt there will be a short radio tape that
wae bmadcast over stetion WNEW on Sunday evening, last Sunday,
that will be heard immediotely after the hea-rine here- is recessed i;
rDom 511-A in the Oid House Office Buildins. Iiis a sound tape that
wae introduc€d into the rocord here.
Colonel, if yorr can be with us this slt€rnoon at 2 o'clock, I am sure
thst the subc;mmittee will have some questions for you, if that will
fft your schedule.
Colonel Srur. Yes, sir.
(Whereupon, ct 12:05 p.m., the subcommitt€e recessed to reconyene
at 2 p.m. the same day.)
AITERNOON SEESION
Mr. Rorpnrs (presiding). The subcommittee wilJ please be in order.
Colonel Stapp, I am going to go ahead because I krow you are
under oressure l,o get aw8v. I know that, vou have a long trip ahead
of you'to. get beck- to Daltnn. There are'a few tbings t-hat i would
lll{e io aEk vou about.
I would like. first of all. to ask vou when vou started on vour work
for the Air Force in the automotive eide oi it?
SIATEIEI{T Of COl. JOEIV STAPP-Resumed
Colonel Sr.r,pp. In 1954. The Droiect was continued throush 1958.
Mr. Rosnnrs. And then it wis dbandoned because Condess did
not supply further funds?

IIOT()E VEIIICI,E BAIETT n7
Colone] $repp. I think that wae e crmmsnd decision vithin the
Air Develooment Commsnd.
Mr. Roirnrs. Whv has the Air Force become interegted in this
ttoiiillt
sr^*". Buour" slmost, es manv Air Force pertonnel were
being killed per year in outomobile crashes as were being lost in aircraft
crashes.
Mr. Rosnnrs. Could you fix the year in whicb you hsd the g"6sto8t
number of deaths from automobile crashes?
Colonel Srepp. The deoths from 1953 on, which was in the time we
have given the subject &ttention, have been in the order of 700 e year
of Air- Force per'eoinel. not l,heir families.
Mr. Rornirs. Duriire that same period of time how rnany Air
Force people losl, their iives in aviation crashes?
Coloinel-Sr.rpp. In the order of 1,000 a ye*r'
Mr. Rosnnre. Do you have anY estimate of the injury picture?
Colonel Supp. Th; injur5- piciure is that t'he leading cause for
hoepitelization in .A.ir Foice-hdspitals is due to the efieate of *utomobile
crsshee.
Mr. Rosrnrs. Will vou reDeat that, please, sir?
Colonel Srlpp. The Ieadini causc of hbspitalization in the Air Force
is injuries incurred in autoirobile crashei. That is the No' I Air
Force hosoitalication couse.
Mr. Robnnre. Do vou have anv estimate of the hoepitalization?
Colonel Sr.rpp. It averaged amund 70 da.vs per injury c*se.
Mr. Rossnrs. Seventy days per injury case?
Colonel Srapp. Yes, sir, 70 manda.rn lost per injury.
Mr. Rogrnrs. I would like to ask you if you know how ma,ny g.'s
the averaqe airplsne s€at csn withstsnd?
Colonel-Srapi. The.{ir Force had designed for paesen-ger tr&nspo-rt
E€&ts to srithetand up to 16 g.'s, assuming 250 pounds per g. ln
other words, a 4,000 pound dynamic load can be sustained in these
8eats.
Mr. Ronnnrs, During the course of your experiments, I believe
thst, many of the cers Lhat, you are usiig in your crash work were
donated for that work?
Colonel Sr.lpp. No, sir. We used secondhand automobiles fmn
A Force solvase.
Mr. Rorrnrsl From Air Force galvage?
Colonel Srr,pp. Yes, exclusively.
Mr. Ronrnrs. Goins back to the g. proposition and without respect
to make or model of a-utomobile, has theie been any efiort that you
know of to build a eeat in r car, either front or rear, that would witbstsnd
anv numbor of s.'s?
Colonel Sr.rpp. I th'ink thgt I would deler to someone in th€ outomobile
iadustry on that question, because thev would be a Iittle bett€r
inforrned on th'e subiect ,it the ad"ien in automobiles. But no apecific
deeisn thot I how bf has been mate for slfety strengf,h. There has
beeli a srert emount of improvemetrts on the fastening of the front
seats-ttrev are fastened strongly enough to withstand, maybe, 2'000
pounds ' of lood before pullins out.
Mr. Rognnis. Has inv efrort been made, so for ae the rear geat is
eoncerned. so lar as vou know?
Colonel'Sr.r,pp. I do not know. The rear seat ie almost a part of th€
r6sr structure of the sutomobile, I believe.

208 MomR vEHrcr/E saFETy
Mr. Rosrnre . You are, also, a pb;ysician. Do you ta,ke the viewpoint
that this deeth and accident- problem on -the hiehwavs has
reacbed such pmportions that it can be relatively considere-d a niitional
health probleir? '
Coloirel Sr.r,pp. I consider it, an epidemic problem in terms of the
number of people killed, disabled, and tempbrarilv iniured.
Mr. Rosrnrs. I do not, want to pressuri vou bn ihis. but I ask
this question. Certainly. I will leavi you the priviJege of answering
It of not, answerrns lt.
Do you believe tha,t this ie s controllable problem to a certain exrenr
which might be approached by legislation?-
Colonel Srapp. -The inj ur-v imdideath from automobile accidents is
s sgnJrollable problem to a large extent,. tr'or instance, as has been
rev-ealed by the statistical rese#ch on car crashes, where passcngers
and.,drivers were. equipped with restraiots, lap b-elts, as coinpared to
srmuar erashes wlthout rcstratnts, ln I he large volume of the statislica
collected by Mr. John More, in the Cornell crash iniurv automotive
researeh program, that is demonstrated. There, I -believe, he says
there is
.a 60,percent imp.ro.vement in deaths and injuries that, can Le
acheved wrtn lust a laD belt.
Mr, Rosrnrs. Does'this opinion of yours Erow nol, oolv out of
your,avia tion experience,.but, also, yourixperie-nee in testing humans
ano Ine rmpactS oI lorcc In your &uLomotlve crash work?
- Colonel-Srapp. Yes. sir; beeause by measuring and demonstrating
human tolerance to protection with minimum reitraints. I mean dui
to the lap belt, we 6ave $hown that there is a larqe marqin for improvem€nt,
in safety and in the safety factor in automobile crash
- Dloi€ctl0n.
.Mr. Rosrnrs. Would you again tell us of the experiment in which
Lieutenant Lewis oarticiDated?
Colonel Srepp. Yes.
Mr. Roeenrs. The one that he participated in?
Colonel Srepp. This wos a deceleration from 18 miles a,n hour to
a, stop in less than 6 inches, imposing a load of 4.800 oounds asahst "
the lap belt as tbc bumen subject, susiained 27 g.'s deceierarion. And
the only perceptible injury w&a soreness in the bsck &nd in the neck
lastilg 48 hours. And there was some immediate mild shock which
did not prevent the subject from walking awav in 60 seconds.
Mr. Rosenrs. In yorrr experience with smill nlane crashes. and I
speak particrrlarly ol light.planes and. possibly' you might includc
your expenences with trsining plnnes. have you found that a good
many pilots have been able to walk away from those crashes if i.hey
were properly reetrained by lap belts and shoulder harness?
Cofonei Srapr. Yes, sir.- Aird there the shoulder harness is essential
because of the small restricted forward clearance alloq,-ins the
pilot's head to hit the instrument, panel and the structures in front,,
if he is not held bv the shoulder harness. In an automobile there ii
the possibility of desigrring it so that there is enough head clearance;
therefore, the shoulder harness is not, essential.
Mr. Roeenrs. Do you think thal, the research activities of the
miliia,ry services should continue to concern themselves with the
transportation problem?
Colonel Srapp. The mission of the Medica.l Coros in all branches of
the services ie the conservation of the fighting strength. It is my

MOTOR VEIIICI,E SAFETY 209
opinion thal proDer interDretetion of thst mission req uires research
aird develoonientl in the ilrevention. of iniurv or dea''h, wherever it
may be diririnishing our hghting suength. Thst is juit as true of
surface vehicles as it is of flyinq weapons.
Mr. Ronnnrs. If I recalf coirectlv. a former member of the subconmittee
was at Holloman Air tr'oide Base. Could you give us an
estimate of th6 cost to t'he Federal Government of the activitics for
which you hed charqe of in that connection?
Colonel Sr,rpp. T-he cost in contracts and direct research at Holloman
in the interval from 1954 tbroush 1958 was in the order of
$40,000 a year in automotive crash researeh.
Mr. Roirnrs. Is i[ not true thet &fter the sput'nik went into orbit
that the knowledge which you had ocquired from your experiments
was called for bv all branChes of the services as to how much the
human bodv could withstand under certain pressures?
Colonel Srepr. Yes. sir. that is still true. -
Mr. Rornnrs. Thei are still relying on the dato which vou had
assombled in vour work in that connection?
Colonel Sripp. Yes, sir. Of course, there are other projects. The
other projects in aviation and space research that, cost more than the
$40,00b ;hich I have mentioned. The $40,000 was for automotive
crash research done. And I consider that not to be exorbitant in
comparison with some $24 million s vear of direct and indirect costs
related to automobile crashes in the Air Force.
Mr. Rospnts. And did you not h&ve charge of preparing the Air
Force officer who recentlv made, I believe, I 17- or 18-mile ascent?
Colonel Srepp. I had iha,rge of the free b*lloon man high program
in wlfch Lt. Col. G. Sr mond"s ascended to en altitude of 20 miles for
32 hours 10 rninutes, oir the tath and 19th of August 195?.
Mr. Rosunrs. Do vou lrave ar11, questions?
Mr. ScsnNcx. I iust want to ixpress my very deep appreciat'ion
for Colonel Stano's -aooearance
here. He has qiven us verv valuable
information. aid ha.d'civen the Air Foree vafuable service in aeromedics,l
woik.
Colonel Srrpp. Thank vou.
Mr. Rornnls. I would- like, myself, to associate myself with the
gentleman lrom Ohio in his remark; commending you foi your wonderful
work, and for -your eppearances here, for your fine contribution to
medical research to our country.
I have just one more question and then we will let you go
Do the'military servic'es purchrse standard type cars known to be
unnocessa,rilv dangerous?
Colonel Siepp. a{a.y I first make it clear thet I 8m testifying as an
individuol. and an exiert in ths field, and not' as a reDresentetive of
the Defenie Departnient. That much was requesl,e& of me by the
Defsnse Department.
I believe ihat safety standards, in accordanco with human safety
rsouirementa. should be a Dart of t'he specifications for the procurement
of all vehicles. flvins'or surface, that the Air Force purchases
Mr. Rosrnrs. Agaiir, i $'ant to commend you -Ior coming here
As is always true of your appe&r&nces, we feel that the commiltee h&s
derived cr-eat, benefiffrom it. I feel honored to havo had you before
our comirittee. Thank vou vsry much.
Colonel Srapp. Thank-you, sii. It is my honor and pleasure.
4A??6 0-6S-16

210 MOTOB VEIIICI]E SAI|ETY
Mr. Ronrnrs. The next rritness is Dr. T. P. Wricht. vice president,
for rosenrch,-Cornell Univorsity, Ith*co, N.Y. I b;lieve, Dr. Wright,
you sre the former administraior of CAA?
Dr. Wnrcnr. Yes, sir.
Mr. Rosrnrs. Of course, this Bubcommittee and the full committeo
feele verv cloee to aviation. We have, as vou will know. iurisdiction
of the CAB and of the new Asenev, the'Federal Avia tibn .Asencv.
We cppreciate the gresl, work that, G being done at Cornell. We aie
deeply grateJul and indebted to you for being before us today. You
may proceed as you desire.
STATEISIVI OT DR. T. P. W}IOET, YICE PI$ DEI{T FOR
RESEARCtr,
COBITEIL I'IIVEESITY. ITEACA. IT. Y.
Dr. Wnrcnr. Mr. Chairman and members of the committee, I
have presented to the committee *'ritren teetimony, but I believe tLat,
I can make it more effective if I talk from notes,ln addition to what,
appears therein.
I appeared before the Subcommittee on Traffic last April when
you were discussing the research needs in traffic safetv. And I
would like to sl,art 5y outlining in just a, sentence one of ihe several
points thaL I made there, as it is relevanl, to whot I later say here.
In the first p-lace, I told of ra-pid advances of science and technology,
quite largely due to the use of scientific methods which go from faiis
to conelusions.; that this is applicable to the highway safity problem,
and thet we should premise -any decisions we iake -on facts bolleeted
in the field that will make it proper for us to draw conclusions.
And, also, there should be s wide baee of these focts nationwide.
so that the-y will not be isolated cases and that the incorrect conclusions
will be drawn.
The matter of the prevention of accidents is, of course, all-imporraor.
And Cornell has interested itself in this, bui we have lelt since tbe
time of Mr. DeHoven's work way back in tho 1940,s, that, the neglected
field. was _the .prevention of injuries as distinguisLed from tlre prevention
of eccidents. So we have for the moef, part concentrate(i on
the prevention of injuries.
We have found universallv the enyimnment verv satiEfactorv because
of the availability of people in all disciplinei in [he univ6rsitv
who contribute towardd this-kin-d of work.
And now for the testimony todey, the maenitude of the traftc toll
bas been covered so adequatolv that I will-onlv mak€ comment in
terms of lives lost and injr;riis su_stained and'property damaged.
The problem is definitely both endemic and epidedic ii ite nature.
ond therefore, certainly deserves the careful coniideration which youi
.eubmllmittee is giving to the subject with a view to decide what type
of legislation shodd be appr.,oved- bv the Consress.
AlI appreciate, I believd, that it, i; the Fed;el Governmenr, marrer
at thie stage and can only be properly handled by the Federal Government
dorDq som€tbrng Dbout rt.
, 5;1sg, il is epide'nidin nature 0a, indeed, Colonel Stapp and others
naYe all bmugnt out.
The questioin of Federal leeielation end the nature of such lesislation
is, of aourse, the objec[ for vour comnittee to detsrmini. I
would not pr€su.m€ to disiuss that st leagth, porticulerly as through

MOTOB VEIIICI,E AA}EIY 2tl
a miscarriage of the mails I did not receiYe th€ bille thot ere being
DmDoBed uitil I coms to this meetins this morning.
' ttom e cl&nc6 at, cwo of theso bilE that I hsve had, and whicb is
not comme.-nted on in the writton text, I would certainly, commend
the one ILR. 1341 which would Dr€scribe the use of vehicles that moet
the stonderds established by thi Secretary of Commorce for Government
nurchass and use.
In &nnection with H.R. 920, I would give quolifiod endoreement of
thrt. There are certain featuri€s of thal thni I think aro such that
vdu must studv e little bit more carefullv.
" Thu reaon i sav these thinm ie that' we are st&rtitrg out on the
basis of the t€xt as writt€n to- ploce into the Department of Com-
merce the €stablishmsnt of spedific rules a,nd reguletions tbst must
be adhered to bv the industrv. And I am not certoin that there is
not a verv Lorge
-public education facior to be entered into here bofore
this is doire. -I rim not certain of this'
The oreeent mgthod of handli"g the automobil€8 in industry is
thmusti the SAE. and I tbink thai there is necessiiy for a big stick
to eet"quicker aciion tban has taken place in the past, but I a,m not
sui of-this couree of relving on tbe SAE, unless tbere is some Eorc
or reouiroment that m&kes them move faster, which is a good way to
handfe them.
Mr. Ronoqrs. May I interrupt you?
Dr. Wnro#r. Yes, eir.
M". Ro"rors. At" vou familior with Mr. Schenck's bill' which
would have the Surge6n General set up Etandards in this metter of
exhauet emission?
Dr. WnrcRl. No, sir; I em not femilia,r with thst, I hove not seen
that.
Mr. Ronnnrs. This biU was introduced by the gontleman fmm
Ohio and it genemlly prohibits the use in corrlmerce oI any motor
vehicle which"omits amdunts of exhaust geses which are found by the
Surseon Generel as dongerroue to humsn healtb' I recognrz€ th&t
hofi a ebnm at the bill, ,-you will not feel qualified to discuss it' but if
"ou -ofud like to supplv for the record a stBtement concerning that
6U f tUnt it would 6e helpful and valuable to the commiits€.
bi. Wirar,r. Yes. sir. i would be glad to do thst efter I have had
a chence to studv it:oblv wffnbg thit before I could endoree a bill
it woufd have td be shobn bv scientific method thlt there was an
"ro** th"t lt* going to be priper, becruee when I was in l!e, CAA so
ireouentiv we wFre irone tir niove a little beyond or e little foat€r
tbai ihe'teetimony aind the evidence thot we had really showed that
we should.
(The information to be furnished is as follows:)
Cornrr,l UNrvlrerrt.
Ithata' N'Y ' Jdu 16' 196s'
Eou. Krrrrrs A. Roaonrs,
Ch"ir.,,'o,;'.' S;b";;;iak" in Hcalth atd Sdlctv o! the Commitka 9rt Intafttat atd
Foreiir Comnerct, OLd Hovea Otu. Etduini' woshi,r|tot' D.c'
DlAa Ma. RoBlala: -S-.-Mi At the coEclusioa of my testimony before your subood-
-iit#.r .lttv Echesck sEked me if I woirld not corirmgnt on his proposedoosoa
'tniE uiU. tf.h. i340, which up to that time I b6d notseen. Inovhaveocopyof
cnd itlso bave alvailsble lor studv the published hearitrgs of the t€8iiloony
d""" to vo"i "uuoir--lttee on March'r7, 1938, dealing with E.R. 9368 which was

212 MOTOR VEIIICI,E AAFDT
Dresumebly the oliginsl form of II.R. 1346, I havo tead both bills and believe
ihat substintial improvement hgs been made in the rcviFion, H.R, 1346.
I noie thst in tha hesrincg of lf&rch l?. 1958. the tritten testimony of gecretalv
Folsom of the DeDertisDt of Health. Fdudation. end Welfsre an'd of Secretari,
Weeks. of the C6mmerce DeDsrtment. ere both reproduced. I would be
foried to aciee witb the sttitude th'st ihe Sebretaries take-insofar as H.R. 9368 iB
concerned. - I think ihet mary of their ciritioisrns have b€en rectified itr II.R.
1346 althouqh I rould 6till believe that odditional modificationB Bhould be mede,
In this reiard I am disturbed by the establishment of s, time limit at which it
msy be reas-ona.bly expected that iecessary research msy be compteted. Experience
indicsteB thst a time limit on research is not Drsc(icable end the ettsbliahment
of such e time limit mey $ork toward the prema,ture promulgation of
etsodards for occomplishing the detftable end. I vould the&fore suggest th&t
the phr&!e. "but
lroi laier th&n 12 months &fter the date of enactme;i of this
act." sDoearinr iD sentences 6 aAd ?. Do,ce L of the bill. be etimineted.
Althbirgh in-seotion 2, emphasis ii p-l6ced on the establishmeDr of reasonable
methods ;f controlling the discharges of motor vehicleE in order that the specided
Etaodards msv be att;ined. I belie"ve additioDRl stress oD this Doint tocether with
practica bili ty- of enforcemini rhou)d appear in the bill. This I wo[ld srrggest
migbt be accomplished by adding after line 6 of p&ge r, following the word "produced.''
the lollosins:
"tocether
wiih asceriairment that orscticable devices
have 6een develooed Io schieve these statrdards and that reaionable meihods of
enforcement sre it hand." Zhen in section 2 on poge 2, starting in line 20, I
q'ould Btrike out the word-j "is s,vsilsble" and aad-the follo\.ing:
"&qd
that
reasonable methods of enfoicement arc avail&ble."
Although, admitt€dly, it is deBiable to g€t the intent of the legi8lation ioto praclice
st as early a dat€ as possible, it is in my opinjon, a,a stated heretofore, uDwi8e
to €Gtablish ioo rigidlv ihe date on $hiah ihis niav be found reasonable. I
believe that premituri estsblishm€ni of the etands;dB togethor with possible
feilure to evdluate devjces for accomplishing theae etondaids and methods of
enforcertrent would load to no end of trouble a,nd ectually retard achievement
of the desirable aim of the le{islation by setlinl the bill in bad repute ftith the
public. The aim of the prov-isione I hlG srrg!€sted are to ptacF the responsibility
for moving ahead rapidly with the Suryeon Gener&l bul not forcing him
to do something ahesd of an ordprly development iD the field.
I appreciate ihe privilege of commeEtina on H.R. 1346 and as well, of eppearing
beforb_your subcommittei in conneclion -silh ihe hearings whicb took pla.ce otr
Julv 9.
Siooerely yours,
T. P. WarGEr.
Mr. Rornnrs. You may proceed. sir.
Dr. Wnrcrr. I think the-sreat emDhssis thst I would like to add
or r&ther to supplement whst has dlreedy been said and which is
within mv area'df competence as an enciieer is tbe packasrng conceDt.
I ihink it ie periectlv absurd to iack a delicaie vasE to send
oul to the west coasf, in a wiy thst it w J get thereJ and then package
or not package human cargo t'hat is, probably, encountering many
more hazards. And it iust does not make eense to me for a person
to eo ih a lethal weapon if he has a crash without anv method ol holding-
hinrl in-place ol_ protecting him against proie;tions snd other
thrnqs that he may hrt,
Aid one mieht -s,sk, wha,t is the chance of Brrc,cess in achieving tho
object of reducing the loss of life in automobile accidents. And I,
peisonaJly, think lt is verv sood. I think it can be done if all of us
iut our energy intn it, and -there is a concertod action, particularly,
lrom the sta"ridpoiLnt of IuIIer utilization of what' has alroady been
scientificallv provsd.
We do kirow certain conclusions. on o statistica.l basis. such as the
colonel mentioned a few minutes ago. And I believe this sincerely
mwelf. If vou had nmoerlv desierled e€at belts that were worn
thit vou cou.ld reduce ibe fat-alitv b-v 60 percent. That would mean
a very big saving, because the bdlt, fi thG case serves s duel purpose

MOTOR VEIIICI,E EAFETT 213
of preventing ejection from the car, in addition to preventing forward
occeleration agginst obiects.
So we have-i,his infoimation. We know it.
. So, to me, the thing is to let us do aomething about it and get them
ln.
This is a little discouraging. We have a record fmm C*lifornia of
th6 fect thst Bt the nresent time there are onlv 3.5 percent of the cars
ther€ equippod with seat belts and mosl, unfdrtunale is ths fact that
onlv 30beii-ent of those equipp€d that wore being used at the t'ime of
sn -s,ccident. W€ll, thst me;ns I percent of thi population of that'
State during the r'ecord period wero both equipped with and were
usitre belte.
This means a bie public education situation, no matter whet rtre do.
I believe in it erioirsh so that since 1954 I have had six seat bslts in
mv car and eix in mv wife's car, And we never Eet into the ear in the
gdrage but what we- put them on, because 60 pelcent of survival iust
m6sn8 thst to me.
Anothor thing we noed to d&ke this a success is the continuing,su-pnort
for r.esearc-h. and not so on the premise th&t we have all of the
lacts now, but to have a co"ntinuing research program.
Anothei is to Dropsrly channelizi to tll the interested agencies and
to the industry t}ie lnfoimation, so that they can do something about
ir.
And the final ons to which I havo elready alluded is the mstter of
public education. I have often thought it would be e very nico thing
if the announcer€ while annoucinq a fatalitv in the localitv or the radio
would iust add. "This Der€on ;as not wearing s seet-belt." That
misht 5e a eood thing iind have s salutorv effect, to have that snnoinced.
O-r in the case of enother one thet hed a sevore accident and
the lives were all saved, that it was mentioned thst they had seat
belts ond were wearing them. But t'ha,t is just a little publicity
proDosrlron.
-
I'want to emnhasis that much has been accomplished in ths matter
of automobile desisn from the standpoint of ieducing the rate of
fatalities Der hundr;d million vehicle miles. I do not think we walrt
to make ihis Dicturs entirely black. The mere fact that during the
lsst 15 years br so the fatslity rste has been about constant, somewhere
fmm 35,000 to 40,000 pdopl€ per year, and the mi.leage has -gone
uD st a stesdv ascendinq mte, iirdicstes that the rste has gone down
aird that this is a qood tline.
I think that 6me of ttre teamwork between Govornment and
reaesrch and desisn hae borne on this particularly in certain areas
For instance. the;doDtion almost, univi:rsallv, if not enl,irely so, of
door lgtche ih&t will not' sprins open under considerable impact. I
think thet has contributed iubetsnlially to l,his.
The fact t'h&t instrument panels hrie, in many ca-rs-, p*dded sills
across tho front, I think, is a very good t'hing and is being done
althoueh thie ie optional.
Theiteerinc ademblv is on the right trsck.
I do not believe- and this would have to be verified by Mr. Moorethat
statisticallv we hove enough information to esy that we have
arrived at the dnd solution or the industry has, for the design of the
control column snd wheel. It has been inihe right direction' And I
bolieve that etatistice will shoiY there has been some improY€ment in

2t4 MOfOR VEIIICIJE gAIElrY
the rate ol injurics and fatalities from thie source but we need more
information on this. And maybe some other type of deeign would be
better.
I think we have impmved the situation in many cars in the marler
of baving projectioDs that the head can strike asiinst, althoueh here
again every now and then I get into a car that blas some aw-fui lethal
weapon in front of my face. I think the industry could rrell pay
attontron to thrs_
-_A8 to the cauaes of injury, we still htve the steering assembly as
No. 1. This does not mean necessarilv that it is the most leth;l of
the various mstter€ mentioned, but simply means there is always a
driver; thereforo, he will always encountiei the steering column ii he
ra ln &D &ccldent.
The next in importance is eieetion-eiection from the doors thst
fly open which bave caused, I t-hiok, somi'thing like 25 percenr of the
fetal fatalities. Tberefore, with the new doorlocks *nd with the use
of seat belts there should be a marked imDrovement, in this resnect.
The instrument Donel is the next most imnortant one. And'here
ogain l,be tendency' iof,ords padding alons in'front of the instrument
board is a very. g6od thing.' I hop'e that"more and more people are
ta,l

40I10R VEEICLE $AFErf zLE
will. therefore. not d€scribe them. But these developments stemmed
frorl a lone D;riod of research based on tbe actusl testing of rn outomobile
bv Eeielerstins it at difierent rates and having dummic ineide
of whicb" movine oict"ures wore t&ken-thst, is, elow motion---ao that
vou could 806 th; ax&ct motion of the dummies under Yerious impsete
6f decelerotion.
There ig iust one point of interest thot has always struck me. We
had one sm'all dumdv-the dummv of s child in the rear s€at. And
Jt i soeed of 20 milei an hour, the-deceleration through a diatence of
4 feeti this child struck the windshiold; in other words, he dove ovor
tho tict< of the fiont eeat and hit the windshield in hslf a eecond'
Ii sho;J tne suddenness of things that can occur at a relatively slow
speed of 20 milee an hour and w'ith a quite Iong decelerabing distance
ol 4 feet which meant s q. of abouc 3X.
So it is e fallacy to sa-y tha,i you have to be go-ing faat-in order to
havo a fotsl accident. You cai be going very slo*,.as Mr.- More's
studies hove shown. They show that e la,rge pmportron of tr€ accrdents
- atrd fatalities oceur al, spoods under 50 milee en hour'
Per*onsllv. I would rate thd seat belts as the most important single
item that ciit te nea to ssve liv€s' Therefore, I am very much in
fevor of the requirem€nt. However, it should be -administnred legiela,tivelv
so that il, would requiro all auLomobilee to have the provisions
for ssol belte built in; in o[hor words, chst the structur€ wou]d bs 3o
snan"sod th&t the beit could merelv be hooked on and you did not
harre To have a gsrago mechanic do ill of the weldiog underneoth and
sll of the ot'h€r -thin& chat in most cars you have to do to-g€t a sstisiactorv
installation." And vou do not iet uniformity. Theroforo, I
think "that ths automobile cbmpanies should provide ell cars with sost
belt installations.
The reouirement of whether ths s€&t belt should be inetallod or not
or whettre:r that should be optionel equipment is one that I sm not
DreDsred to eav. If we hsd'our educeiidn8l progrsm dready sold to
lhe'public I sa"y, certoinly, they should be prbviiled.dso' But eilce,
"ppi"""ttv, th6'public ii,'ttu,iugn inertia, very reluctsnc to either
hiii or t6 weer frelts, maybe ]f,e heve s bi! canipaign pmgram to do
in order to educste them.
I think I can sav thet in mv hometown of Ithaca we have o larger
proport'ion of sest-boltg instolled thsn anywhero else in the country,
in a town of thal, size. simplv becaus€ wo have made so mauy spooch€8
and have hrd so manv indidents where peoples'lives heve been stved
that, did have thom, -that the public, I think, is really gettirg.-Pr€tty
well sold on that. And tbal is what on a nstiouwide scalo wrll hav€
to be done.
I thiDk thrt crash padding ir front oI the people 8t- the. top of the
dash ehould also be a iequire:ment. I do not ste that the difference in
cers should be so much ihere eo thst it could not be standard equipment.
And I would hope thot aome standsrd could be set up that would
remove lethal proj6ctions in addition to the instrument bbard al. other
oith"*
one automobile manufacturer has relocotetl his rear view
mimor so that ii is in a better position than formerly.
Then to sum up, pnckaging for the driver and hie p-assengers is ossential.
And it is t'b'e'next' big"step we c&n take to reduco-tli8 ePidomic
ioss of life end injuries in adiom6bil€s to the automobile &iving public.

2t6 MOTOB VEIIICI,E SA?ETY
'W'e
need to enlarge ond accelerate the scole of our work and we need
to. gradually get inio accident prevention as well es the prevention of
rnlunes,
So I guese my plea is for Government actioa on s Federal bs,sis to
take such nece8a&rv steps as in vour iudsment should be taken to
expand the scale of the efrort and to li,y trom certain requirements
that are susceptible of proper administration. plus any educational
pmarem that 6an be ent'ereil into.
- 6e of our doctors in research said thst tre ousht to adopt s slosen
for seat belt, woarins to the effect that, "Make i Habit of-Your $at
Belt: It Is Too Late-Jfhen You Wait Until You Need lt."
Thank vou.
Mr. Roannrs. I went to thsnk vou for vour fine sta,tement. I
would like to ask if you would ojbeci to haviirg the written presentstion
entered into the record, too?
Dr. Wnrcur. No, sir.
Mr. Ronrnte. That will be made s Dart - of the record.
(The prepared stetement followe:)
Srerguswr or Dn, T. P. WBrcEr, Vrcr Pnrgropryr lor Rosr,lrct, Coawolr,
Utrvlnsrrr, Irrece, N.Y.
Mr, Chairman and memberg of the Subcommitte€ on Health and Safety. it was
my hotror &nd pleesure to appear before lhe Subcommittee on Trsmc gafety in
April of last year, in the course of the hearing otr research needs in tr&ffc s8,fety.
At that time, prior to subDditting my testimony for coDsiderotion, I identified
rtryselj and the cepacitieB i4 which I appearcd, I Bhall not trouble you with a
lec&pitul&tion of my or€dontiels, thetefore, a,t ihis tiroe,
The megnitude ot the traffic tollJ in terms of human lives loEt each y€6r in
pssseDger automobiles, is & matter of record. The loss in terms of injury snd
disability, while difrcult to eetsblish in precisc terms, w&6 e8timated by the recetrt
netionsl-health survey of the U.9. Public Heolth Service to afiect neaily 5 million
American8 atrnually. I do nol b€lieve that eny of us here tod.y fa,il8 to recognize
the eeriousness of the situalion wbich thes€ ffgures represeDt. Rather, we are hero
to ooDsider how the Federal Govemment can cortribute mosi eff€ctively to ihe
natioDal task of bringing thi8 endemic and epidemic highway disease under
oontrol. f shsll not preaumo to ottempt influetrcing the committee on the questioD
of whether Federal legislstion is, or is noi, the mo8t desirs,ble mestrs of assuring
minimum Eafel,y staadards, That is a eubject on \thich my opinioDs ere probably
b€Bide the point. I believe, however, that I am qualified to testify eE to wh€ther
or not engi'neered safety ddign can ahect ihe pro-blem &t haDd-tiat is, whether
passetrger car occupaDte csn be "psck&ged" in such a manner that drams,tic
rcductions itr the anoual highway injury &nd fatslity toll will resdt.
The eaBwer ia, moEt decidedly, "Y€8":
(d) If e concerted efiort is made io{,ard fuller utiliu a,tiotr of the informaiion
whici ecientific reeearch hae already provided.
(d) If appro-p ate support for preieit and future investigation ald research
caD be assured.
(c) If present and future findings can be channelized to individuals a,nd
organizations willing end sble to act oa their implicetione by applying them
at the practicol level.
(dl If appropriate public education&l meaaurea are assured and maintained.
I admit to ttrl pod8ibiiitv th&!, ae vice president lor research a,t Cornell University
and preeid-ent, of thl! Corrie[ AeronAuticsl Laboratory, I may be inclined
to bias io evaluating the relstive significonce of achievemeotB wiiNB my own
institution. Despite ihi.s possibility, I feet that my b&ckgrouod a,e an engineer
and os former Administraior of Civil Aeronautioe irfrords"me some profesiional
insigbt into the matier of vehicle sofety, and prcdisposes me to scienaific detrchmonlt
in proceedinc from fact to conclusidn. I{urtheimore. as a mstter of p€r8on&l
ethic€. I should coisider mvself cuiltv of a cnme &sainst hrimsnity if. for lihatever
reasori, I were responeible for irol

MOTOB VEETCI,D SIT'ETY 2L7
lrye at Colnell b€lieve ihat & systemstio method for reducing the epideEio
DroDortions of hiehwav iniurv ond'deoth are now qrithin reaoh, snd we cite aB
6vidence whot bai slre-adv-bein accomDlished through the clos€ coop€ratiotr aDd
teomwork of Governmeul, the de8igD ind produotion engineere of ths ptoductg
whieh transDort rDsn. and tbe reeouicee of aD academic institutioni
(l) flret, we f,sve establiehed, beyoDd atry possible doubt' thet th-e inju,ry
consioueoc! of moto! vehicle accidents ia overwhelmingly iDnuetrced by the
desic[ and comDosition of structur€s with which occupaota come iE forcible
contict durinc ;raah deceleration,
(2) Secondl with relstivelv limited !e6ou!cea' vre haYe aheady i8oloted
ond identified, itr a saeple oi iniury-prcducing sccid-eEts, the following coEr-
DoneDts of vohicle desi(n. ranking theo in termB of the tFequency anc ule
ieveritv of the iniuriee thev innict: (d) SteeriDg sssembly' (b) eiection'
(c) insirument Danirl. (d) wiDashield, (e) front s€at backreat (iop)' (J) door
stiuctures. to) fionr'seat backrest (bottom), (rr) front corner po8t, (i) flyina
class. -
(r) lbD structures, (,t) rearview mirror.
(fi fUird, with support from sn iuaura-nce 8roup, sn engitreeriPg hboratory
has develoDed aDd constructed a crashwortny automoDue Dooy' or pa8_
seni;er "pacta6ir," deDoDsitating oumerous possibiliiies for the coDtrol of
cra8h intury through enSineeritrg deajSn alone.
(4) Iirurih. wittithe c-oooerati-on of ihe autorootive iDduetry, certsin design
innovationt f6r safety-imiroved door l,Btch mechsnisme and modified steering
asseEbliei-hrv; beeri incoryor&ted into appr-oximately one-frfth of all
thi pae8encer sutomobiles now irioperotion on the highways. The effective_
neas'ot ile; inDov&Lions has been evsluated from dats cotrcelnilg teDs of
t'housands oi oeople exposed to possible iniury in sctual aocideDts, and ihe
resultr measured in stat-istical terms. Other safely design componelts-s€at
belts and crash psdding-av&ilsble &s op[ional equipment on recent &nd cur_
r€nt &utomob eA have 6een similarlv eviluated, in studies based on relatively
mas8ive samDles of daia frcm actusl sccidents.
We believl thaf the evidence must now be regarded sa conclusivei whete de8iSn
8nd comDosition have been modified, in accordsnce with sound scientific investicative
dito isolstinc and identifvini tho8e areas and cornponents of engineeriDg
iiesign which hsve f;iled to provide good ''packaging" for living-hu.matrs iD actu&l
oceidentt. the resull, haa bden an iicontrovertible snd scientificolly measuroble
decrease is freouencies and ri8ks of iniurv and fstalia] emong the exPosed accident
populatione obhrved. Thus, it is undenisbly spparent that the conirol of Etruciuial
dercicn iB an efrective means of controlling injury. It is equauy apParent
that, untifwe have considerably increased our knowledge of how to.-pJevent eccidents
l,hems€lve8 from happening, we muat accept our responsibility to make
fullest possible uee of the_ means slread-v st our disposal for controlling those
etructuies a.nd design principles which are ideDtified a.s dileci csuse8 of injury if
and rlrhen on accident occurs.
I do not believe thai $'e can efiect any appreciable a.Dd permanetrt reduciion
iD the magnitude of the crash injury problem, within the foreseeable future, except
bv iocreaiinc the csDecilv of t,he vehicle "package" to protect [he occupants' or
c6Dtents fro"rh .tamace in transit. Onlv the vefiicle, in the complex of human,
mochanic&I. hichwavl and enviroDmentel factor€ which compo6e our transportotion
svstern- le;ds iG6U readilv to s hich decree of sta,ndardizatioD, in oress afrect-
.inr himan iafetv. within a relalrvelv;hort Deriod of time We cannot expeci to
enTotce ot imooie standordized human behCvior by sn.v preaentl.v kDottr mesns'
We ca.nnot criote overnight e robot-controlled tlansportation system,vhich will
eliminate the consequenc6s of human error, nor can we curtail the high degrce of
mobilitt' rtre hsve aitained without thaking both our economy- ond our civilizs,tion
to-the roots. Onlv one choice rcmainai ch&nge t,he vehicle, or continue to
live ta'itll atr eDidemic disease racinc unchecked in our midst, s plsgue which fells
the innocent irs well as the guil"ty;tbe Senius as srell as tbe idiot, without discrimination
or faYor.
Gentlemen, if vou are convinced, ss I am, ihot these ar€ the alternatives, then
I beliere vou cannot fail to acree that R'e must not only coDtinue to puraue our
present cdui€e. but that $e Iiirst enlarge and accclerate our efrorts. If the he8t
ivoilable solulion is improved pnssen[er packaging! -then
we must make the
tlecs3stv inrprovements is rapidiy as i;c ore ahle to identify the qre33 and components-in
"ied of change. iVe inust work logether-even more- cloael,v thon r'e
iave in the o..t. t ith-Co*utn*ent, enginee-rs, induslry, and res€grcbere all
pulling togcilier. 'The 'otielt engineer and the manufael,urer csnnot hope to accomt-h"
Att a.lone. without adequaie infomaiion as to that muEt be modified,
;trd without followiro evaluation of tbe effectivene.aa oI chauges ah€sdy B&de.

218 MOT{)B YEEICI.D S,ATEEY
Ttre scsdemic itrrtittrtiou csn prcduc€ ffDdiraE to Sutd€ the iDdustry only wheD
gdeguate volumea of dats, froir the highwo5;e ald frorn tho l,obodtorie;, have
leea collectcd, Dlpo$€d, snalyred, iDterpreted, aDd itrcorlJorated lnto reports,
Tbe sp€ed and emcieDcy with which inlonirstior caE be ob6hed deDsod8 o; thc
Bcsle of operatioD8 p€rmitted by the smouDt d EupDort which iE D-nrvided: tbe
rate of reaearch output obeiou8ly cannot be erp€st€d to oxceed ibe Eaxi6um
capaoiiiei of tbe available p€r€onhel ond equiDmbnt. ID vi€w of the m.ssDitude
of tbe problem t,o be solved, sDd with the predictable knowledge thot del-sy will
be measured itr iDexoEhle terms of humaD ljfe, aufrerinc. anii permenoni dl+
abfity, I beg the MemberE prcGent to use whatever meaeiies they may, iD their
disorctioD, employ to coDtinue and to expsnd the preseDt scale of crssh iDjury
inve6tigatioD aDd eDsineeri!8 desi8n led€arch-at Cornell and elaewhere-and to
coEplement and expedit€ the builditrg into automobiles of sll ssfoty foaturoE
whos€ worth iE ogrsed - upon - by recognired safety autholities end tbo industry.t
I'hsnk you.
Mr. Rosnnrs, I would like to commend voir on vo* interest ond
I wsnt io tbank you lor John Moore comins dowir and helpins us
with our sl,afi woik. I think I sDeak for mi colleazues when l-sov
thst \re ero most rrat€ful t6 vou'for his eer;icee. .{nd I tbink that
vou - have made a fine presentition.
I essumc th&t you iake the same viewpoint as has o,lready been
expreeeed here that the problom of acciden-ts and deaths on oui highwdys
has rerched such -e proportion that it. eertainlv. mav b€ considired
ss a major notionel hrialth problem.
Dr. Wnrcnr. Yes, sir.
Mr. Rosnnrs. And that in the solution oI this problem we should
tneot it as we tre&t sny other epidemic, that, wo worild applv all krown
methods of rssearch io this feld. etrd thet we would hoie that the
industry would put into eff€ct the knowledge that has be-en acquired
througli the varioue resesreh groups in the dountry.
Dr.-Wnrcxr. Yes. sir.
Mr. Ronnnrs. I would essume, algo, that vou would alree ' that, this
problem is to a certain extent a cbntrollable problem?
Dr. Wnrosr. Definiielv.
Mr. Rosnnrs. And oni of the wayE thst, we c&n expect to speed up
thie would be to hsve th€ F ederal G-overnment take liadershi; in thi;
field?
Dr. Wnrcnr. Yes. gir.
Mr. Rosnnm. There is ample precedence for this type of legislation
in that we have required certain minimum standaids of sifety
under ths Food and Drui Act which hus been in existsnce for over 5b
Tesrs, sud ths spDlicatioi of minimum etandards of ealetv in ayiation
ind iir railroadi irnd el,eomships and retrigerators. We"have ample
precedence to have the Federal Governmeit assume this leadership.
Again, I wrnt to commend you on your verv fine Btatemont.
Mr. Scspwcx. Mr. Chairmin, I hive no iuestions. because Dr.
Wright made such s fine presentstion. It ig s; complete.
I commend you for your stotemont todoy.
Dr. W*ronr-. Than[ vou.
Mr. Drvrro. Out of'curiosity, I wonder if you aro calleo upon
from time to time to testifv in i court of law ai an exDert on automobile
fatalitiss or what miv hapDen &t 20 miles a,n hour. and so on?
Dr. Wnrcer. Do you sav.-"Hiie l?"
Mr. Drvlwn. Yes.
Dr. Wmanr. No; I have not.
"rshw'v ll5'stv: t,"t'€r olom
"l ffi. ffi.%l"1193 thr g€c!€t,ov or oom'enlq roth ootrc'' r't '€€s

IT(}K)I VIEICIJE SAIETY
2r9
Mr. Duvrnn. Thenk you.
Mr. Sorsnns. Thank you egain.
Dr. Wnrosr. Thank you.
Mr. Ronnrrs. Our nrixt wit,neee is Dr. Ja,mc Ryen, of the Univenitv
of Mir:nsote, who iB profossor of mechanic+l oirgineering, and who
his beon ensEssa in resg-arch in this field for eome time. It is, certainlv.
e pleis-ure. Dr. Rvan. to welcome You beforo tho committ€e.
I und6rsdnd, Dr. Ryon, ihat you ar€ undei Bomo Prcaure to get brck
to New York.
Dr. Wright, ane you undor some pressur€ to get back to New York?
Dr. Wrroxr. I hove to leave in a lew minut€s.
Mr. Roarnre. Are vou ocainst s plane schsdulo, too?
Mr. Rrer. Mine leiv€s;t l5 miIrtut{E to 6. I hcve 3 or 4 hours.
Mr. Rosnnrs. You moy procs€d os you dsir€'
STAISIEII Or tAxES L Ar/Ur, PBOTESSOB Or IECXAXICAL
EtrONYf,TPrIfE, ItrSTITUTE OT TECX,IOIOCI, UTTVEASITT OF
xrrrESoTA, unrrBAPou8, Ilrtr.
Mr. Rrer. Mr. Cheirman and sentlemen of the comnittoe, ss
understand it. thig hearins ie on C motor vehicle eafety bill and'
pe,rticularly, - ' Mr. Roberts'-bi1l, II. R. 1341. And thgt he i8 from
llebeno.
TNe is mv atstoment of t€Etimonv.
I, Jrmee J. Ryan, prpfeegor of m;chsnicsl engineedng, Inetitute of
Tedbnology, Uriivgralty -of Mqnessts,. Mi"neepolis, Minn., hsving
spsnt o portion of the I8,8t l0 y60r€ mveetrysung 8nd t€8ung ths
dcim of automobiles for the prevention of iniury to tbe occupa'nts
uDo; cnesh. the last 3 years under the sponaor€hip of Col. John Poul
Sicpp in the Aem M6dicsl Field Loboiatory, U.S. Air tr'orce, and
proA;€ding now with e grsnt-in-{id fron the U.S. Public llealth
Serrice.
I do hereby stet6 thet my rgsoorches have ehown e senic ol design
chences whi6h would prevint iniury to ca.r riders upon crash ot -40
mils5l- o". hour into risid baxricirdds or head-on collisions without
chans6 in stvlinc or inciease in cost of new automobiles'
Th'e design- cf,a,nges .involve. the adequate. lackagigg,.of the cor
oasssneer. sid 8re bised uoon the proper use of the ssot belt. Colon€l
Stapp f,ui shown that s6ai belte are ssfe for 23 g. i.mpacts, and little
duiige reeulte up to 30 g. Tlus they qr_e a proper onl procticol
restraint. a,nd have been normallv scc€ptod by mony Deople.
It has'been found etatisticellvihst s-bout one-half of the acsidents
occur below 40 miles per hour,-snd cpproximately one-holf occur on
the front quadront ofihe crr;ihus a means of deCreasing the impact
force fronthe front to a value below 30 g. would make sefe the use of
the seat belt.
This feat has been accomolished bv constructing a poir of hvdraulic
shock-obeorbhe bumpere ii front ol the car frams with o cioes-bar
ond bumper shielde a; at pr€sent. The hvdraulic bumpers dietribute
and redu-ce th€ imDart fdrces of Dr€aent car€ between one-holf and
on€-third, and strdctually consisi of two sets of pipes, one insido
the other,
To further Drotgct the driver rnd Da€aeng€rs fmn iniury, it is
€ssontial thet'thoy do not stniko any irbiect or surface ri'hen they

220 MoroB vDrrrcrrr g.alETY
rotote forward on the seat belts after impact. Thus the steerine
wheel and poet assembly is caused to go forward into the dash, autol
mstica,lly 6eins taken 6ut of ranse, -vet leavinc it oDerative. The
passenAdr iacklnifinc otr a sert belt. rind shuct;rallv it is caoable of
iupporting- a. tromenl,ous b.ody loa.d on the pelvic b6ne syste;l, only
supernclel rnlunes w l resrut.
Other engineerins changes a.re sussested bv tho iests which were
cnnducted -in determinini the abov'e- results: Somo ol those were
shown in the movies thiJmornine. The seat belts have been made
convenient to use, eosily adiustable, flexible in suDDort so that normal
movements of the body aie possible, and absbfutelv unnoticeable
from the wearer's viewpriint. Their str'ength and rigidiiy for adequate
supDort is maintained- bv fastenins theno' dtectlv"to t-he seat,. 'Tbe
seit- is then furl,her conditioned bv'small absorbeis to the car floor to
reduee the rate of onset of the imiact as trensmitted to the Derson rn
the worsb case ol a barrier colliiion as Colonel Staoo stressed this
morning. Thus the least possible force and the greiriest restraining
poqer are combined to cleate the minimum of discomfort upoi
?iolent decelerations of the vehicle-and at the same time, changeihe
vehicle and human nature the verv least.
These chanqes are sound and piactical from an ensineerins standpoint.
They -ere applicable with least coet to new cia.rs, whlre they
mav bo incorDorated in the initial desisn. Tests of these desisn
chaness and tf,eir efiectiveness have been -demohstrated before 8,ll th6
natio-nal safety roupe. includine representatives from the c&r m&nufacturers,
st iM Tliiril Annual-Stapp Automotiye Crasb and Field
Demonstration at Alamogordo, N. Mex., Ilolloman Air Force Base,
Aero Medical Field Laboritory, on Noveinber 13, 1957, whereil, wit[
mvsslf *s driver, and a graduate student &s Dassenser. e 1956 Ford
cai. so fit ted, was driven-into a solid crash brirricadE ai 20 mile* pet
hour with no iniuries to the paasensers or the csr. I misht say that
Colonel Stapp -did not have thai picture. It would"be o little
emD&lTassrng.
Although in equivalent cresh at 40 miles por hour would have four
ti.mes more energy than at 20 miles per hour.iho imoroved refinsments
detailed above iid the new inforniation aliout tbti resisting srength
of the. pelvic bone system, would equally result in no more tfiatr "upe"ncrar
rnjury,
It may be observed from the above that the maximum efiectivsnoss
of eest belts is schieved onlv bv proper ensineerins. Snfetv herein
must b€ treeted as s psckage-. foi riear:-sa{e iJ a,s difriult to adhieve as
tho resl thing. Thus a na--ti;nal law for inter€tats commerce would
spcll out the ne€d for seat belts, hydraulic shock-absorbius bumpers,
retrsctible steering wheel, recessbd dash, and sest absorber€- as a irnit:
This moy oppoar to be a lerge order, but an_ything less will not reduce
the deaths and injuries by 50 percent. The sussegted chsnqoa are
negligible compared in the airmirft indus,try t o.Cl14. regulatiois, and
cer[ar y tns f€ef,ncf,rons olr druga would make these requrrements
appeff feeble. ft is an important-problern. roquirine drasticiegislative
a-c[ion, and the engineering knowfedge is ivaiiable Tor legal d6finition
to creat€ a Eale c&r-Dassenqer envlmnmeni.
Further, thore is io cosior style peoalty to be sufrered by aryone,
&nd therefore the automotive inilusirv sh6uld welcome this"uni;eruai
opportunity to Borve th€ welfaxe of thi people.

MOTOB VEEICIJE SAFDTT 221
As an afcerthought, the importance of hvdraulic bumoer€ and ssat
belt8 on the small foreisn care ie equival6nt to th6 oD'mrtunitr for
survival upon crash. Without tais iquipment, snall iirs should ba
forbidden on crowded highwaw, as thebrbtectidn is no more than for
motorcycl€s. The general uie of seet belts would naterislly -Further. r€duc€
injury to car passsnger€ for ell i:npacts ond rollovers.
hydraulic bg4p"o would limit, the nlck injurie (whiplash) due td
reor-end collisions.
Mr. Rosnnrs. We thonk vou. Dr. Rvan. I would like to ask vou
where you rcceived your ectdeinic and professionsl tfsinins?
Mr. Rv.ln. Mr. Chairman, I attended-the Univer'eitv of l-owa ond
receiyed a degroe in mechanical engineerins.
I obtained my masters degree aitbe Un"ivertitv of Pittsburch in
gq.Ionicd engineering, and'attended graduate s:ehool at Sta.iford
u nlvergrtv,
Mr. Rdnpnre. How long has the knowledge of what scientists anal
engineert and researcher€ f,ave done in this field been *vailable to the
industrv?
Mr. Rvr,x. Mr. Chs.irman, we st&rted in mv group Bbout 1g4g.
The informa,tion has been developed rapidlv. Ii iae irerelv at thnt
time nocessa.rSr to validate it, to ftfne i[, bdcause it alroady had been
estsblished.
Mr. Rosrnrs. Do vou think that the ildustrv has been slow to
sdopt these recommended advances?
Mr. Rr.r.x. Yes, indeed. It ie unbelievable how little attention
they have paid to problems of thie nsture. It, iB not dght. For
m&ny years I taqht my students to the efiect that when they v/orked
for an automotive compa,ny, would they please note to do sometbing
about these humrn factors. Ald a few-v6ars later thev would sav to
me, "I om just an engineer, I have to make a livrns. I dinnot do tLeee
thinqs whia6 vou reoueeted me to do."
There does not, B€e'm to be a meens by which these fectors can be
properlv - imtlemented in induetrv.
Mr. hosinrs. And you endo'rse snd eubscribe to the theorv tha,t
this problem bas reach-ed such tremendous heights in death to'll Bnd
accident injuries and in medical cgre snd in hospital caxe, tbat it hss
reached the proportion of a na,tional health pro6lem?
Mr. Rv.r.r-. Yes, that is true.
Mr. Rospnrs. And that you believe there is to e ceriain extent o
contmlleble pmblem which -could be reached by this lesislation?
Mr. Ry.r.x. Yes, it could be coneiderablv reduced.
Mr. Ro.seRre. I hoye a number of questions that I would like to r,Bk
you, but I know that you are-yp agiinst a time schedule. And our
nexl wltDess ta rn the same Dredlcunenl,.
I just want, to thtnL you agtin for your appearance and for the
very-fine stotemenl, that you have pre8ented to tbe committee.
Like Joln Stapp, _I noiice that .i,ou take psrt in your owrr experiments.
You are irilling co risk vbur own life. f dertainlv wano rc
coT-eld you for your very brief"but very efioctive etatem6nt.
Are there any questions?
Mr. Scxnnci. -Mr. Chairman. I have no questions. I would like
to _thank Dr. Ryan for his very splended and'6ae statement.
- I do have one question. In y6ur statement you refer io hydroulic
ahock-absorbing b-umper-s.

2v2
MOTON VEHICI,E SAIIITY
Mr. Rr.rx. Yes.
Mr. Scrrtcx. How fer must they project in front of the c*r in
order to be efteciive?
Mr. Rvars. We believs I motion of l7 inch$ would be ideal. Thet
msans fmm the fmnt of ths redi&tor, which we do not believe should
be pierced. motion Bhould be sllowed of I ? inchee. That would includo
2 oi 3 inc6€s for the bunper structure.
Such a structure could bo placed on s csr withoub it evor being obserYod.
Q11 av ['ord, whicb you srw in CoIoneI Stapp's movie, there is s
bumoerbn the'frame tlrt, prevents us from putling the rear part of
the 6umper bsck far enous[ so that it has to]tick out in front. But
in doine'that we call attention to the fact tbat we do have bumpors,
so thaiwe do not rpol,ogrze for it. However, it is very noticeable'
It ean be built, into a car io thst it would not be observed in a,ny msnrer.
Mr. Scssxcx. IIow much would that lengthen the car?
Mr. Rv,rw. None at sll. I am sure th&t we csn get it into the Yehicle
without increasins its lsngth.
Mr. Scsrwcx. As I recall, most automobile engines are pretty closs
to the front of the csr-thore i8 verv little distance, let us 88y, betwesn
the front of the engine block end ihe radiator, t'he fan, and the other
Dsrts ' in front.
If the bumper is to be efrective, would it not hsYe to protrude
b€vond that?
Mr. Rv,rr. Ye. that ie a fsct. \
M". Scrnno{cr. lf that were dono, how would you park in normal
qerases which will not, toke the new care now-how *ould you pork
t-hem-. or in a parking lot or on the street?
Mi. Rv,rN. Mr. S

MOTTOB VEEICI,E AAFETY T23
Mr. Dnvrxn. Tha.nk you.
Mr, Roroms, I believe it is my information, Dr. Ryan, that the
engines of the caf€ todav are forther back. Betwoen the engine of
thd- car and the front st ihe pre€ont time, che bumper, there iJabout
24 inches of epace?
Mr. Rv.rw. -I om not sure, Mr. Roberts. but there is adequat€ room
between the Bngine block ond che fmnt oi the present [n#per to put
in this hvdroulic abeorber.
Mr. Rbsnnrs. Most of thac is now occupied simply by chroms or
decorative parts?
Mr. Rn-x. That is true.
Mr. Roennre. It ha,s, certrinly, boen a pleasure to hove hod you,
and we have apprecieted your fine contribution thst you have made
in this field.
Mr. Rrer. Thank vou.
Mr. Ronnnm. Our-next witness ie Mr. Williem I. Stiesliiz, desim
engineer, sofety, Republic Aireraft Corp. I am told th&t Mi. StieglitZ
is piobabli" one- of the greatest safety engineert in the countr!.
ft ie an honor to have you with us.
gTATEf,EtrT OF WII,IJAX I. STIEGIITZ, DESIOI EXOIITEEB,
SAFBTY, BBPUBIJC AVIATIOf, COBP., TABIIIYODALE, LO]rO
ISLAI{D, ]tr.Y.
Mr. Srrncr,rrz. Mr. Chairman and members of the subcommittee,
ffrst, I would like to establish the fect tbet in appearing here today
I am appearing solely as an individual. I am in no way & r€pr€aentetiye
or o sDokesman for Republic Aviation Corp.
I would like to tha,nk the subcommitte€ f6r the opportunity of
apDearinq - here ond I consider it I sre&t privilege.
lllso, IwoDld like to apologize to the subcom-mittee for not having
o prepired Bl,stement sva:ilobfe for them. Unfortunately, I was *woy
on company business and did not receive tbe inyitotion to appe&r
until this Mondey, so had no opportunity to prep&re a written Btate'
ment.
Mr. Rospnrs. Thot is perfectlv all risht.
Mr. Srrnor,rrz. I think th€ rdord of-automotive accident picture
has been so fully and clearly etoted by previoua witness€s thai there
is no oarticulor reason for me to so into it.
Ae -you stated, Mr. Chairmanl there is ample precedent for tho
Federil Governnent to tske coqarizanc€ and to tek€ action to control
the situstion such m exista on t-he hiehwavs today.
You made reference to ihe Federal resulatione-sovemins syiation.
I think everybody &cc€pts these. Noboidy considirs thrtlhis is not
part - of qovernmental responsibility.
Just 8- vear sso the Concress adopted a Federal Avistion Act, which
further eireneti'ened the iovernme-ntel ectivities in the field oI aviotion
ssfetv, iet in the lait 5 years, fmm 1954 thmugh 1958, there
were a toial -of 560 paesenger f;talities on scheduled doimestic sirlinee
in thie country. This is an averago.
Mr. Ronen-rs. 560?
Mr. Srrror,rrz. I think it 560 ss I added up the CAB fuureo.
This overages slightly over 100 a year.

224 MOTOR VEIITCI,E SAI.ETT
On-the other hand, if we look at, the total toll on our highways we
find that it averoges close to 100 a day for the same 5-yeai peribd.
And it quite pr6perlJ--I believe it ii quite proper if it is a marrer
of governmeot&l concern to trv to further decrease these 100 fatalities
a y:ear, certainly, il lies wilhin the jurisdiction of the Government to
take action ssainst 100 fatalities a dav-
I have not"had until todey an opo6rtunitv to read the bill as it is
written a,nd, therefore, would not iiire to cdmment, directly &s to an
opinion -I on the speeific bill. exceot for one ooint.
notiee that ihe bill is'worded to call ior certain safetv devices.
I believe that is the wordins. And that is in ihe automobile.
For the last 13 vears I h-ave devoted mv full time to nroblems of
aviation safetv. dn the basis of this expeiience I am corivinced that
we cannot achieve real safety by addiirg the safety devices to an
already completed machine. i think this"has to stari in basic design.
The_ safety has to be designed in. It cannot, be sdded the wa;, we
would add chrome trimnins to an automobile.
And I think that, perhaps, the bill should so further in specifvins
qerlain 9a"f,ety.
standards t6 be met, rather t[an in requiriig saTet]
oevrces io De rnsl,Slled.
I do not, implv and do not wish to imolv that the automobile
industr-y has nol,"taken action on safetv prbblems, has not devoted
itself to safety problems. They have-d6ne manv things wbich, I
think, have gieaily increased th-c safety of automobiles, Eut I would
like to sugg6st, that, whatever measurls they take-hirweyer rnu.ny
me&aures t-hev mov have taken-that thev l6ok a,t the record whic-h
indicates thai it Las not been adequatelit has not, been enoush.
Therefore, there is need lor someihihg more than has already be-en
oon€.
I think there are reallv two oroblems to be consid€red.
?he first is one to whici we hive been devotine the discussion todav
which is the eliminntion or the reduction in the number of fatelities
and injuries in automobile occidents.
But I, also. believe that there is a lurther areo oI occident prevention
which can, also, be greatlv accelerated bv improved desisn-. And
with the permission of-the iommittee, aftier discussing tEe injury
aspects. of ihis, I wou.ld like briefly to express & few ideas"in r"garil tb
lne orcrden[ prevenuon 8,re&.
As far as the injury preveation is coneerned, I think there is no
qu€stion th8,t the record in aviation, in the work done bv Colonel
Stcpp and.Dr. Ryan, has clearly demonetrnted that proper fackaging,
p.roper design concept can greetly. reduce the.number of accidents and
tne numDef ot rnlunes occurnng rn automobtle &ccldents.
Mr. Chairman, vou ha.ve asked a few of the witnesses s,s to dates
on which such iniormation of this neture became available to the
industry. You referred this morning to a, reDort, oublished bv Mr.
DeHav-en in tbe summer of 1942. lor the'sake^ of the rec6rd, I
would like to Doint out, that the P-47D airulanee which were out into
production by Repubiic in 1944 incorpora[ad 40 g. seal,s. Thii, to the
best of my linowl-edee, was the first iuch instafation eyer placed in
an airplane. But thls information has not only been available, it has
to some extent, at least, been used since 1944. In fact, in 1945 the
Navv adopted resulationg reouirins 40 s. se&ts installations in their
fightir airiraft an"d 20 g. in noncomtrat tlpe, sucb ss trarxports a.Dd

!trOIlOA VEIIICI,E SAI.ETT 225
trainers. So it is a lone historv. It has been information that has
been ovailable and has b'een ut ized.
. The basic approach to the problem has been well defined by pre-
Ylous wttoesses.
The first is that you must keep the occupsnt held in place. Along
thie line, back in 1950 I presented E pepor to the Institute of Aeronautical.
Sciences entitled, "A Nota oi Crashworthiness," in which I
discussed and reviewed the entire problem of cra.sh Drotection. And
with your permission, Mr. Chairmin, I would like td enter this poper
into the record of thia subcommittee.
Mr. Rosrnre. Witbout objection, that may be done.
Mr. Srrnor,rrz. In this palper I ieview cdrtoin airline crashes in
order to indicate whot could be a.ccomplished by adequate crash
Drotoctron.
-
I discuss two accidents basod on t'he Civil Aeronautics Board
accident reports.
Ono was-a four-enche transDort which had been built to prewar
World Ifar II requi;ements which req uired 4 e. orotection -in the
fore and aft direcdion. In this crash dll of the'seits tore loogs; 41
out, of the 44 psssengers were killed, end 2 oI the 4 cr6w msmbers
were killed.
In the s€cond crash which, according to my anal5rsis, involved
anoroximately the same seyority but ihich wis desimed ae best
t'rbuld fisur6 it to have epproxihatelv 15 g. se&t strsn?th, Bll ee&ts
remeined -atta,ched and ali -4 t passenlere ind all 3 cr;ry member€
snrvived.
ThiB, I think, dernonstrates wh&t can be done if people axe held in
place. But as people come loose and rct as projectiles they have
verv little ch*nce of eurvival.
Colonel Stapp's movie tbis morning of the dummy flying tbmugh
thst I'inch pine plank wrs a good demorxtration of what happens
when a Derson is not strapped in.
I feel -very stmngly thai seat belts must be provided, and thet the.
fittineg for ihese 6-eits must be an integral pert of tbe automobile
consduction. These must be ensineere-d into the ca.r. so thsb the
losd ig distribuied to the structrire and so that they are proptrly
degisned to carry their load. This is not something that ean bo done
bv tLe lavman.-the owner. to desisn hie own inetallotion, or to be
lelt to a lbcal sarase mechanic to ilrill a couple of holes somewhere,
with no idea as-to ihere to locste them or ho* strong they should be,
This is an eneinoerins proble.n,
As far as fi,stoltins ;he belts is concerned, I feel that belts should
be required. particularlv since the poople in general, the public, have
not b6en fullv educsted to the usa of belts ind th6 chance of their
going ou, anil buying bolts for themeelves is very emsll. If the belta
ire there. more peoDle mav use th6rn.
I cann6t imaeine Congreie or the Federal aviation authority revising
the civil air reEulotioni on private-owner aircraft to require fittinge
for eeat belts with the belts ivailable as an oDtional extrs' Yet there
ie no more wav of comoelling a privato ownei ot a privete pilot, to use
hie belt thon ihere is tLe orivatir automobile ownei.
I oclse th8t there musi be an educotional campoign' The public
mustte educated. But I think the fir€t step in it is to give them the
belte, &nd then to encourage them to use them, not try to got them to
4877e O-60-16

MOTOR VEIIICLE SAFETY
go.out and spend $35 or M0 or S50 extl& to buy belts that they do not
tDrnk thev need.
^, I thin\ also, _it is eseential that steps be taken to remove objects
from in fmnt of the passenger in which he can suffer head iniurv.
There has been talk todav of paddins the instrument oanel. 'TIie
question I would like to ask-is, why we ieed the right-hand half of an
instrument penel on an automobile? ft seryes absolutely no useful
purpose. Sime cars hsve a clock there. Some cars have a radio
speaker there. Some of them haye a sloye comDartment there. All
ol these thinqs could be put some plac6 else.
Bv the usi of a little imagination in deeim you eould limit, this
instiument panel to a small dnsole ahead of iheiteerins column and
give the passenger on the riqht hand side all of the additional space,
wit,h nothing in front of his head, more leg room, more comfort, and
tromendous$ greater sefety. I think thislust takes a little imaginat
ion i-o desisn. instead of fol]owine alons t,heline of puttins a dash biard
there, becaixb the automobile e"volved-from * cairiaee."and back in
the 1890's they put a dashbosrd there to keep the hoie from kicking
mud onto the person drlvlng the carrr&ge.
I think unqireetionebly altention m;st be paid to the back of the
front seat. fhis has bein found true in aviition. Earlier aircraft.
which hod rigid steel seot bsck8, were a const&nt cause of head injurv
when even bilts did not fail, when Lhe pereon in bebind flexed 6vei
his belt. The cha.nse to sheet metal seat, backs. which can deform
if thev are struck. his sreatly reduced this tvpe of iniurv.
Thi same type bf im;sination can be used iri desisnins-the back of a
front seat in iri automo-bile. lt carries no more loid a"nd is no more
critieal tban the back of a eeat in a transport airplane.
I think that attenlion must be pa,id, as Colonel-Stapp poinred out.
to designing the front seat backs -to protect people fr6in'these whiplashings
inj-uries in cese of being stnick in t6e r'ear end. This is rill
too common a cauee of iniury, And in some ca,aes there is not onlv
the whiplrsb. but thel€ is Bubseouent iriurv where the seat itself ha-s
torn looie at-the {ront ettachmeirt, ana iiplied over backwards, piling
the people into the back of the car. I h-ave seen eccidents in wbic6
thielas hapoened.
Therefori, I asree completely with Colonel Staop's recommendation
thal. there ehould be stindaris, adequately designed standards, to
strengthen the seat attachment Bo that it tikes tl=rese loads. And o
seat back designed to protect the person's head aad neck, so that
when somebodi hits him in tbe reai end he does not end up with a
whiplash iniury, which .can,be incapacitating Ior a very long time.
I am perfectly convinced from an ongineering standpoint tbese
things are feasible. They are practicable. We 6ave done many of
thed alroady in aviation. And I think if tbey can be done in'airplanes
where weieht is hiehlv cririca.l. thev ceriainly can be done in
iutomobiles. An--d the we-igf,t penalty forihings fikL this is nor, vert'
great.
I referred before to ihe 40 s. seat installed in the P-47-D airolane.
This was done bocauee we h;d hsd accidents on the ea ier versions
of the aiplane in which seats tore loose, *lthough the cockpit remfied
togetber intact, but the seats toie loose -*nd the man was
Kuleo -

MOTOR VEEICI,D AATETY 227
The e€at inst&llation at that time was desicned. I think, for 12 g.'s.
When we increesed the strrngth to 40 g.'s wi added apprbximetely 3
Dounds to the weiEht of thi airnlane-. Thie is not enouch l,o be
ionsidered a valid o"biection to doins sometbins like this.
As a demonstratiori of what can 5e done in ihe way of protection,
some 3 or 4 yeers &so I had occaeion to investigete a crash of a iet
fiehter airDla;e. Tf,e airplane had craahed alnoit inmediately ofter
tiileofi at'a speed of abriut 175 milee an hour. It hit the grou:od,
skidded into an earthen embankment on the fax sido of a sunken
mad, and cartwheeled and broke up. In the couree of rolling acrosa
the iround the canopv was sbatteied and the pilot oDened triB belt
ond larness, climbed' irp through the broken eaiopy, and was eitting
on the sronnd waiting for the clesh crew, when the firetruck anived.
This idme oilot did suffer burns from the fire, but he waa bock on
SYins - st&tus within 3 months.
Thiie is much more severe than any craeh thst you are going to
have in an automobile. And if people cen walk away fmm airplane
accidents like this, it cannot be'arfrred thal, Butomobiles cannot be
designed so thot the great majority oI the people con wolk &wey from
the accidents that thev will have.
ln reeard to the subiect of accident prevention, if I may touch on
this bri6flv. Mr. Chairion. there has b-een erostins emDha.sis in sYiotion
rnd in other fields for ihe Da.st l5 vesrs'in thifield of the human
focl,or. human insenuitv. in deiisnine haehines to the Iimitationg of
the human beins-who iries thern'. drrite frankly, from pertonal observation
of auto'mobiles. it' is mv conviction thsa the intelior of these
care are deeisned. not from the itandpoint of eftective human utilization,
but thdy are desiped from the standpoint of appearance and
stvle. -I
think unouestionsblv there are a larce number of needless accidents
resultin'g from imlroper cousiderat-ion of the human being in
deSren,
Iitook the automobile industrv a sood many vears to fiuallv get
oround to 100 Dercont standaxdiz;tion' on the old- manual seor ilh-iIt.
Thev have nb. sone to sutomatic shifts, and I know o-f at least
three dr four difieront arransements thet are beinq used. Some mekos
of ca,rg have "reverss" in dxactly the same position thot other ca,r€
have "drive."
Just lset week I got into a rentod car like this, slipped it into gear
to go forward and went backward. Very fortunstely there was no
oniin back of me. If there had been, I would have been the stupid
driver who went backward. Yet the habit psttern i8 8 very atrong
thing, a very eftect'ive thing. And people, particularly, in emergonqr,
revert to well-established bBbit Dstterns.
This. I think. unquestionablf lelds to sccidents.
The'use of tf,e ot}er control knobE on the inst'rument panel-the
air vents. the windshield wiper, the headliehts-ere not in the same
poeition 6n any two car€. th"y.q* all practically identic*l shepes.
You read over and over a,gern and hear on the re{ho & mes8&ge to tn€
driver. "Never ta.ke vour eve ofi the mad for a minute." And then
thev ieeicn automobiles ihere you cannot possibly opetrst€ the
conimls w"ithout taking your eye o-fi the road to look rit tliem.
Thev put oreseure veni contiols rishc next co the hesdlight switches
with ile:nticilly shaped knobs. So- thrt at night if you h*ve too

?.28 Moron vEErcLE s.arpry
much cold air on vour feet, unless vou look verv carefully and take
your eye ofi the ro-ad, you are lust aa likely o.s n

lf,0mR WIIICLE glIBTr 2m
Mr. Ronrnrs. I certainlv want, to oxDress the appreciotion of the
subcommittee f6p mekine irvailable to is the dne lrainins end ox-
Derience - thet vou have hid in this field of accident Dr€vention.
In vour Eta-t€ment I remember that vou said thlt vou hsd for o
very ihort time looked at tho propoeed legislation, Il.R. r3lt, but
thai fmm the brief study you hid 6een obl6 to ma[e of it, shc; you
hove been here, you beliivid thot the bill might possibly 5e enlarged
or expondod, not only to include sofety devicos, but to include certoin
minh;'h edndards -of ssfetv.
I aseums that vou meon bv thot-I believe vou discuesed the ebolition
of o part of the instruient Dsnel-snd -then I bslieve you also
went into -centain ststistics for desien requirements when you-refened
to the two croBhee. snd pointed ouithat-in the second cra;h, in which
4l or 44 survived, that -those seats were all built, I believe'you soid,
to withstond-whit, 40 s.'s?
Mr. Srrocr,rrz. Mv eeiimat€ of the forces in that crash indicated thet
they would be goo-d
-for, opproximetely, l5 to 16 g.'s. Thjs was not
a rially severe crasl, in iny sense of tlid word. It-was compa,ratively
' moderate.
Mr. Ronnnrs, But vou would eenersllv ageume thot st the BDeed
which most rir crashei occur thet] certoinly, you would hove a 6uch
sreater problen with safetv in thst field than we should have in the
iutomodive field?
Mr. Slrrcr,r'rt. Yes. sir. to some ext€nt. You see. the thine we
are dealine with here ie a matter of basic phvsics. Iir other wirds.
the g. forcC involved is e function both of the speed and of the eioppin!
distanc€. An airplone crashing very seldom craahes inio a eolid
barrier or hiis herid-on into andther iircraft movine in the oppoeite
direction. In other words, it is not an instantane6ue stop. 'There
is decelexatins d,istance involved before the aircraft finallt' comes to
rost. Also, ie have on a transporc oircraft, in pa,rCicular, a considerable
c6llapsing structure. Even if it hits on tf,e nose, the structure
staxt8 to felesEope and collapee. And we are concerned with the
stopplng distance ol the occup-anb himself. In other words, any
struct ure tbot aollrpses ahead of him is increasing hig sCoDDi[s dist$ce .
An outomobile. for exanple. or anv vehicle.40 c.'8 6 iqulivalent to
etoopitrs from 4O'milee an LoiT itr eiromximatelv-I I feet. This is e
oreifv lbruot ston. fncidentg]lv, - t'his ties ii vew nicelv with
Dr. ftvan's iom-"it of lE to l?-iichee of motion ori hie hv:draulio
bunpdr, becauee thia m€ans that at 40 miles an bour, just by deflectine
the bunoer all the wav without doine auv colloDsins of anv
structiro ot oll, vou would be eittins this kindof i sioDDinc distsnd.
. Mr. Rosnnrsl !oy.So. aloig wilh the idee that - the -hydroulic
Dumper ls & practrcal deYrce.
Mr. Srrpcr,rrz. I had not etudied it. I wasn't familiar with the
work until todav. But from whot I have heard and aeen, I certainly
see no ensineerins reagon why it ehould not be practical.
Mr. Ro.-srnrs. Now. I beli6ve vou stated that from vour experience
that some of theee eoluiione. Eomi of thie ktrowledce hai been avs,ilsble
to the industry for a period of at least l5 year8. -
Mr. Srrncr,irz. Yd. sir.
Mr. Rosnnrs. Whv do vou believe that-you mav not care to
angwe.r this queetion] but I w l certainlv ulderstand "if vou do not
wieh to answer it. 'Wby do you beliive the industrv has been
roluct&nt to put thes6 solitions into effec0?

230 Mcnon vnErsLE gArETr
Mr. Srrror,rrz. I think perhaps, sir, the answer to thot, can be
grven by quoting from a riport -thet #as issued in Australia, and iI
you will pardon me just a moment while I }ook it up, it was issued by
the aviatioo medicine brench of the Auetralisn Dioartment of Civil
Aviation in 1949 on the subject of increasitrg the- craeb prorecrron
requirements in Australian civilian aircraft. lnd this report stated:
A reorientstioD of the ettitude of the siloreft d€Bitner atrd sn abaodon[oent, of
the polite trctio! that transpoft sircraft do not hav€-acoidentE is long overdue.
I think unfortunatelv, and I think it was true to a certain extent in
eviation for a loos timi, there is a tendencv to sav our vehicle is not
designed to have iceidents. If we put oll t6ese things in, this is going
scere the public because they are-goins to think iie are sueseitinE
that thev -will have accidenta-. that, thislehicle isn't comnletdlv safel
and therefore vou close your eyes and sort of hooe if vori dontt. loo[
now, ii will so-away. Ijnfortunatelv it doesn't eb.
Mr. Rosuirs. In other words. v6u believe tliat it ie a belief that
industry fearx a psychological nefative reaction on the part of the
conSumer.
Mr. Snnor,nz. Yes, sir.
Mr. Rognnm. Now, I would like to eo back to vour sto,nemenl
with reference to the risht-hand portion oif the instrurirent panel. In
manrl easeg it is vour o-pinion th;t that panel actuallv actsis a nanel
as fdr as the head of tJie occupant of tlie right portion of the seal is
concerngo.
Mr. Srrtcr,rrz. f would sav if vou out a safetv belt in. the chanses
a,re that it will invariablv. At tf,e prisent timel if vou do not hav-e a
a&fetv belt, vou are ius-t as likelv io pierce thd wi;dshield flat with
vour-face as you s,re- to hit vouf head on the rieht-hand side of the
in^ctrumen t, pinel becauee initead of iust flexins forward over vour
belt, vou wifl toke ofi through space aid can hit ilmost anythingihat
is out there.
Mr. Rosnnrs. f assume that is whv it is vour ooinion that these
devices must' not be added piecemeal biut, thafthe wbole desigrr of the
cer must be token into consideration when theso devices ari added.
Mr. Srrrcr,rrz. Yee, sir.
Mr. Rosnnts. Again I certainly rvarrt to oomhend you for what
the Chair believes to be oae ol the finest stetemonts we have had. I
lcrow you are a buey and valuable man, and I want you olso to know
that the committee appreciotes your comDaJrv allowing vou to cone
and ms,ke your sbiliii 8nd trdning availebie to the' iork tif this
subcommittee .
Mr. Srrpcr,rrz. Thank you, sir.
Mr. Rosnnre. Anv questions. s€ntl€men of the subcommittee?
Mr. Drvwl. Mr. Cf,airmsn.'fthink-
Mr. Rosnrrs. The ssntleman fmm Ohio.
Mr. Dnvrrn. You aie most sound in vom remarks. th&t you can't
add safety devices efiectively. They must be built into t6e design.
I think tdat that has been d6monstrited time and time asain.
f was wondering, however, do you think that, you gave thi committee
a fair comparativi standard at ihe outset of iour-remarks when you
grid that in comnercial oviation durins a *riod of time, fat&liiies
averaged approximetely 100 a year as compared to automobiles of
appro"ximately 100 a driy?

MOTOR VEHICLE SAFETY 231
Mr. Srrnor,rrz. Well, Mr. Devine, I did that quite deliberately
bocause I was trvi-ns io define. as i san it, the AatItritudo of th;
problem. I wil srsi-t that mori p€oDle are expoeod oi the hichwaw
ihan on the a,irplines. that the relative rates o-n eny basis woild n-ot,
bear the proportion oi the totrl number of fstaliti&, but the impact
on tho country, the impact on society is a function of the toCal numbers
and not of rates. In other words, if we were to eccopt as a nationsl
sversse-ond I haven't anv idoa what it is or not--Colonol Stcpo's
egtim;t€ of 70 dcyg for eac6 hoepitalized automotive iniurv. acciddnt
injury, and were tb accept the eeiimete of the Public Heiltli Service of
5 million pennns a year being injured, we are talking of 350 million
mandays s year loet and quite oside from *ny moral considerations
of safety, just from the ehear economic 1o8s, 350 million ma,ndsyB is s
tremendous amount of productive efiort. It is a tremendous coet.
If there were no expendi[ures, no loss of life, no coet of hospitalizotion
or medicsl caxe or invthine else. iust the loss of the outout of omduction,
of national pro-ducti6n "eiulting from 350 millioir mandoys a
- vear, it is s coloss;l fiswe.
Mr. Dnvrxn. I a,m Tamfiar with that method of usins aonrparstire
statietias strd theee are converted then i-uto dollars end 6o maiv cente
per hour, and it ie & great economic loes to the country. Of -cour.se,
ihat doein't take inti' considoration that somethins elie mieht hav6
hopponed to eome of those people. But I think there is no -questiou.
TVe-are not in disa,creemenf in arv way.
Mr. Srrnor.ITz. f would like to-odd: thoush. sh. that while I have
emphasized here tbe economic aspecti, I ai not iaying that eofety
is Drimarilv an economic probleni. I'believe thst lloie then anvthiirg
else it is a moral pr6blem. I feel very deeply that the valie
of human life ond the value of the individual human life ie one of
t'he baaic tenets of our entire culture and society, and I think there
is o grave -moral respoleibility here, oven though I talk in numbere,
rn terme of tbe economrc r.mpect.
Mr. DevrNn. Do vou anticipate o sreot deal of resistanc€ on the
part - of the automobile manufaiturers i.nd the &utomotive engineers?
Mr. Srrpcr,rrz. Thst is a ouestion I reallv can't answer.
Mr. Dpvrnn. 9"1, as6u,.inq_
Mr. Srrrcr,rrz. f cen't ansFer that becaus€ the fect that they
have-I do not underetand in view of tho magnitude of this probleui,
really, I mean I really do not understand why something concrote
hasn't been dono bofore this. Il I knew the answer to that definitelv.
then I might be in o better position to express an opinion of whethii
or not there would be opposition to such measures now.
Mr. Dnvrxp. Assumi;l then. that there would be opoosicion. which
I think cen reasonably 5e snticipat€d. based on voiri former stercment',
would you sa,y fhst these pleople'who fail to-do these thingr in
tbe automotiye industrrr are im.morel? Is that correcl,?
Mr. Srrrcr,rrz. We , of course, it is rather strong lansuage. I do
not like to Dass iudcment on somebody else's mordis or-eai that he
is being imfiorel'on-such a thinq or noi. His own rnotivei. his own
strnda.rds a,re somethinq that I im not quelified, I do not believe I
should paes judgm.ent.oi. I cgq,gnly say that for myself, I consider
urur o Yery oBep morol responsrburty.
Mr. DivrNnl Thank voi,r.
Mr. Rosnrrs. Anything lurth€r, gentlemen?

232 MOTOB VEIIICI,E SATET
Thank you. vory- much, Mr, Stieglitz. . TVe certainly appreciate your
eppesJaDcs th6 enort you rDade to be wrth u8.
(The p*per presented by William I. Stieglitz is as follows )
'
A Nbru ol Cn'AaEwoarFrNlga
(By William I. Btiditz, D€sigd Engineer-Sefety)
Psp€r pr$ented at the 18th Annual Meetins of the Institute of
tbo Aero;sutical Ssiences, Ne{, York. N.Y.. Januarv 30, 1950.
Originauy published by ihe Instituie of tf,e Aeroniutiial Eciencee
as Shermrn Fgirchild Publication Fund Preorint No. 266.
AII publicstion rightE.€Eerved by the Instiiut€ of the Aoronautical
Scienc'ee. Inc.
Reprihtcd by pefmlssion by Republic Aviation Corp., Farmingdale,
),ong Ialanil, N.Y., Msr-ch 1951.
INTAODVCTTON
Aciotian tufet! and croshrl,orahir7f ts
ID our eforts toward the 8chievement of aviation sa,fety, rf,e have quite
proDerlv been concerned Drimadly with the Dr€voDtion of acoideDts. This hsa
beei, a-nd will continue ti, be, th; mein ohioctive toward rhich our efiorts are
direoted.
Roalisticallv. howover. we mu8t recormize the fact that despite our best efrorts
the ideal of ;6mplete itimiDation of ;ccidents I Dot sttai;at,le. Conrpletely
acoident-free operstion could be achieved only by infallible manr but siDce all
porsonnel concerue'd with svietion, whether they be designers, factory persoED€I,
operatois, EraiDtonsnce mechsDica, or pilots, aro human, aod subject to humatr
error, we mu6t face the inevitability of aceidents.
Therefore, the problem of crasbiorthinesB, of a€suring ihe highest practicable
aurvival r8te, is as much a Dart of our rcsponsibilitv aB is the preveDtion of accident8.
The term "crsshw6rthitr€!€," wtiich hae 6eon tokeu-from the Blitish,
do€a not meeD. aDd mu8t Dot b€ coDBidered to imDly. crashprlof sirplsner. It
do€a mean ordvidinr the maximum Dracticsble dic;;€ of dccupant -Drotection
in thooe crashes i! which airoraft danioge is Euch th;t the acciddnt mdy be considered
suwivsble.
Thie problem ol craahworthiness applies to all aircraft, whether tbey be personal,
trsnspolt, or Erilltary, although the degree ol protection shich may pr&cticably
be provid€d may va,ry for the difrerent categorie8.
Ecopa of prc4ent nol
Il|is note Eitl be limitad largely to a, single phaEe of the problem, that of safety
belt and seat derigE loada. Ot}ei phaaes, Jucf, as crash fird protection, are clearly
lmpoftant, out ate oI sucn acope aa to requrte aeparat€ treatment.
However, it mu8t be noted that the Doaeibility of crash fire increaaes the importance
of provldiDg sdequate crash prohction, When such 6res occur, o delay
of even a few secoDd8 iD evacuatinc the aircmft m&v Drove disastrous, Failure
of reata and beltp trl&y result iq iiiulies to the ooiubants which render them
incapable of eecape witltout aaairtrnce, and at the seme tinre the pileup of brcketr
sest€ aDd other furnishings will impede the eEort8 of rescu€ personn€I. Eyen
unltrjured pas8mcera m&y be comDletelv tr&DDed or seriou8lv hanp€rcd in their
eftorie to r-esch eiib. A,ide frortr the physicia'l asperte, the ;hsos r-esulting wheD
se$ts and ocoupants ere thrown arounil ihe cabin'can idd greatly to the aanger
of oenic. Eve_n the Da.sseDcer who is not Dlone to DoDic frav. rinder euch cdnditio!6,
bavs dificulti io orientin* himself, iod so be delayed id locating and ueing
aerflsSk exits-
Crashworthire8s as it applies to privstr-owner ojrclaft, hes previourly been
deolt with erten8ively by D6gaveo (1, a 3) a,nd crash injuiy reedareh (4, ji, 6, 7,
& 9, 10, ll), Therefore, the emDhaaie in the DreBeEt note will bo Dlaced on
tt4Dspod &ircraft, aad on military &ircraft to th; extent peroitted bJ Becurity
regulitions. Furiher roeson for ihis emphasis lies iD the f;ct that the complete-
Des6 and forrn of the recorda in slrline accidetrtF make aocurste strslysis possible.
Th. problai.
. In considering _the degre€ of occupa[t proi€-otion to be provided &gsiDst crssh
roa(la. ttrere are ttrnEe oueEuonE to be &na$er\ed:
(1) Arc l,ho plB€trt atandards sd€qua,te, on th€ basis of the rcoord, and if not,
whst level is n-ece6!ary?

MOI]OE VDEICIJE SATDTY 233
(9 Caa the buman body, if supporl€d, vithstand d€oelerail'o! toroe8 ot th€
mrmltudo iDdicat€d?
(3) Crn the lov€l ot Dlotectiotr indioated as needed by the r€cord be provlded
Irsoticobly?
TA! PBIEENI I,DYIIJ OI CBAASWOETBINISA
E.h,*.g raquirc'l.,'aratt
Tbo elirtilg onrh l,o&d lequirometri6 of va,rious civil ord milit'srit agenoiee a'rt
summariEod itr table l.
T,rslr 1
lganat
Cra€h
load
taotc
17a
ao t.
Aa.
!t.
9t.
%a.
R6D[t! olddr
Vltlnst€-- - - ------,----,---
Iftt to, Iatrodu..d lea6---
mirD;;;-irii;port- -At;
gory.
UltlDats, [odFaosl,oat cst,
Prt&[0y proD@d-- -- -. - - --
B€ftrinc lr,
Do.
c-iB ab.
o.|R A.
R4t€.dcs lt.
The wide disc!€Datrcies itr the vslues itr tsble I are immediately obvious' ft i6
diffcult ta rcconofle the 6 r. requir€meDt of tbe CAB for tr&nspoft &irqaft with
the DloDo€€d Au6tralisn v-alue bf 26 r. It is equslly diffculi to reconoile tbo
,rc q: of the U.S. Navv and the RAF with the 17 i. ol the U$AF. Arotber
digc;€Danov diffcult to -understsDd is that between l,he CAB lequitementa for the
trrDsdort-;ndnoDtransportcategorieE..Whiletherelrlsyb€atFeaterprot&.bility
of &E a,ccident ocourrlDc to a DerSoDal arrploDe lnaD to a lrangporL qoea r! Iollow
thot the crssh wiU be of ceat'er eeverity?t
Cert&iDly the dtffereud* in the requiremente c&Dnot be ignored, and lndicate
the Deed fot a careful enalveis of the Droblem to deterroiDa sou.Dd crit€ris. It
.hould be Dot€d. in this re-card. that ihe Navy requirementE Eere adopted iD
10,16, ard tbe Australion tisnsport requirement is cuFeDtly proposed- Thie
lrould tDdioate tbat the oersonoei reepon-siblo for these requiroobrti bad, on th€
blsis of e comoarativefy recetrt stuay of the problem, concludod thet crash
Drot€ction of thi mscDitide indicsted id required. The Augtnliol memorandum
112) |! wbich the r5t. requiremeDt is recodmended, includes a complet€ study of
tho current litersture on thi8 Bubi€ct.
Slr.nt h of salctv b.Ut
In order to evaluate the EtreDgth of exirting 8alety belts utder dynoEio load,
t€stE were coaducted by the Noval Medical Research lDstitute (13) oD 61 bew
ooEmeroi&l belts. meetinc ihe requiretnent of CAR 15 for ure by two p€rsoDs.
The€e belts bad ; retad str€trrdh ol 2,000 pouDds, ss demonstratod in Eittic testa.
ID the drop te.ts, tbere wei6 tou. cases in which ottachiEg hardwarg failed, two
iD wbich bucLles faile4 two in ehich buckle slippage occurrcd with r€rultdrt
ddeaqe to the teebbinc. gnd four iD which no failure ocoured.
The- reEainioc 40 b;its fsiled iu the webbiac. The percentslo dirtribution of
foilinr loads for ihese lstt€r 49 b€lt8 is sbown in- isure I . It .hould b€ troted thst
only ihree bclt8, or 6 percent of the total, failed-at less thsu 2,300 poundg, and
onli 7 belts, or'14 Derielt. st less than 2,5(Xl pounde. gixtv-orrc D€roeat ot the
belis cslried load,e botween 2,500 and 3,000 p6unds, and 26 percent of tbe beltg
fliled et l,oEd8 between 3,000 and 3,800 pounde. The mean ctr€Dgth of sU beltg
t€ated was &DDroxiEatelv 2.800 DouEds.
While thei

-
234 lroron, vEHrgt/D s rmy
cockpit or csbin is not collapsed or disinteqrrt€d should be lecatded as i8urvivsble'."
(12) for the purposee of this snslysis rhe term ,,Burviv;ble" has been
restricted to tho8€ aocideai! in which there wdre aetually one or more survivora.t
- During the period under con8ideretion, there was r total of 49 f&tal accideDts,
of which 23, or 47.9 percent, were survivsble, Forty-five pelcent, of the passengers
end 62 lr€rcent of the cr€w tvele killed in the survivsble sccidents'. The
distribution of the minimum percentsge of fatslities in terms of the surviva,ble
accidents is showD in figurc 2, snd in terms of the total number of fstsl accidents
in feurc 3.
Tte total number of psra€nger fstalities in all accidents was 672. of $hicb t69
occured in the gurvivobk sccidents, Therefor€, if it be assumed ihat sdequate
caa€hworthinesa could hsve €ffected t00 perceni pagsenger Bulvival in the'survivable
accidenis, ther€ would have treen-a reduciion of25 percent in the total
number of fatalitie8.
- Since the safety r€cords of the airliDe8 are computed in terms of paBB€ng€r
fstslities per 100 miUion Dass€nfer mile6, the safetv record c,ould have-been lmptoved
by this eame perooirtage, and the irean rate ior the period would have been
1.6 inEtesd of the actual 2,2, Ficure 4 shorqs the vear-bi-vear reduction in the
fatelity rate which micht hsve rcs-ulted from increarid crssh brotection. The best
airlioe-ssfety rccords in the ll-year period were achieved in'1939 and 1946, when
the rete wes 1.2 fat&litieB per 100 millio[ p&asenger-miles. However, hod all
occupants Burvived in the Buryivsble crashes, the rate would have reached a low
of 0.27 in 1939 and 0.36 in l9{3. Such rate; er€ dir€cily compsrable with thos€
of the rsilroads.
Even with gre&ter crqsbwo hin€Ba, all occupants might not heve survived in
sll of the8€ crd;hes. On the oth€r hsndJ it ie pixsible th;t some occupants might
have survived in cmsheg in which there were no survivorg. Therefirre, the improvement
noted sbove moy be considered sa atr approxima,te itrdication of the
iecord which might have been ottsined. It is Dot ihle contention of the aurbor,
however, that this rcsult *ould necessarily hsve b€en schipved.
The above discussion hrs been limited to fatalities. It must be noted. however.
that durinr the same Deliod l0O Da8soneera rcceived Berious iniuries. in bol,h
fatoi and nonfaial accidenis, Meny of th;se injurles resulted fiom seat and
bett fsilures. Unfortunstfly, complete statistica on the frequeDcy of suoh
failur€s, D'articulsrly in nonf8tal eccidentB, are not availsble.
Whili-data are n6t diFctly available ss'to the cauie of injury in all of lhe eccidenta
considercd. and the scope of this note vould not Dermit a detailed considemt,ion
of ea,ch sccident. a few s-p€cific examDles mav serrie to illugtrate the fact thst
maay of th€Ee fatali[iee could hove been'prevenied by stronge! safety belts and
Eeata.
One caee in point is a cla8h of a 4-encine tranBDort dutinr take-off. iB which
41 of the 44 Da$enqem. and 2 of 4 crew:membere] were hillel, This D&rticulat
cr8sh lvaa noi of eitreme violence, as indicated by the fect that im'mediately
following the impact, sBd until deitroyed by fire, ihe csbiD wss comparativellr
incact; tet "atl #ots, with tbe excepti6n ofihe hosresses'seare, werelound di
tach€d from the floor" (19). Tesiimony of re€.ue personnel, ai the CAB hesring,
indicates l,hat many people were seriouily injured by overt,urned chairs, and thait,
Fescue crews \reFe aeverely hamppred by the msultinr wreckare in the csbin.
Fire deslroyed most ofthe ss;fety b€its, so that it"vas imp6seible to determine
the extent, of belt failure, flowever, one of the hostess€s' belts was comparul,ively
unburned, and foufid to be broken, thus DermittiDc an evsluation of'the cr6sh
load involved in thiE accident. If ii be osgumed thai the stewBrdess weiched aDptoximot€ly
126 p,ounds, the minimum losd fsctor would hsve been -approii-
E6tely 10 g, u8ing ihe probability value of belt strcn$h of 1,250 pouDds indicsted
privioualy for one-person b€lts. However, ilthe belt develoT'ed the mesn Bl,rength
of 1,,100 pounds, the re8ulting load factor would hrve been over 1l g.t Thase
&!t toinimum yslue! of the load factor. as thele is no Droof thst the belt dld not
fail bofore the D€ok deo€lerstion wae resched.
Tho &bove I6&d fsctorE ato bas€d on the a6Bu6Dtion that the resuliant lorceg
actad in th€ plsne of the belt. If the &ctuel deceleration wei€ in the horizontal
pl,ane, the load factor in this dir€ction would b€ leBB thsn thst ciied. brr the cosine
bf the belt angle, The load factor aC the Ft wardess' etation wbuid be lower
. I Eorlle ot ih€ mcldlnts thu! lokffad rot to hsvo b€€n survleablo rnsy astudly hsve b€€Nl so under the
t,roaald 3e5s ot tho tdm.
t It lhorld b€ inot€d that m|Dy trsnsport rtscslt provld6 6ach ocqlpsnt wtlh s betr, rpDroved br two
p€. !nl, Lc., r z.fix|.poglrd Dslt. Il tbb w.re trus ol lho strcl'tt hvollod i[ rbh .crid€nt. load tsctms o I
.rooDl.lbo abovo vrlu.. rorrld lro trrdlc$l.d-

MOTOR VEIIICT,E SAFETY 235
than th&t forward iD the c6bin, because of etrergy absorption lrom structural
deformation. ThiE would teDd to oflset the effect of neglecting the belt anglo.
While not dilectly connected with sest and belt losds' one other aalt€ct of
cra8hworthiDeEE iD aNs accideDt m€rits attoDtion. Tbe pilot te8tifed that the
coDllot ws8 utrco!8cious, 6nd rfas wedged in hir seat ss a rcgult oa fsilure of bagga-ge
oompartment stru6tur€ immediately b€hind him. The pilot was unsble to
ftv-ive thd coDilot. and in the time aveiiable before the 6re becsrDe too i-Dtenae,
could not aet-hin out of his seat. TIte pilot further teEtified thsl' he att€mpt€d
to go bsck"irlto the cabin to assiet occufants, snd was prevented from doing eo
bv -A barcace blockinc the Daaaagewsv. bebauae of failut€ of q'eb_gater.
8€;or1d accideni to be coneideriit iDvolved a crash lnnditrg of a trYin-engino
airDlAne immedistelv sfter takooE. ID this instanee therc were no fatalitier,
bui l,he conditiou of;eats rnd b€lt8 p€rmitr &D ect'imstion of the Dsgnitude ot the
deceleretions iuvolved.
The alrDlane modo s bellv lrnditrs in sn open feld, and glid gpprorimot€ly 85
yards befbre strikinc a 4x:foot-hich emb&nkment along a rood, The airclaft
iode over the emben--kmelt. and corne to rcst on the oppoeitc side, a'ith the em-
DebDsre Btill overhancinr ihe road. The no6e of tho sircraft h.d struck the
amben-kment at an andl€,'opening s wide gap in the riSht side of the fu6€lag€' iuEt
aft of the cockDit, Crash fire brole out, but waa exttDgulahed promptly
Only three sAat8 turc completely free from the supporting structule, aDd th€.e,
the frdnt thr€e on the richt side. iere immediotcly adiscent to the fuseL&8e failut€
described Ebove. There qas lirge ddorhatiotr of m.ny s€at8, horever, and oa
some the r€8r lers Dulled up between 2 aDd 4 inches, .lthough th€ 6ttin88 dtd not
come cornphtelv fiee from- the floor. It seems highly probsble thst s smol inorers€
in eitberihe mesnitude or du.ratiotr of the p€sklold would have produced
complet€ fsllue, Therefore, the eocident tends to defDe tbe limltinS severity
of cirsh whioh thi6 sircraft caD with8tsnd withoui 8e&t failu.e.
Testimonv 8t the CAB herrinc indicoted tbst the 8€ats snd supporting struq
turee had b6eo teBted for tbe lod8 specifred in CAR 4b, aDd h.d showD little or
no deformatioD at thes€ loads. Therefore, slthough the lode ore specifed as
uhimate loadE. they rr€ actuslly le€s thstr the limit lord fo! this portioulEr type
of airDlane, The iircrsft c,as equipp€d with belt8 spproved tor uBe by iwo pe!sons.
1.e.. 2.(X)O Dound8 rstad streDcth. for eacb occuplDt.
oirtv ,inri beld teilea- Thig occu"rreh on a Beat which wae near the middle ol
the c;bin, and on lhioh the r€ar lem had Dulled up, as desoribed.bove' ft is
believed ihat the DasBeuer occupiiug this sest weighed spproximotcly 246
oounds. On a bast of tFe miniuirim -probable belt strength of 2,600 pounds,
lound in the tests previously cited (13), a load factor of slightly over 10 f. ia
tndicatad,
A more coDa€rvative sssumptrioD of beli strength of 2,300 pouDds, whlch would
eD@mDaas 97 DercoDt of the b€lt8 t€sted, woulil lodicste a losd fsctor of Dearly
0.5 r. - lf the belt streDcth wer€ equal to the mesn test value of 2,800 poundr, tho
load- fsctor muet have be€n over ll l.r Yet thiq was a comparatively moderate
crash, when judaed either by the erteDt ol the damagd to the fuselrge, ot by the
circumstsnces of the eccident it8€lf.
,A.s iD the case of tne 6r3t scoident discussed, these values stE representative of
the minimum lood laotor in the acsid€nt. A mlximum value of the p€ak dec€leration
cannot be detelmined. b€csus€ of the ah.€uce of data on the ultirtrate 8lr€Dgth
of the seat aDchorareB.
The foct thrt, the"rear lecs lsiled on the seot on which the b€lt faillue oc'ourcd,
however. rould tend to iidicate that the vielding of the reer s€st sDchor.g€s
would o6cur at aDDroxinatelv tbe ssme lood ss the belt friluro. Thcrcforc, tho
corresDondinq vidlfins of reai lerc on other sest-s would itrdicats thEt the6e had
been a'ubiect€aio bsd-s sDDroximitalv equal to the belt st$ngth. ginc€ the occu-
Da,nts of ihes€ other seats i,ere licbt{.i. tLe Deaklood factor was appslently higher
ihsn thai indicstcd bv a consid6rstion of the foilure of the b€lt restraiDitrg the
heavieat, occuDtnt,
On the ba6i; of the foreEoins, ic loay be seen that this oirplstre provides rpproximst€ly
l5 to 18 c. prot€ciionJor au a6sumed passenger weighi of 170 pound6.
SiDiE the losd fictors e8timated above inaicate thot the two socidenis iuBt
considered we|g of oDDroximately the 88me seveiity, they provide sn illustration
of the efrect of incr'eised qash;orthiness. 'Ihe
airplsne involved in the 6rst
acoident had b€en certi6cated under CAR 44, vhich required ths oquivalelt of a
forwsrd actiD8 load foctor of approximotaly 4 g., eo moy not be ospoble of B€€tiug
-iiiiilffia
ratt, t that of tbo bssvlgt DglEssr @ bo.rd ibc NrpbrG, d tbd ttthc xt Dt l b.o
c€uDLd bt rrly([Is .)i6, blgbd losd trctd! eould b. bdc.id.

2ffi Moron vnErcrrE sltrElrs
the 6 g. Bpecified itr CAR 4b. Eowever, even hsd the airplsne oonformed to the
Dewer regulations, the lesulis of the &ccident would probably not ha,ve been
$eatly afrected, as ihe indic4ted load foctor eroeeds Lhat, rpecifed iu CAR 4b.
Tbe airplatre in the second accident, on the othe! hana, ha€ been Bhown to
provide cra8h protectioq of approrimately 2X timee that requircd. In the fiIst
accident, all seats torc loose, and 4l of the 44 pasaengers, and 2 of the 4 crewmembets,
were kllled: in the seoond, most of tha Beattand belts held, ond all oI
tlle 4l passengers sEd 3. cre$.rnemb€rs survived, even though trttny pessengers
weFe rnJured rn voryrng deg"ee8,
ADlqIta.IE CR,{sIIWOntmNEES
The foregoing hss establlshed the inadequacy of the cunent level of crashwoithinesa,
but hss not establi-ehed bow great thet inadequacv is. The accidents
whioh have been diecuss€d were, as prcviously pointed out, domparalivsly moderate.
The level of protection in mo-et commerdial sirpls,nes in tlie pest his been
too low to provide mirch direot dst& on the neceegarv digree of Drote;tion. When
be.lts fail, or seats iear looe€, it iR uBuallv impoeeibie to-deterniine how much the
pesk Ioads exceeried the lreoking strength oi tbe fsiled uDits.
Fortunstely, however, some Aeta sle available 1/hich are of v6lue in this
regerd. A cmsh injury reseerch repolt (21), iBsued 2 yesr6 sgo, staied that out
of a iotal of 608 accidents involvins iniurv to 955 Dersons. there were 108 cases
of 2,000-Dound sofetv belts broken bi ciash eurvivors. 'The Dreviouslv cited
t€Ets (l3)-hsve showi thst, such belts m8y he exDected to develo; nor. lesB than s
2,5@pound streBgth under dynamic loaaing. Therefore, if it be assumed rhst
ihe avemge weight of the occupsnts in the css€E leporied to clash injury rcsearch
was 170 pounds, corr€sponding to thst assumed foi deeign in tha Civil Air Regulaiions,
the average load facaor in the8e accidents $rG of the order of lig.
De Eaven, howevir, on a bs8is of ihese same r€cordg, stateF (22): "There haie
been cases in whicti persons weighitrg os little as 120 pouncie broke standard
2-inch '2,000 pound' sbfety belt8 -'l -In
*-*" gnd survived. such cases the losd
factor would have been Elightly over 20 g. The cr6sh iniury research "Informative
Accidents" (4-10). rive detoils of manv accidents in which the losd fact(:rs were
of this magnitude oi hiqher, and include one in which the Dilot survived where
tie value was approximately 36 g., as determined by ihe speed and stoppiflg
disl,ance of th6 sirtlaft f10).'
Further doto on the'mignitude of load factors in Burvivatrle sccident€ are
provided by the r€corq of a pusher-type airplane, in which, becau8e of the general
fear of such engiEes breaking loose, the engine mount was designed for s forwarding
actingload factor of 20 g. Tests of the engine 6upport csstingsr howeve!,
rcvealed that the frcnt cast,ings would cr&ck out &t aDproximst,elv I6 c,. but thot
when thi8 happened the rea,r fitting would etill hold. irnd the frbnt ind of tbe
engine would drop Bli8htly, but remein crodled in the mount. In survivable
accidetrts, failurcs of thi,s iype occurred, indicoting load factors in excess of 16 g.
ai a point aft of the cabin.
Accident Fcorda for milltary ailclsft also provide information aB to the magnitude
of crash dec€leratioDs, One example which mev be used lies in the hisirv
of the F-47 Thunderbolt. On the eailier producti;n modelq of this ajrplsna,
there were flequent accidents in which the- cockpit 6tructure remeined i'ntact,
but in which bilt failure oecurred or the !,cal, tore_looce, resultiog in fatal injury
to the Dilot, even though the crash protecl,ion met the Air Forc.'-e reouirements
then in'eftect. In view of this sccideni record. it e&s decided to Drovide add!
tional st.ength on the F- 47D, and to this end s ;erearch proqram wis csrried out
iointly by Republic Aviation Corpr. and Air Materiel Crimriand. The orLtcome
of this program was the incorporstion of prot€ction sgaiD6t a craBh load of &pproximslely
8,000 pounde, or 40 g. for s 200.pound manl In the later models- df the
Thunderbolt, which provided this crs"sh
-protectiotr, seat failure8 were extremely
rare, although there i'ere instances in which they oicurred.
Apparcntly the accident experiFnoe of the R.A.F. and the U.S, Navy iDdicated
the -existence of high deceleretions in survivsble accidents, aDd the consqqupnl
need of a high level of crsshworthines.e, if one is to iudge by their adoptior of the
40 c. rcquirement.
II has-been eeen that survivable cmahes freouenilv i4volve load factors of 20 c.
ond higher. It has slso been indicst€d rhat irotec[ion of the order of 15 g. wis
no more thsn adequate iD a modcrate crash 6f s tmnspo airplane. Cer6inly,
prot€ction Bhould be proyided for accident8 of creater siveritv.
It iE the opinion ofibo author that if the loss-ot life in Burvivr,ble occidents is to
be eflectively reduced, a craeh load factor oI 20 g. repreBents the minimum

![O'IloR VEEICI,E SAFETT 237
scceDtable value fo! sDv sirplsDe, oDd thst value8 up io 40 g. ate deBirable, and
shouid be provided wlierever Dracticoble' The 20 g. proposed rcpre8ent8 ao
ensileerins' commomise shich'Bhould bc adequste for s Large peroontege of
scdideDts, et a minimum penalty in weight
While'oDlv forward aciinc kiads hevt been consideFd, it is obYiouB thai a
corresoondini decree of prct"ection is slso needed Dgeinst upward and sideward
iciinii forceel TEerrfore, in coniunction with rhe 20 g. forlrsrd, load tactors of
l0 c, upward snd 5 c. sidewsrd thould be required.
T-lie'full beueftt 6f seats and belts meeting the requir€merlt r+Gommended
above will not tx reslized unle8e protectiotr i8 slso provided agEinEt he.d injudes,
which hsve be€n sholvtr to be thc iommonest caus€ of fatality itr eircmft accidents
Under even moderate g, loads, the occup&nt isckknifes over the belt, unle88
r€strsined bv ehoulder -harnees. lt i8 obviously imprsctical to t€quire airline
Dass€Dcera t6 vear such harness. n,€ssonsble protection oan, however, be proiided
5v properlv desiqned s€st bocks. The uBe of light sheet-metal struccure
w-ett "ptiohtciear"in- pb-ce of a riSid tubulsl atructure, csn go a long *ey toward
ollmrnatrng treaq rnlury.
For the pilot and cbpilot, however, ahoulder hornese is indicstdd, to prevent
head iniurv on instrumlnt banels, windehielde, etc The value of such protection
hai biea fullv estsblislied in military sircraft. Tho u8€ of sD inertia-type
reel in conjunctio-n with the harness permik the pilot full freedom of motioD,
while still providiDg reBtraint sgainst crash load8.
Eaaruatd facinq uatt
Another mesls of afiorditrc pasa€trgea protection is the use of resrwsld fscing
8erts. While sn ev&lusiioD oathis Det'hbd lies b€yond the 6cope of the preseDt
Doio. &ttentiotr i8 cslled to tho fact thst eitensivo resesrch lrss demoDoirat4d
the ialue of thi8 aDDroach io the problem of crashworthines8.
The opinion ie friquently expre-asod that passengeE would dislike riding b8ckcrard.
vet in leDortinc on the experience of a group ot t'ne KA! rrensporl uom_
mand."which oieratei with this'sestinc arrangement for I ye$, Dudgeon (23)
stsiesi 'rsiDco the cheuge hss been relisted st€adily 8ince 1942 oD the atrtioipsted
obiectionB- of the Passeu8ere,
the passengers' owo statemeDt€, aqmmaritecl below'
ane reveallnQ. and nave a cerlarn numor-
" (i) 6hlv one oassencer in fivo obiects io facing bs,ckward, and tlro mejority
iirongiy preier it.- The propoition of obiector6 is slmost oxclu8ively
mede uD of ailcrew DeraonDel.
"(ii)
'perceut
Linety-nino
of tbe ptss€ngers coneider the view from tho
windowB is better.
"(iii)
oos Daaaenser in three conaidero that you defnitely fe€l less air6ick
wheir iaciq{ -beckwsrd, atrd the remainder could feel no difereDce.
"(iv)
bumps sre less Doticesble
" (v) Doi8e-i8 le8s Doticeable''
DECDL,DIATION TOIJEBANCE
The sbitity of t]re human body, re8trained eitier by Eafety belt -olone, or by
8sfetv ssfetv belt and dnd ehoulder harneaa, harness, l,o io withstand forcea forces orces ot of tEe the InagDltuce Ea{Ditude lecom-
mooded abovo, hs6 been clesrly e€tsb[shed, boih h ihrou ihrouch reseaich snd actu&l
accident8. accidente. The Thb crash iDiury injury ieeearch res€arch reports reporta previoul previoudiy previously cited ofier offer definite definito
dirio"iiirfion of ile obiti[v 6f th" hu-ao l;ody to withel,strd forces of 20 to 'O 9.,
*le; *nJi aaiquiielt aaequitelt ieslrained. i"strained. It mav msy be noted thst in corom€Dting
corom€Dtin8 otr the b-reak- breakigJJr
z,sdo-poiina t elts by occupaois *eiShing a8 little 48. 120 potinde, DeHaven
ststes ---ti"e ltes that thel€ w&8 w&B complete complet€ abseD@ sbseDce of iotury ioiury -to'15 to abctosunal
abdominal viScer-8..
vi8(
Ru-tr (24) iZil reports reoo"ts Gerrian G"ira" teets tests cqrried carried -to-15
g.r g., and citea cites a Slider accident
iuvolvini s declleration of at lesst 26 g', which ploduced trot the sli8bt€st injury
to - the stud€trt involved.
A rioort of reoent Air Force tests 8t Muroc, which appeored in the daily peper8
on Janlrerv 8 of this veer. slates that huDsD volunteers had undergone decelera_
tions of 35 c.. in botli foriard and reorward facing seat8.
All reporis'of t€Bts on this subiect indicet€ that the limit of human 8. tolerance
lae ;o['b€en Aeteiminea, but i;8reslly in excess of any valuelrere cit€d. De-
Hsv€u. io 8tudieE of free iall6 (10,-25) h-ss found csses of survival, with moder&te
injury,'wher€ decelelatiotr8 wore cloae to 200 8.

f
238 MOTOR VDIIICI,E SAFETY
Ti.DIGET CONBTDIRAFIONA
The most, frequent objectioD to the incorporation of ir€reassd crashworthiness
ha8 been on the groundE of the weight penslty iovolved, yei a o&reful snslyris
reveab thst thi8 penslty is ertremely smsll, in ierms of the beneffts whioh can
accrue.
It must be empha.ired that providing m g. crssh prot€ctiotr doee no! requrre
that seats snd eitaching otruc-ture carr-y these loadri without failure, bu[ bnly
thst the seats do not be6me deieched from the suDDortinE structure. '
This outhor doet qot know of a eingle accident'lh whioih an airline pnssenger
Best hrs broken: the failure occurs in -ihe anchoraqe fttincs. Under d forwird
soti[g crash losd, the front legs of the eeai sre ii cornprEssion, while the rear
Iegr ere carryiog t€nsion. Failure of the fronr lega, therefore, will nor permit
thi Eeat to blcoie detached. Tho rear leg6, in ten"ei'on, would be critical in thir
re8trd. However, mort sest fr&m€a sre welded tubulsr atructurea, and wall
thickoess of the resl lec$ is usually oither the Doinimum required for eaae of fabricatioE,
or is detarmin-ed by thc m*ximum compression -losd6. Therefore the
structural chahge, if any, rcquired to carry increased loads would be extremely
amall.
Tho sests ilr the tronsport aircrsft previously shown to provide approximately
l5 g. protection illu8trate the fsct that s lsrge weight petralty is trot essentilrl to
stroqger seots. A complet€ dual passenger reet in this airplene weigbs 50
pounds, snd th€ welded frttne assembly 12 pounds. In contrast, a standard dual
seat iE aD earlier tlpe tratrsport, whioh conforms to the craahwodhiness requiremenk
of CAR 4a (4 c. for*ird) weiqhs aoDrcximatelv 63 pounds.
T'herefore, the oDl; weicht penaliy inv6lved will'be iri the seat attachment
fittingB, s,nd in locel ieinforcem-enis t6 trsnsmit the loadB into pdmary structure.
lho Aoor etructure itself, in the aversge tranaport aircraft, is extreliely redundatrt,
-and cspsble of eari'ying high loads witho'ut complet€ failure, everi though
conslateraDle buckllDq may occur.
The problem of lh-e weight penalty, therefore, depends on the initia.l design of
the structure, snd the dirmtne$ with which seat loads are tran8mitted to primaly
slructure. While it might require considerable modification, and a-resultatrt
weirht Denolty. to provide 20 c. installstioEs in tr&naDort aircraft ahcadv
designed, t[ir *ould -not be tbe csse il the provision were inborporated initiallri.
One other factor muBt be conEidered in evalustinc the weiEht penaltv. Ba;gage
and heavy items of equipmeDt which csn ter,r lo;ose ln e ciash, and endangdr
personnel, must b€ Bellsreted lrom Lhe occupied compariments by adequate so)id
structure. Otherwiae, the8e items muat be anchored to withstsnd l,he ..sme
crash losds as the se&tE. and o l&r{e weight penalty could result.
When the strength of ihe sest and bel-t itrlisuation in the F-47 was increas€d
to,rc g. thc toial weighl, sdded to the eirplane was spproximately 2fi pounds.
Itr i,hia case, the seatlied slmoEt directly'into primaiy structure, so tf,at this
provides aD indication of the weight penalty of the local reinforcement required.
It ia also an itrdication of the exiredely stirsll totsl weilht penaltv requiied to
provide adequate crashworthiness in fchters and smatl aiicrair,
Furthermdre, eDEineerinE scudieB oflhe Reoublic Rainbow indicsred thet the
total weighr penalfu involied in providing 20 g. crash protection, a"s compared
$i.h the d g. iequirdd iE CAR 4b, fuould he-ve bein no moie than 200-250 poirnds,
This weighi penalty aseumes its proper persl*ctive whe[ oDe considers fhot life
rafts and life pneservera, to be carrled in this ssme airplAne, neighed on ihe order
of 5fi) ooundsl
It miret be noted tha,t there hss never b€en a ditchitrc of a lsnd plaDe in scheduled
overwster operation. by r,n American flor csrrler. -vet no one would consider
elimiDsting provi:sioD for this emergeDcy. Oi the othdr hand, Deedless fataliiies
occur in survivable sccidetrk, sDd could be Drevented by the exDendituae of lesg
thsn half the weight of dltching equipmenC. -
DCONOLTC
The weiqht pen&ltv ha6 beea uged ae an arqument ac&iDst ctash Drotection becauae
of econoriric corisideratious. However. i-ncreased iafetv &lso ha; its ecoDomic
asDecta.
]q 1948, the hesident's Atu Policy Commission stated (26): "The question ol
safety itr sviation is of primary impo-rtance, not, only be6auie of the imdortance of
hu@an life, but beccuee of its psychologicel efreot, oD tromc, aDd the effect of
trsfrc on the Belf-sumcieDcy of ih-e airlinls. The increase in the size of plrnes.
w.ith the rcsultant itorease in the number of people killed in any ore &ciidetrt,

dOTOR VEEICI,D gAtrETY 239
hra incroased Dublic sDtieiv out of all proportion to the sctual conditions of
safety." T'he increase in tle number of p€bpl€ killed is cleatly illustroted by
referince to eccident statiatics. In both 1939 and 19'16, the sirline pa!8€ng€r
fatalitv rst-€ wa8 1.2, Io 1939. I Dasseorers lost their lives; in t946, 75.
The'sdverse The adverBe effect of s a larce large nufrbe! number oi fstsliti€6 is far Feste! tha! is i
by aly rly temporury tempolsry dlop itr eirlile load:
As thie suthor has ssid Dl Dreviouslv (27), "Thi! .frber oi fatditiec is far Feste! tha! is indicated
losd
_oossible efrect cgnnbt be Eessuted quantito
detennine the numtt€r of potetrtial purchr€€rs
(actors, immedietaly foilowiDg su accident.
tatively, becaus€ it iE im-possible to determine the numb€r of potetrtial purchr€€rs
of perionol sircrsft or tbe number of poiential sirline passeDS€r8 wbo temoin
port ' of the nonflyiDg public because o-f fear."
A reduction i; th-e'Du6b€! of fatalities can produce an itrcleaae io public scceDtaDce
of flying which will fsr outweiSh the 8li8ht cost of ptovidint .dequate
cr;shworthinris. -
coNcLDstoN6
The entire Droblexo of crashwodhiness mav be summed up by tho statement,
"A reo.ientsti;n of the attitude of the aircrafi d$igner snd absndonment of the
Dotite fictiou that transport aircraft do Dot hsve accident8 ar€ ovetdue. Acciaente
are still occurrincbnd there i8 nothinr to iDdicate that they sill troi continue
to occur in tbe ioreeeeable future. ft i8 ressoDsble that &ircraft should
meet crashworthiness aa well aa airlforthiness requhementF" (12).
The inadequacy of the Dreeently required lovel of or$hworthine€s is clesrly
estsbliahed bi th6 record oi Deedleiis losjl of lite in suNivsblo sccidoDt€.
An enalyeis of load foctors developed b survivsbl€ sccidents revoali thet
valuos uD 6 20 r. are extremelv conodtr, snd thst higher vslues are encounter€d.
The.efole. 20 !."Drotection lepiesent€ tbe miDimum acaeptable level ot crasbworthinees.
aud hicEei levels uD to-40 c. ere degirable, and should be inoorpotated whereyer'possibli.
Protecti6n for Eidowerd and upward sctiDg folce€ ehould be
iucreied oorrespondinaly. Such levels of protection sro Eeeded in all types of
&irDlsDes. tr&nsDort. Dersonol and military
i'be uiner leiel 6f-human tDlerance to clash decelerations bas noi be€D determined.
6rit ii hss been shown io be f6r iD exce€s of tho rooomm€nded lovel ot
olti*iT;".
" ,0" weicht Denaltv involvod iD providina protectioD of tho older
itrdicated ;how8 tbet it ;eed- not b'e hish, and iB less thsn that involved irl othor
ermercenov DroviEiotrE. The eftect oi-g reduction in fst&liiy !ate8 on public
aooepitsnc-o rif fyittg otn more than ofrset &ny ecooomic lo6s elttail€d i! th€ iocr€88e
in weirht.
UnlEss covernmontsl a&encie€ r€quirc increased levela of crashleorihiness, the
lead mustae bkeD bv thC airliD€s aDd other users.
If s purchasor evoluates rival deeigna by comparinS cost' psyload, and perfonDance.
without civing due credit to ssfetv featuroa, a comp€titive advaDtage
occrues tb tbe manlirfoct-urer oDittiDg suoh fe&tur6, theroby discourogiDg their
iocolDot&tioD. _
RuEBENcEa
l. De llaven. Eurh, "Iniuries in 30 Licht Aircraft Accident6. Medical Dota
aod Crash Det;il8 Fr6m field Investigaf,ions of tho Civil Aeronautics Bo$d,"
Nstionsl Resesrch Council, Division of Medicsl Scienc€6, Committee o! Aviation
MediciDe. ReDort No.230. November 17, 1943.
2- De f,evin. Euch. "The RelstioDshiD of lDjuries to Sttuctur€ lu Survivoblo
AcoideDts." Naiionol" fr.eeearch Couicil, Divilion of Medic&l ScioDceo, Comhittee
on - Avistion Medicine. ReDort No. ,1.10, Julv I, 1945
C Di Ilaven. Ilurh'.
"Ciash
Ressarch Fr6E ihe Point of view of Cabin Deeign,"
Aeronauticsl EirciD*iinc Review (vol. 5, No. 6, pp l-7, June 1046)'
4. Anonymous-, "Intoimstive Acoident," Crash Iniury Resesrch, JtDuary I'
ts47.
5, Anonymous, "Informative Accideut," Craeh Injury Reseanch, Febluary 12,
1917.
0. Aoony-ous, "IDformstive AccidoEi No 3," Crasb Injury Beeerrc\ Morch
6, '?. 1947.
Anonymous,
"Informetive Accident No, 4," Crash Injury Resoarch, June
8, '8. 1947.
Anonyrnous, "Iotormstive Accident No. 5," Crash lDiuly Rese4oh, geP
tember 11, 1947.
g. Anodymoua, "Idtorrortive Acoident No. 6," Crash Iniury Re€eorch, December
10. 1047.

2& lronoB vpurgrrr saFprr
, 10._ -Aronymous, r'IBtormotiye Acoident No. 7," Crrlh Iniu.y Reearch, May
7. 1948.
l_1. Anonynous, 'Crarh
Inju.ry_ Resea.oh Report for Fiscal Year July l, 1948,
to JuDe 30, 1949," Crash Inir-rry Research, Aucirst lt. 1949.
12. AtroDymous, "Proposals for Increased Crash Protection for OocuDsDtE of
Airoraf-t," Avir&tioD MediciDe MemoraEduh No, 2, Aviatioo Medioine Branch,
Aurtralian DeportmeDt of Civil AviatioD. JuDe 28. i949.
13. lVurzel,- E. M., Polaneky, L. J., ind Metdefe. E, B.. "Measureoent of
Losds Requirod To Break Commorci&l Aviatiotr Sa,fetv Belt€ as aD Indication of
tho Ability of the Human Body To Withstsnd Eich ImDact Forces.,, Neval
Medicsl Re3earch lDstituto, Plojeot NM oof 006 X-630, Riport No, 12, March
16. 1948.
14. Anonymou8,
"A R6eum6 of Accident€ Involving U.S, Scheduled
Air Carrier Operators, Calendar Yeors 1938 Throuch 1945. iRevised ss of January
11,1948)," Civil Aeron&utics Board, Safoty Buieau, Accident ADalysis Div!
sion. No dete.
15. AnoDymous, "Air Carrier Aceidonts-Calendar Year 1946," Civil Aerotrautlcs
Boa"rd, Safety Bureau, Accident Analysi8 Division, June 19, I947.
16. Anonymous, "Rdsumd of U,S. Air Carrier Aocidents (Calendar Year
1947)," Civil Aeronautics Board, July 15, 1948.
, 17. Anon-vmous, "R6suqrd of U.S. Ai. Carrier Acciderts (Calendar Year 1948),',
Civil Aeronautice Board. June 1949.
18. Anonymous, "Compsrative Eatety Btatistics it| Operations of U.S. Scheduled
Airlines (Colendar Years I038-48)," Ciyil Aeronautics Roard, June lg{9.
19. Civil Aeronautios Eoerd, Safety Buresu, .A.ccident Investigdtion R€polt,
Docket No. SA-144. fite No. 1-iX)64, sbotembei 17. t947.
20. Parrot, K,, Warden J., o,nd Ptice, G. E.. "Fsctors Afoctinc Ditchinc." U.S.
Air Eorce€, Air Materiel Coinmand,.Eugineeiing Divisiou Mernorandr.rm-Rcport
No, TSESA-2-1236, January 2, 194b.
,21. Anonymous, "Crare! Injury Re6earch, Brief History strd PreBent Stratus,,,
Crash lDj ry Research, IUorch 17, 19t8.
22. De Heven, Hugh, "Con the Human Body Tolorate Violent Crashes,"
Reseorcb Review!, pp. t 8-25, May 15, I948.
?3: Dqdgeon, A. C., "the Case ior ihe B&ckward-I'ocilg Seat," The Aeroplane,
vol.72, No. l86a p. l3l, Jonusry 31, 1947.
24, Rufr, S., "Concerning Human Tolerance of Acceleratiotr ss it Applies to
Certain Jerkiris Tyoee of Acoeteration Whicb Occur in Flyinc,"
"Trergactions
reprioied from
-of German Acodemy of Aviation Developmintl' vol. 4? (translatioD
by Crash Injury ReaeArch, Eeptember 24. 19{n,
- 2.{, De Hoven, _{ggh, -"_lf_echenical Analysie of Survival in Fllls From Ileights
of 50 to 150 Fee(." Wdr Medicine. vol. 2. D. 586. l0{2.
26. "Survival in the Air Axe, i Renoit of tb; Presideot's Air Policy Com.mission."
p. 106. U.S. Covernment Printiir Office. Januerv t. 1948.
27. Stieglii,z, William L, "Engineeriig
for Safety,"- Aironauticol Engineering
Reriew, vol. ?; No. 2, pp. 18-23,Tebru*y 1048,

il HI
il
:l
90
80
70
60
50
40
3
20
MOITOR VEIIICIJE SAFETY ?/4,1
I t l l-r
t l t t r
921 2!252729 31 33353739
LOAD AT FATLURE (IOOLBS,}
Frour,s 1.-Dlatdbutlo! ol fotltDg lostl8 ol forty-nhe 4oo0pouDd beltB lD whlch
webblng falled.
{3??0 0-60-1?

242 I{OTOR VEEICI,E SAr'ETT
o
o J
o
url,
6 L
l ! J
L <
O F
k f l-
2?,
= E
i l H
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u ?
o =
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'90
80
70
60
50
40
30
20
to
o
t-
i-: 1
I I
P IqqF 5
\
,REU
o to 20 30 40 50 60 70 80 90 too
P€RCENT OF SURVIVED FATA L ACCIDENTS
2.-Distilbutiou of rlllniEum perc€Btage of fatiltties ia survlrable
alrllne accident& 1938-1948.
\

o
g
E J
F
f;
F 2frl
IJ
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lr,
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.
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=
2
=
70
50
20
to
o
MC/IOR VEIIICIJE SAFETf
f Iqq,l s {'
L I
1 rcl Etv
ir
to 20 30 40 50 60 70 80 90 loo
PERCENT OF FATAL ACCIOENTS
243
tlsuss &*DlstrtbutloD of mtllmuE percentaSe ot fa.ta|ldes l! tstll rtrUne
scctdents. l9g8-1}}l8
\,,
I
'l I
\
'l

244 MOI'OR VEEICLE SAI.ETT
lrr l.
5.O
4.5
4.o
Fl3.5
3.0
2.5
2.O
t.5
r.o
.5
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9 3
I
t l l t t l l t l l
9 9 9 9 9 9 9 9 9 9
3 4 4 4 4 4 4 4 4 4
9 0 1 2 3 4 5 6 ? 8
trtovBE 4.-Efect ot 100 perc€Dt lrasBerge! Eurvival iD survlvable acrcideqts on
alrllne Bafety records, 1938-1948,
Mr. R,osrnrs. Our next witness is Dr. Mattison who is executive
director, American Public Health Association.
TVe appreciate your appea,rance. Dr. lVlattisoo. l'ou have been
before oiri subcomiritteein public health metterg before and we are
olways glad to have you.
STATEUEIVT OF BEEWrlg F. TATTTSOTIv, U.D., EXECUTIVA DIBEC-
IOB, AUEBICAII PUBLIC f,IAITtr ASSOCIATIOIV, IVEW IORT.
r.r.
I
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I
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I li
I / '
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I
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pt rERR
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YIVED t
{Ts
!
Dr. Memrsox. Thank you, Mr. Chairman.
As you know, but for the record I will Btete it sgain. I am a physician
and execui,ivo director of the Americ*n Pubfic llea]th Assocurtion
with headquorter€ st 1790 Broad\.y&v. New York.
I oppreciate'the opportunity to be biiore this subcommittee regarding
these several bills to do with automobilo safety which you
are now considerins.
f understand th;t the bills under studv include the followine:
H.R 722, H.R. 880, ILR. 883, H.R. 1341, aird H.R. 1340. The prd-

MOT()R VEEICI,E SAFETY 2+5
visions of these vsrioua bills are eo diverse that I Bholl not sttompt
to epeak sD€cificlllv to each. Rather, I ehsll attempt to bring to
vou - certaii informition ovailsble' to tbe Americsn Public Hei th
lssociation and its pmgra,m area committeo on occident prsveution
which msv be of some trelo to rrou in vour deliberations.
The fidt half of the cu-rrenf centur:y hss seen two major heolth
trendg---romewhat counterbelancing each ouher. One bas been the
drastic reduction in deaths from communicable disea"ees; the other, a
terrifvins incres,se in deaths and disabline injuries due to motor
vehicle a]ccidents. It should be pointed out th;t the former decline
il morbiditv and mortalitv regulted from the splendid cooDerstion
between me-dicioe end its illied profeesions, the riniver€ities ind private
research laboratories. the ohermacoutical industrv end, iD Governmont
tbmueb ite healdh adncies at all levels. Tliere is no good
reason whv the-climbine toll iiom motor vshicle accidents should not
likewise bi broueht uniler contml throush a comDmable cooperation
involving researdh, the automobile induslry, &nd ihe sppropriate private
and soYernmen tsl egencies.
Certainlv the etake is ieat enough to merit the effort. Since 1910
Bnnual d6;ths from mo"tor vehicld occidents have climbed steadily
to ebout 40,000 anquslly. It iB scant compensation to realize I'hat
there hre biren meaiwhile an actuol decline in the death retes por
bundred million vehicle miles, so that our incressing auto toll does not
noco8aarilv repre8ent & wors€nins of the probabiliti6s of an automobile
occident lut. rather. i8 s refleition of the tremendous increaso in
utilization of the automobile in today'8 civilization.
Tho momitude of the problem is s;eat: approximately 8,000 pedestrisns
&nf31,000 car ocaupa.nt€ die-each yeor because bf outomobile
accidents,
Nor muet \re forqet the hazard to those who are neithor pedestniane
involved in an aut6mobile accident nor riders involved in one. For
in manv hesyilv trrveled sreas the etmospheric Dollution from automobile'exhausti
mav well have iniurious -eftecte
bn hoalth which are
not s8 yet completeiv measured. Certeinlv the testimonv heard last
vesr oi H.R. -9368 - orovided strikins evidenee thai th'e unburned
f,ydroca.rbons from airtomobile exheust in all probability ploy a significsnt
role in producins s 8€ries of situations iniurioue to health.
It certainlv ii coine tdtrke r combined and coindinated attsck on
sll fronts if ie are to'control tbis problem end allow thie and fut ure
gonerations to enjoy the benefite -of the incomparable advances in
hansportation without sufiering these extrome penalties.
There are several points st ;hich the control of accidentol injuries
may bo opplied. Fiiet of sll, there is mush that can bo done to prevedt
the aitident, sit uation (euch aa co ision with o pedestrian, collision
of motor vehicles, other collisions ond loss of conirol of coi without
collision); socond, thero is much that can be done eYen where the
accident situation has occurred to proyent serious injury to the occupants
of the car. And, third, there is thc control of'effects produced
by automotive vehicles (sucb as noxioue exhaust) which may injure
o[her€ without any accident-producing situation occuning' kt us
take earh of theao possibilities in turn:
Manv factor€ ha:ve been identffied which lead to situetions which
ore pot-entially iniury-producing. Accidents. are moBt. frequ€ntly. reloted
to exc€€arye speed, to dnnkrng and dIrrYrng, to lar [y aut,omouYo

246 MomR vnrrrcrrE gArrlry
gqppment (such- as. brakes, ligbts, or turn signals) which may result
in ]oss of control of the car or failure of th;&iv;r to comniunicato
his intentions to other drivers, and to a ls,ck of observance bv pedestriens
of.eithe-r traffc regulatiotrs or commonsense. Psyc6ological
and emotional feciors involving the driyer have also been iricriminited
ae helping to produce accident situal,ions. Certainly those narts of
the bills being consider€d which mieht effectivelv co-ntrol spied and
assure the propor functioning of a
those paxt; of the automobile
needed to keep it under the efiective control of the driver should serve
a, BiFrifica,nt and useful function in preventine accidents.
The efrect of spoed on the fatal results of iccidents is presented in
a st'udy published by the American Journal of Publie Heaith, November
1958. It indicates that there is a sharp increase of percentase of
occupants receiving dangerous or fatal injuries when their aeciilents
involyed impack a.t speeds of 60 miles per horu or more. For
instance, among the-occupants of c&rs tr8,+eling above 59 miles per
hour the fro-quency of dangerous or fatal injury was nearly three limes
as grea,t as rt, was omong the car occupants traveling below that rate.
Now, with the regard to the minimizins of iniurvln those instances
where accidental occurrence (such as r collieio;) lias hapnenedlhere
our inlormation ie perbaps more complete than in the hist instance.
The use of seat belts has been demonetrated to be efiective in this
regard. In recognition of this fact the Americon Public Health
Agsociation adopted the following resolution ot its 86th annual
rneet'ing, October 30, 1958, in St,. Louis, Mo.:
[IsE oF SE^T BELT8 tN AurordoBrtEs
'Whoreas the efroctivenees of seat belts in minimizing the degree of injury snd
the number of destho reEulting from traffic aecidentsl has bein demoistiated;
ther€fore be it
nesoloed, Thet the Americen Public Ilealih Asgociation urse Federal aqencies
and the State and Territori&l health offcers &nd otber inter;sted groups"of thp
several gtai€B dnd Teritoiiet of the United Statec to encourage thdequipping of
&ll offioiel city, coudty, Stat€, and Federel sutomobiles with 8€;t belts \i'hich ;eet
a4ceptable standards; snd thst every efrort be made tfuou{h teohniques of health
oducetion to encoutage the wider use of seat belts by the-general public in each
|'tale and llerfltorv.
Simila"r observations have demonetrated the efiectiveness of oroper
d€Bign of the interior of outomobiles includins the utilizttion of p'adtied
eur{aces against which the occupent of tho- car misht be thrbwn in
the ovent of a crash. However, the devolopment of s-tanda,rds for such
eafety appliances is needed, and if their- establishment for vehicles
purgha.qe_d by the Federal Government ie feasible at the present time,
it ehouid serve as o most ueeful guide for the similar iquipping oi
othor cars.
Related to the need for such planning of sale interiors is the fact
th,n t one study indicsted only 4.7 pereeit of occupants ridine in the
left rea.r seat wore fotally iijured-in a series of accidmts. ivhereas
10.4 percent of occupaDts ridinq in tbe rieht front seat were fatallv
iniured in similar accidents. Alio related io this ooint is the need fdr
more reliable doorlocks in.view of the fact that ii has been observed
that over flve timeg es meny fatal injuries occulred to people ejected
from nn automobile st the tine of an accident thai oicurred to
occupants who remoined in the ca,r.

MOTOR VEEICI,E AAI.ETT 24:7
Finallv, with regard to the control of health haza^rde due to automobile
6xhaust-ihe situation is well summsrized in e study by
Doctors Goldgmilh and Rogere published in the current (June) iseue
of Public Health Reoorts. Dr. Goldsmitb is head of studiee of bealth
efiects of air pollution, Californio Stste Department of Public llealth,
and Dr. Rogrim is associote director, Vitro Loboratoriee, TV'est Orange,
N,J.. and formerlv s€nior chemist, Air Pollution Foundation. Sa,n
Marino. Calif.
These workers reDort that in Los Aneeles the oir pollution {ron
d-iesel engine -exhauei is a.bout 20 -tons of -oi- ganic emissiois per day and
thot a,uto exhaust contributes about 1,200 tons of orsonic emiseiong
oer dav. These workers remarked pa.rticularly on th; occunenc€ of
ia,rbori monoxide, nitrogen oxidee, certain lead compounds, and
hydroca.rbons, all of whicf, are emitted by automobrle exh-euet"s. They
point out' thet .of the substancea which occur in automobile exheusts
ind their reaction nroducLs. hveienic sta.ndards have been eet8bliehed
for induetrial exp6eur" to'ca.i6on monoxide, nitrogen dioxide, lead
rnd ozone" and -that "in sufficienc concentration ihe exhauet from
sutomobiles mav lead to morbidity or even mortalitv in the sick ond
frail segment ofiho population, whereas the same exloeure might Dot
noticeablv effect heelthv and vigorow persons."
They s-ucsest thot "h;sienic slgndsrds {or automobile exhaugt in &
comm'lniti;hould be seiit levels which will produco no health efiectB
on the mdet susceptible group of persons in-the community, defined
in terms of ace or Lesltb itatue. Amonq the groups to be considered
would be tho-se ill with impaired cenebral or m-yocordia.l circulotion or
imoaired pulmonarv function. "
Certainiv I woul-d aeree that the soals toward which the billg you
are cousiddrine todav Eave been dev[ed sre worthy goals: tho conirol
of eoeed and -the oievention of rccidents; tlre improvement of the
chaice of survivol'bv ottention to interior design of automotiYo vehicles:
and th6 contiol of noxious exhrust fumes from passenger and
other vehiclee. There remains, however, a maior que€tion aa to
wheth€r or not our preaent lmowledge su6ces to _establish proper
etandords in these instances and to apply most efiectively coFtrol
mea8urea. lt would seem vitf,I thot tbere be a maior extension of
testine and exoerimentation in euch stand&rds if the application of
contrdl meaeuras is to be really efrective. Tlre Depa"rtment of Heolth,
Education. and Welfare, throieh the Public Healtli Service has proved
itr competbnce in the senerd f,ealth field : still further, has proved ics
comoetince in the fiel"d of accident prevention within tbe limite of
finaices ond Dcrsonnel within which it has been working'
It wor-rld e&m losical to seriouslv consider the establighment o{ a
national accident privention center -or a national inetitute for accident
nreveDtion to cariv on such basic and applied research a8 will certoinly
be n€cessaxt to estoblish safety stsndsxds and to develop new
'""i"dflXt;rroo"a
in my opening rymarks, the toll in w-asted liveg and
and the production of l-ond-term- disnbility merits an oll-out sttock on
thie oroblem. Such on ictack mugt combine the teeourceg of our
eduuitional institutions and laboratories (perhaps through euch sup-
Dort as has been siveu bv the National Institutee of Hedth in their
ixtra,mural granti for oiher purposes), of ths outomotiYe industly

248 rroron yf,igrcr;E s.Artry
itcsll and oI the best eftort8 of our nationrl and of our State and local
health dep8rtments.
_ There ii much thot we don't ktrow about tbe prevention of accidents I
there is much thot we don't know about the privention of injury wbei
occidents do oocur. To fill this ggp we need much more reiea.rch.
As if.'rportant- as qq.t-he provisions -of the bills being considered, it
would aeem thet additionrl eupport for such research-on a wide frilnt
would be advisable.
Mr, Chairman, in view of the other testimonv which I have heard
hme today, I wonder if I mieht mention iust d few exa.moles of the
kind of reseaxch which seeme to me etill w6uld be heloful. '
_ I think that most of my feeling about this stems froi tbe conviction
thot we shouldn't, wait until thd- accident has happened end th€n trv
to save l,he occuporlts of the car. This is sometf,ijre tbat we need tb
do, but I think- we know more obout that than ie do about the
Drovention - of accidente.
I think thot some of the reeeaxch which would be heloful would
lndude the following:
A study of the emotional eta,tus of drivers at times of accidente.
A certain omount of thie has been done. notoblv studies in New York
State by the Slete llealth department, eid the frotor vehiclea bureau,
in which they found o verv definite and seouent, association of uDsel
emotional sdtus of the &iver with the oe^'u.."nce of an accidenl.
I think that we should be abls to, throush -woirld'know DmDer suDDort oI research
like that,. defino tjmJs et which ieople
ihat they were
unssfe driyer€ &nd that thev would 5e told thoae times iust eB thev
know now il thev drink rsw nilk thev ore running si additionril
haz*rd of getting 6ick. I think we ehould be able to define tho times
when they a,re not likelv to drive safelv.
I think that w€ n6€d more studv oi the €fiects of fatigue and use
of c€rtsin drugs. Now, thore has-been a feil amount of-reseerch on
certsin aepects of tha_t, including the stimulating drugs to keep people
awa.ko, but there is olso the problem of the tran'quiliiine druli€'which
are being used eo frequently snd wid€lv now. Alio ths intihiitaminic
drugs which heve been thought to have eome result in impairine coordiaation.
I think that, we need a sreac deal more reseirch tf,ere.
I think that the idea of the poesib-ie construction of an sccident
eimulator is one which ehould r6ceive serious consideration becaues
without something like that, what we are doins is simplv soine
tbmugh years..of poinful ei2efence accumulrtinf enough'aicidenti
\rtuch are .Bim a.r enough eo that vre csn comDa,re l,hem and draw
some deductive conclueione fmm them. I thfuik it would be faster
tnd p€rhaps less costly in livee and dieabfities iI we hrd sn eccident
eimulator which would eneblo us to sst some of tbis inforrnation
without gothering actual accident expiiience.
I think thst we should have field td3ts of educa,tional campoisns to
inform people about these various hazerds. Now. there has b"een o
lot of publicity about this and there have been quite a few atrcmpm
to oducate people about the specific hazarde inv6lved. I tbink tlSat
w€ have to begin to erra.luate the educstional methods. pick out the
onea that work-end the ones thst don't work.
I think thst wo nood more reseerch on screenins techniouee for the
review of the physical crpability of drivels. Ther6 is a while seriee of
things which have beetr done tf,ere with regard to vision, with regard

MOTOR VEEICI/E SAFETS 2+:9
to reaction time. with reesrd to heorinq, and Yet I think thot we have
not etrough. knowledge f,here to systeinatjze the results in terms of
sctual recula,tron.
I think* it would be fine if we hod through some such accident prevention
center or institute a way of pmviding more support on an
extnmural basis to studies like ihe Cbrnell automot'ive iirsh injury
studv which I wss hapov to DsrticiDat€ in in o small wov when I wae
in P6nnsylvsnia and rif,ich lihink has given us a great risss of useful
information .
These are some of the thines. Mr. Chairman, which I think would
be forwarded, if we had som6 iype of accident prevention conter or
inetitute.
Mr. Rosenre. Thank you, Doctor.
I take it fiom your slatement that you endorse bill-H.R' 1341
wbich would s€t uD minimum stsndarde in the F€der&l Government
purcbases ' of prsseieer automobiles.
D". Merrrior. fo the extent thrt the establiehment of those standards
rls ie feasible at, the present time, y6, Bir.
Mr- Mr. Rosenrs. Rosonrs. And ilso also I take it ii thtt lhat vol vou would favor the Schenck
bill which wodd prcvide for the Public Health Service to go into the
mBtt€r of settins up tolerances roes rn in [n€ the rnetter Ina![er of or air arr pollutes porures.
Dr. Ml.rtsoi. M.rrrreor. I think this ie a very verv real hazaril whiclr whieh they will
pro.bably have to do 8om€ work on bui which they should cerieinly
make o Slarl on. Yes. 8rr.
Mr. Ronrnrs. -You refer in your stotement, to the paper that w88
published in the Americsn Journal of Public Health, November 1958.
Could vou suDplv thst for the record?
Dr. M,rrrri6x-. I will be elad to, Mr. Chairman.
(The document referred ti is aa iollowg:)

Thc idea that speed is all.hnpornnt in producing mator aehicle deaths
is subjected n ana,Iysis in this stud,y. Thz resuk shows thnt speed
is only one of a combha.tion ol faaors, ol which some nay be
nare intportdnt in controlling highuay iniury and la.tality.
A S?UDY OF SPEED I1{ INJURY.PNODUCING
ACCIDENTS: A PREIIMINARY nEPORT
A uroMorrvE Crash Iniury Research
f{ of Cornell University ig s medical
and etatisticel group whiclL over the plst
6ve years, has conducted baric retesrch
into tle generic aspects oI autonobile
accidents and their rerultant injuries, At
pr€s€Dt, data are collected from the na,
tional highways with the cooperation of '
assumpion th.t {atal iniuries su6tained
dming automobile accidents are associated.
with high epeed and that iI speed
s'ere rigidly controlled, fatal crash injury
could be eliminated. On the one
Land, there is a constant reiteratio[ that
'Speed
kills. . , Slow down end live!";
while on the other hand, it is obvious
local police, medical, and public health that greater speed and mobility are
groups in 17 statee snd two citieg. An- increasiagly being introdurcd into our
alysia of the dats rwealed pattems of culture. Thug ther6 app€ars to be an
preventable injury wbich led to changea insoluble conFadictioa: the increase of
in automotive design. Subsequent deta epeed and the belief that epeed is a
indicate that these have led to reduced deadly menace, It is strange tlrat such
oocur"ence and severity oI iniury in acciderts
Such chaogea are tepresented
a situation should exist since the conr€rtion
that
by padded
.instrumeDt
paDek and slrn
visore, recessed hub steering wheels,
streagthened door locks, and automobile
sest b€Its.
It i.s expected that s continuation of
the present approach will provide a satislactory
definition of both the crash iniury
problem ae a whole and the irnportauce
of individual aegments, such as
the relation oI speed to injury, the rela.
tion of design to specific types of iniury,
and the type o{ medical c!!e nec€saary
for the injured. These segmental prob.
lems may then be subjected to further,
intensive study,
This report invEtigstes the common
"speed Lills" has never been
actually proved. It is the purpose of this
preliEinary study to exemiie data which
/ may tlrow light on the subiect of the
relationship betr+een sped and injury or
death,
There is little doubt that the "high"
or "excessive" speed of a traveling automobile
can cause an accident; as the
epeed increases, so does the rate of
closure, thereby reducing the time available
lot visual and motor reqronses to
accomplish tLeir objectivee. The cause
o{ injury, however, is enother matter,
for all accidenta do not necessarily pro.
duce injury.
Thia paper examines accident and in-
950

jury data on 3,203 autouobilea involved
in iniury-producing eccidents to deter.
mine efiects rrhich rpeed may have had
on the Irequeney of dangerous or fatal
iniuries in zuch accident*
The eramination consists oI lour
gubetudies: (I) the lrequency distribu'
tions of the cars mcording to "naveling"
aod "impact" gpeeds in progreesive
ranges of I0 mph; .(2) the frequeacY
of dangerous ot {atal iniury in each of
the progressive "traveling" and "impact"
speed rangee; (3) rhe ertent to which
rigid control oI "troveling" speed would
reduce the lrequeocy oI dangeroua or
fatal injuries in iojury-producing acci'
denti; aDd (4) the influerce which lactors
other.than Bpeed (eiection, seat ared
occupied, aito of impact) have on the
incidence oI dangerous or latal iniuries'
Materirlr and Mefhod:
An interttlte cooperstive program in_
volving police, highway patrol personnel,
phyeicians, and public health authorities
in over l7 gtates snd trvo cities produces
Automotive Crash Injury Research data
through the use oI detliled photograPhg
and specially deaigned accident and injury
lorme. Sampling technics coouol
thc reliability and repres€ntativ€lee o{
the dab. Stste police and highwey
patrolneD are apecially trained by proj'
oct personnel iu investigative, rqroding,
and photographic procedures. Hospital
dmergency toorn ataffs and phyaicians in
th€ arcas sampled are also briefed on
thc ptogram and public health or aimilar
authorities tct to a€cure complete, de
tailed, aud accurate medical reports All
pereons participating in the program are
orientcd and motivated toward the re'
quitehents oI r ltudy rimcd st complete
faa.fading coacerning accident'iujury
factorq aa well ar accurate identification
of the specifc and ctuctural causea of
injury.
MOTOR VEEICIJE EAFETT 251
D.fiiiiion .nd Dircu$ion o{ Toonr
Realistic enmination of lhe relation-
$ip baween speed rnd iljury or

252 MC'TOB VEEICI,d SASETY
related iolormction in determining ecci.
dent speeds. Also, recent yeara have
seen the development of teets to rEealure
and improve the accuracy of police and
highway personnel in estimating ratee oI
closure. Thue, olthough most current
6peed repo ing ie pardy subjective, the
subjectivity is being progressively min,
imized. Speed data reported to Automotive
Crash Injury Research has tho ad.
ditional advantage oI eupport and
conf rmation through photographic evidence.
Experienced accident analyst8 at
the project's headquartere in New York
City use detailed pictures of car damage
to corobor_ate reported traveling and
rmpact sPeedr
Portions of the report rqhich follow
rleal rcith the implications that ce sin
speeds are "ercessive" or "above limib,"
Of course, apeeil limits in one area oI
the counhy often difier lrom those in
anothet becaus€ of variations in terrain,
road design, traffic density, and so forth.
Nevertheless, an arbitrary definition of
what speed is "excessive" can be based
on the lcrowledge that large segments
of our present rural highway qystems
actually employ a sp€ed limit of 60 mDh.
Thus. for iurposei ol discussion, tlhis
stud_v deals with an arbitrary speed
"limit"
of 60 mph and refers lrequently
to speeds above or below this "limit."
Ob,servafions
8.dc D.t {or Study
Each of the 3,203 passenger automohiles
studied was involved in an accident
during the period from 1953 to
1956 inclusive, and contained at least
one iniured person. Every type of acci
dent is repreeenteil ald the total ssmple
resembles national registrations oI passenger
automobiles in terms oI makes,
rnodels, and yeare of manulacture.
The 3.203 cars carried 7.154 occupents.
o! 2.3 pelsons per car. Among
the ?,154 occupants various degrees of
injury were sustained in the following
p.oportions :
No injury
MiDor iliury (bruises ninor
NordanseroG iojuy (revere
Iacorations, trscture, etc.)
Drrgerous iniury (int€rnal,
hain injuries, etc,)
Fst.l iaiury (deatl inranstrneous
or vithin 24 hoors alter sccid€rt)
46
20
R.port.d Tr.v.liig Spo.d. .id lmp.cr SFo.Jr
or Automobilet in Iniury-Producine
Accid.ntr
Figure I shows the distribution o{
th€ 3,203 cars occording to both reported
naveling and impact speed. It
will be seen immediately thqt the grestest
proportion oI these cars were travelins
at spceds in the 50-59 mph."ng" "nJ
impacted in the range of 40-49 rnph.
Calculation shows -that the averaee
traveling apeed was 5O mph and the
averag€ impact speed 42 mph.
The basic regularity ol the distrib!tion
cunes in Figure I establishes an
impottant fact: the majorily o{ injury"
producing eccidents studied were nor
aesoeiateil with the higher speed ranges
ae popular opinion would have led us
to expmt. Cars in iniury-producing
accidente appeared in all ranges of speed
and arralged themselves in the typical
bell-s[aped distribution curve.
In Tigure 2 the epeed data are presented
in curnulative fadhion, showing
that 16 per cent of the cars traveleil ai
29 mph or less, 29.5 pe! cent traveled at
39 mph or less, ,18.3 per cent travele.d
at 49 mph or IeBs, etc. Combining
data oa the cats which trsveled at thc
most "eommon" speed (50-59 mph, as
shown in Figure l) with deta on the
cars nhich traveled at lesser speeds, we
find that a total of 74,1 per cent ol rhe
3,203 cars studied had beeo movinq at
speeds under 60 mph before becoroing
involved in injury-prodocing aecid€nts,
Similar consideration oI impact speed
5
4

MOTIOB VEITICI,E sAT'ETT
253
lO-a9mph ro-J9hpb ao-a9mDh 60-69mPh ?O-?9mPt 30Frh&
Fi&.G l-Dlartb iod of n€Port€d ttavcllog rnd lnpact Speedr Anon: 3'2OS Cerr
tn ltrJ|rfy-Pr.dncirr Accidcd!
as oppos€il to trav€ling epeed tlls much
drc same stoty. The bulk of tho cars
impacted in the lower speed rangea. The
cars which irupacted at the Eost "cod'
mon" impact speed (4.S49 mph, aa
shown in Figure I), combined with all
the cara impacting at lower speeds, com-
prise a total of 70.9 Per cent oI the
3,203 cats.
Occurrcnc of D.n.g..oqr or F.f.l l''iuri.t.t
tclalcd to Sprd ir liisry-Produ€iig Accid."h
Figure 3 ahows what proportion ol
the persons trav€lilg or imPacting at
nrurc &-Pcrc.nlqE of C*r Tnvcllu3 o! IEp'clina at or
Bclor r Spccldcd SPccd

MOTOR I'EIIICI,E SAI'ETY
t0.lr mFh ?0.:9 ;Fr
Firtr€ 3-Fr€quorcy of Dmgcrour c F.t.l Injurr AccordtDs to Plogr€..ively Hirher
Ran:ee ol Trevclinr aud Implcr gp.cdt
successive speed ranges sufrered dangerous
or fatsl injury. (Such iniuries
were sustained by 9 per cent of the total
occupants in the cars studied.) These
two grsdes of injury (repr$enting
trauma which placed car occupants
either on hospital "critical"
Iists or rn
morgues within 24 hours) are used in
this study to measure the efiect of speed
in autornobile a.cidents; they reflerl lhe
severest aspect of iniury. Measuring
the efiect of automobile accidents by the
occurrence e{ Iatal injuries o y, while
dramaaic, illustrates merely a portion of
the problem. That large segment oI the
population which is injured to a dan.
gerous degree also represents a major
problern. The loss oI maapower and
dollars through ho€pilalization. treatment,
and often permanent disability
has become a critical matter not only
to industry, but also to the military
senices and the medical profession. Iniuries
o{ lesser degree-often including
those of a pain{ul, disfiguring, or dis-
abling nature-are, oI course, also impotant
and rvill be dealt rrith in a subsequent
study.
Analysia oI data on injury-producirg
aceidents ahor,vs that as traveling and
impact speeds increased there was a
steady and statistically signifrcant increas€
in the lrcquency of dangerous or
fatal injury. However, as Figure 3 indicates,
injury increases were relatively
small in speed rangee up to and including
,1O-49 mph. From the 50-59 mph
range, as the traveling or impact speeds
increased. the frequency of dangerous
or fatal injury became more marked;
the freqoency finally rose to nearly 28
p€r cent arnong peBons traveling at or
above 80 mph and to approrimately 40
p€r cent among persons in cals impact.
ing at or above this speed.
The finding of association between
the occutenc€ of dangerous or fatal injury
and increasing speeds must be
viewed with caulion. Association ol irr.
jury. with speed does not preclude asso-

MOTOB YEEICLD SAFETY 255
ciation of injury with other ocsideat
injury lotors. Aaide from thia, the
sF€d dlts must Do hterFeted ia terD6
of how many cars or pople are involvcd,
For orsmple, only 4y2 per ccDt
of the cars were lrev€ling at or ebove
8O mph, anrl ro more than 25 per ceot
wcr€ travelilg at or above 6O mph.
Koeping iu mind the impoilant observstiot!
thot high spe€dt are relotively intrequerf,
we cal proceed to erarnilo
thc difierences in rialc ol daogerous or
{atal irjury in irlury-producing accidents
accordirg to whether the spc€d
was above or below er arbitrarily ae.
lected limit. In thie eraminotion, the
obr€nations are iBtticted to the traveling
apee& becauee thoae are more readily
subiect to cortrol tht! iopa* speedr.
Since tho moet cou.ooaly reported
travcliog apeed ia iajury-producirg accidentc
was itr tbe 5&$9 mph range, we
srbitrsrily uae 60 mph as our dividing
line end cao proceod to obs€!'te the f!equency
oI daagerous or latal iniury
emong lt€rso$ rrho were in accidents
while traveling sbove or below thig
8P€e(L
Tabulations showeil that about 6 per
ccnt ol the occupante oI cars iovolved
in accidente rrbile traveling at apede
up to 60 mph eurraine

zffi MOTOR VEIIICIJE SATETY
cedure entailed certain assorEptioru:
(l) every vehicle trrveliag above tbe
specifieil "rigid spe€d liuit" would, instead,
have been traveliug at that spo€d;
(2) the risks Ior the indiridoate "moved
the dangerous or {atal injuriee would
still have occurred. Hence, while rigid
speed control of the top epeeds rrould be
exp€cted to produce some improvement
in the iniury picture, there seems to be
down" by this rigid apeeil lirnit uould a definite limit to ihe amount oI im-
have been the same as the risks of the provement thst can be achieved by abso-
individuals actually traveliug at thie limit lute speed regulation,
in ihe study; (3) other factora would
not have changed. For example, the
Othd F..roF Infiucncing Iniury
reduction in aoeed would aot have It has been indicated that speed is not
changed anlthing about the accideat the sole element in producing dangerous
and there would have been the same or fatal injuries. Certainly there are
number of pople, cars, typer of rc{i- accidents of such unusual and exheme
dents, and so forth. Under theee ae. clrcuhstances that no efiorts-reduced
surnptions, it was possible to gain a gtou speed or any qpe oI designed salety en-
eetimate oI the dangeroue or fatlt ingineering, such ar seat belts, harness,
iuries which preeumably would have
occurred iI the apeeil in these injury.
padding, and others----can avail in avoid,
ing eerioue iniury or death. Collisions
producirg accideats had been rigidly rsith immovoble barriers often represent
controll€d to a apecifed limit,
this typ€ of accideut-which lortunately
The expected p€lcentag€s (Figure 4) accotrnts for a relatively small proportion
shold that if the soced limit had been of the injury-producing accident situa.
rigidly fixed at ?9 mph (by some mitaculous
100 per cent contlol), thea 96 per
tions observed. Further, analysis by the
"ey"ecraacv"
methoil has indicated that
cent of the dangeroue or fatal iniuties speed coEtrol onera only panral sotu-
would still have occurred. lI tbe limit tion to tle problem oI these inluries,
had been restricteil to 69 mph, ther 85
per celt oI the iniuries would neverthc.
Granting that there is no injury iI there
is Do accideat and thot
less have occurred. Similarly, a top limit
of 59 mph would have yielded 73 per
cent, Even iI the rigitl spetil lirnit had
been reduced and heltl to 49 rnph, there
woold have resulted an eseentially limited
reiluction in the number o{ ilanger.
ous or fatal injuriee, for 6O per cent of
Ftaur€ 4-Exp€ctcd
tcrou! or Fatal
Top Spco&
P€tcentrye
lnrury rt
of D.r.
Se.ctff€d
"ercessive" speed
may have a bearing on whether or not
an 4utomobil€ accident occurs, speed
crintrol nonetheless ttould seem to imply
accident prevention more than injury
prevelltioa.
.Prwious etudies have revealeil several
accident factors (otler than speed) associated
with the occurrence anil seriousness
of injury in automobile accidents;
three of these factors will be discussed
briefly here. One is the phenomenon of
ejection, t{hich tak€s place most lrequently
when doors open under impact
conditions. The consequence of doors
opening-it has been eetablished that
front doors open in about 50 per cent
oI cars in iniury-producing accidentsis
that eiection occurs among approximately
13 per ceEt of the tatal car occupanb.
The ptolound efecte oI ejection
on iniuw are ehon'n in Table 1. Dan-

MOFOR VriErrcr,fi SAFETY 287
Td*r l-{i& of lrruy r. B.lt d to Eiocrlo d NanGj.dc
Moderrtc
Throoeh
Fald Injury
Nomjectecs 23.9
Ei€ctc€s 49.9
Iniory lstio, ej€cte€g
to dnejeclee 2-l:l
Perctntage of Occupaata with
Scvere Daq€r.
lbrooeh
Fatd Injury Ferd Injury Fatal Injury
9.9
3tt.4 26 -6
4.8: I
gcroua or fat4l iniurier were au.ataircd
by 6ve timet ae many ejectees as uon
ej€cte€6, i.e., ejection uultiplied the tisl
of daugerous or fatal iljury by 6ve,
Aaother factor bearbg upon the pro.
duclioo of d^rngerour or fotal iniuriee
rdrres to the specfic arers of tbe car
occupied by paEsengeft. Table 2 ahovs
rhe {requcncy oI darguoua or fut8l in.
jwy amoog occuponts oI various Beat
atea6.
Although rbe problem of injury as a
tulction of lhe eeat area occupied ia a
subject lor further and more thorough
studn the table clearly ahows that the
Ilelihood of receiving a ilangeroue or
fatal injury was widely difie.ent asorg
the occopants of varioug s€ats. Tho€o
T.blc 2-*Bl.l of cDerscrour" difierences were lould to be statisticallv
aignifcant. Generally apeaking, the entire
rear seat !re! wae lesa
or fetrl
lnjury Accordig to Se.t ArGr Ocqrptod
"dangerous"
thaa the front eeat area. Further, the
dangerous or fatal iljury potential oI rhe
right front scat was somorrbat (although
not remarlably) greatcr tlan that of the
ddverl seat.
Another influeoce on the occurrence
of dangeroue or fetal injury ig the area
oI the ear sustaining the principal crash
iopact. To examine thie indueace it was
necessary to study the lrequency of in.
jury among occuDaEts with reslr€rct to
their proximity to the site of impsct.
Table 3 shows the wide variations in
injury frequency rvhich occurrecl accordbg
to interaction of (I) the locatioa of
the impact; (2) the seat occupied; (3)
the "closeness" Perccntage
oI the selt area to tll€ impact
site,
The data 8how that being near the
impact site ptoduced the geategt like.
Sc.t Arcr
Occupicd
oI Occupart!
with DrDg6ous
or lrtsl Ini[.!
lihood of dangerous or fatal injury, re.
gatdless ol s€st ares occupi€d; furtber,
the incidence of the injury veried as a
Drivcc'
Ccrr€r front
Righ ftont
L.It rc.r
Ccnt6r rcrr
Rid. r!|r
7.5.
4,9
10.4
4.7
6.4
fuuction either oI tho site of impact or
the sest srea occupi€d.
It hae been sbova that iniuy may be
associated r,vith many accident lactorr
which can be controlleil by eagineering
and design. Ejectioa, the forcc locali.
zation dictated by objectE in . gived scat
area, and the eoergy-abeorbiag qualities
oI various exterior poiionr of tbe car
are all subject to efective coutrol
. Si!c. tL. Ad.'oti'. C{[ Iljdr Rdd.d -aDli
L om oI l.luy.ttunrc|lr .ccidcnr.t . dric doe lr
. c.r n.t b. bhFil t a.r tlro rf,. xDDl.. to
cliDiut. bir d@lptddf dntc bjor rln |.!b
.n.{ ,r.qu...r oI irlur .do!a drr!.b rio rd. &.
c.ar.!.d br Do..rtd,
48?TO O--50--lt
2.5
5, r:l

2ffi MOT$E VDIIICLE SATBTY
ftbtc 3-f,rrl c, 'Itrnrrroor$ c Frj InjurT A.Eo.dtra to
Occuprnrr ' Prqln|tt ro Cr.!h Imprct Stt€
nelslion Betw€en
Occupant.trd
Crash Impact Site
ODpositc inp{ct
imprcr sir€
Oppoli!€ impscr
No stricr !cLtioEhip
(ccr
rolled ovcr)
Arce of Crl
Su.triniEg
Priucipal
Impact
Top
. Brad o! !oi.Jd.; ;d!.rt .i .6 id.tEd i. irjE rodftl;. .cDidat .
throngh engi.neering. Uailoubtedly thero
sre olher facto$, Dot yet isolated o! dis.
cusied here, which may relate to iniury
cause and may also be coltrolled by tie.
sign engiaeering. It ghould be realireil
that euch factors ofteu may relale to oae
anotber. Similarly, each oI these factors
may also be related, in eone degree, to
speed. For example, clinical obaervation
showed thst ej€ctio increased rg
epeed increased, or that iu a giveu sost
arca the lrequency oI iniury increased aa
speed increased. However, au oll.im.
po snt res€rvetion is tlut dangetoue or
fatal iniuries increased ap,preciably ftorn
one speed range to the nert, starting s!
the traveling speed raage oI 50-59 mph.
In the lower traveliag spee

thel romo obiect, when cotrtrcte4 casilt
fuficted iajury rt a}ooct ary spced, aud
rbat other object , whea contected, pro
duced no iojury e*cept at relativcly high
rpccdr. Theee cliaical observations aud
hypothairil opiniom can now be placal
in propcr pcrryective through the atati*
ticrl proccdurer rdoptod ir aaalyring thc
&ta for thie otudy. Datr analyaea hrvo
clearly indicated that conhol oI :peed
ba.6 s€rious liEitstiols il termr of reduciag
iniuriee, becaure it af,ccts only a
proportioE of rhe ccn, but thst d€sigD
cdgiDceriDg sficcta injury ir all carc aud
in stl .p€6d rangea. Thuq €fiort8 to re
duce danguour or fatal gradee of iljury
in automobilc accidenb must tdre tho
factors ol sp@d aail ilcaigr cngircerilg
into eioultaDrour ooasiil€rrtion.
Summary
A etldy of the reportcd irnpect anil
traveling specda of 3,203 can in iniury.
producing accidelta and correlation rirh
injury data oa the 7,154 occupatrt of
thee cars r€f,esleil:
l. Approrimatcly ?4 per ceat oI tbc
cara involved in iojury-produciag accidentr
wcre travcli[g at apeedr udec 6O
rnph onil about 88 per ceot involvcd iEpact
apeedr uriler 60 mph,
2. In injury-poducing accideuts thcre
was a rtatietically aiguificant arsoci.tion
betwecn increares in both traveling rpced
and impact epeed and the fiequeucy of
daugerous or fatal injury. In each o{
tbe I0 mph traveling speed rargea
through 59 mph the increaser in lre
quency o{ dangerous or fatal irjury rvcrc
MOIOB VEEICIJE AITETY 255
slight; beyonil 59 mpb tf,o increas roee
eharply. Amory tbe occupeata oI can
ttavelilg rbove 59 mph (reprc*nted by
25 per ccnt of the catl obrcrved), the
frequency of dengprous or fatal injury
was nearly threc tines as great .! it wrs
smong the crt occupalta travelilg below
59 mph.
3. Complete anal absolutely conuolleil
top 8p€ed limits would afiord relatively
lioited rcductiou in the erpectancy of
daageroua or latal injuricr in injory.
pioducing acaidcDts; rbict maintenance
of I top tnvelitrg speed of 49 mph vould
still hlve 6een the occurrence oI 60 per
ceut of the dangerour or fatal iajuries.
4 Many factora other than speed
operated to produce iajury iu rutooobile
accidents. Acting hrlcpenderdy, inter.
dependendy, or togcthcr with gpccd were
cucb accident factors a.s ejectio!, s€at
areo occupied, and site of crarh inpact.
5. In $c bullc of injury.producing ac.
cidenta dargeroua or fatal injury in low
ry€€d rsnges----clcept whero ejection
occurred-appeared to be very largely
! function oI the ehape snd lorm oI iu.
terior csr componcnts, whether these
were Etruck, and what parts ol the human
body eruck &em; cuch iniuriee in tbe
higher apeed ranges apparendy associated
with an interacting combination of
both the dynamic re8ult6 of rpc€d and
the design ol tho car.
6. Speed regulation without rimul.
taneous control of car design irnposes
liEitation oo the €xtert of reductiou of
dangerous or latal injuries in iljutyproducing
automobile eccidentB,
}fr, Moore ir dir€ctor of .Automolivc cI!!l Injuy nca.lrch oI Cohell Urivcrsitr,
New Yo ., N. Y,
TL; plclcnl report is. rc'ilioa oI r Drp.r itiiilIt of,€r.d b.fore thc.Alnual
Me.rirc ol tf,€ Higlwry Rc!.|rcf, Borrd ol tho Nationd Rrs!,rch CouDciI ir
Vuhirstoo, D. C, Jeauary rq 1956. TLc orisiDrl plpcr ipFar! in Hishe.y
R.r666L Bulctin No. 142.

7,60
MomR vEmcrJE SAFETY
Mr. Ronnnrs. Now, also in yorr statement f was a Iittle bit-I
am not cruite clear about' this portion of t'he sta,tement. It may be
that, vou'simoh' didn't sunnlv'ouite all of the information that'was
in. t'h6 paper, which madd -m-e
riot understand the strtement. You
salo:
It indicates thet thele is a sharD iocrease of D€rcentase of occupents receivinc
danperous or fatal iniuries when _their accidenls involv"ed imoacie of eoeeda of
60 ;ilee per hour or rirore. For instance, among the occuponis of rors traveling
about 59'miles per bour the frequency of danglrous or fital injury wae nearlj
three times as great as it wa8 among the car occupsDta tr&veling below that rste.
I believe that Bome paper also stated that. I believe,87 percent of
the people involved in-these accidents were at speeds belori 60 miles
an hour. fs that not correct?
Dr. MrrrrsoN. Yes, sir.r f was referring not to the proportion
traveling at difrerent speeds.
Mr. RosuRrs. Bul, to the frequency.
Dr. Merrrsox. But to whot happened io them. And there were
three times 0s many fatal iniuries amonq the fasl,er travelers.
Mr. Rosnnrs. Rosnrrs. I believe alio also t'hat the faper paper stated tbat that 50 tperc€nt
of the injured people in accidents were at, ipeeds below 41 miles per
nour,
Dr. Merrrsor. That is right. In other words, if you &re going
bv the size of the rroblem. t'he problem in numbers of people iniured
dould be quite prbperly larggr -qt l,he lower speeds. Thi prcb;bil!
trea, nowever. are qreatef at tDe nrqner Epeeds.
Mr. Rosrnrs. And that 69 pe.rclnt of t,he iniured peoDle - - involved
in acridents we.re al, sneeds below 50 miles an hour.
Dr. MerrrsoN. Yes.
Mr. Rospnts. I think that is clear now with those additions, a.nd
f would appreciate it very much if you would supply that p*per to
be added to vour statement.
Dr. Merrisou. Yes.
Mr. Roxnnrs. To be added to your,statement, in the record.
I certaidy want to thank you agoln-f6r appearing.
Now, there ie one other prper which you mentioned at page 5 o{
Jrour vour ur statement. statement, the the. s[udv sl,udv stud bv I Drs. Goldsmith and Roeers oublighed
in the the June issue issire of Public Health l{ealth Reoorts. Could v:ou vbu dake make that
Btctement or studv availeble alone with the other doLument?
Dr. MrrrrsoN. Yes. I would bie elad to,
'Yes. I would be slad to,
(The document referred to follows;-)

ALhoqh adoi|ottilz edr4! tt cnta u dozau ol conpout&, on\ a
liniud wlallanbcr ol fure are a potential public hald lraz*d.
Health Hazards of Automobile Exhauet
Jotlll L OOlDSflltX, ll.D,, at.t.H., ond l5WlS l|. rOGElS, Ph.D.
'TiEE GASES, vrpon snd particl€s ir outo-
I rlobiL €rlru* .16 consi&r€d by E ry to
bo dr6 nsior odtributiry lsctor8 of Id AngGl€6'
air poldion, thich is so sttikingly chart'otorizod
by irritrtion ol the syes (1r). Othcr
w€t co6st citi6, indtldiDg San Diego rnd San
Frraoirco, rpper to Lrr€ r sirnihr Problsm
ir L*swlc lorm. W€ hrY6ldrtr€d tltBt whoa
tbo dhogstr oridcs snd putly burn€d tu€l oI
rutohobilc erhsust rre irnditt d tho chsrrctlristio
photoclEnicd tyF ol solog is prcducsd
(.r). Concarn rcgprdiry tl'is lorm ol t Polluiion
d6rivd 6oth ftbe tho ridFprsrd syln}
to!o! rnd frorn ths p.€sibility of tum€dirto or
long't€Im of€ot! on heelth (r). If stt Dtion
is focus€d on hydEorbons and dtloS€n orid.q
i[ rb sfiort to .bat€ sy€ initstion, othsr ldvsrs
sf€cts ol rutomobilo €.Itust nsy unioriumt"ly
bs igord. I'his nview ttr$rpts to Plr.s th€€e
otllei ptr€cts in FEp€ctivs.
Whotr or y s low Ntomobile are drivon on
country rcads, thsts is no public bealti problen,
but wh€n thoustnds ol car€ rI€ oPont€d in o
smdl sr6r with s limit6d supplJ of trsh rir,
rutonobile €ltsust mry oonstitota . potontirl
hrtsd to tho h€oltll ol the comlDunity. Thi3
wiU b6 trtrc sv€D iI! ths sb$trro of illit'tod
6ye6 ond r€ducsd vicibility, so cha.sct€r;sric of
photochomicrl Emog.
D.. Cau'nn h n h.d ol ddis ol halrh .t&L' ol
eit polltion, C&lomb S'utz D.Po n r. ol PLbIic
Il.ablq gqlIct, onlt Dt. Ro6.r' n sruit* rli'
tero\ ytro L&o.dbtb', Vest Otase, N.l. .nA
lo,n ,lr Mia. cknd, /li Pollaaon Foudeion'
Sar Matno,Anil.
Thc solution ot tro impof.tive qu.tioDs lies
itr th6 futur€: IIor Etrdr elhsrrt cs,tr bo
tolsrded in how nuch rirl Wh6l1 does tltis
potgntisl Lszrrd b{oD6 .n actu.l oD6l For
th€ pn6€nt, w. Ehall conosIr our€€Ivs with
sh&t is Lnorn sbout tho constitu.nts ol rutc
mobil6 *hsusi rtrd vith rn approach to rn-
Bs€ring th6e quodionB.
Co|npo.lfi,ln ot Aylonobil. axhood
Wo irs conffning our rttdrtion to .ir pollution
fmn sperk'fft€d intelllrl conbustion sngine6
snd €rcluding tllAt lron di€€sl ehgin€a
In mo€t urban Er€ss, tho lrtt r, althowt Eonslim€6
s local nuisrnos, is of 1@r impoltenco
to thc commEnity. In I.oe Argeleq lor eramplo,
tho air poluiion fron diesol ongiDo o!heust
is Btlout t0 toIrB ol orgsdic 6milsioff Fr
d!y, wh8rers ruto erhsllt contributE rbout
1p00 tons of orgtnic €misions p€r dry (6).
'When o patmlourr tuel iB c@plstaly bumsd,
th6 pmduct€ er€ carbon diorido ond $oter, togsth€.
with nitrog€n nnil unu€d oltg€n froltr
th6 air. Howev6r, in s spell-ffr€d irtt6rns.l
combustion ongins s{[r€ of dn nitrog€r i! rlEo
oridiz€d producing th6 sevsrd o:id€€ ol nitrog€n.
In eutomobil€B t-bo rrrio ot tir to tu€l is
seldom mointein€d !t ths th€or€tictl vrlus of
15:1 r€qujEd lor complets cdrbostion, Mor€
fnqus:rtly, this rrtio eDounts to obout l2:1 st
idling lnd 13.5:1 rt dujsing,
Undcr ths conditio$, ottror product! rpp€or
in the elhsust, inclurtiag catbon monoridg
hydroge., aldehyd€q tnd unburn€d hydlootrbons.
In sddition, orides of sulfur ocrut ilrr
281

262 MOTOR VEEICI/E SAFEET
sthrust depending od th€ Nl[oonf of sultu m
th€ tue), and l€rd compou|lds .!o Pt!.6nt in 3
lorm detennined by tho odditiveo wod ir tL€
luol. Beceuls ot tr€ln€ndous diffe$nc€€ ir oporrting
condiiions' condihon ot c.rs, snd othsr
ft.cr.E it is djftcult to givs BpFe6ontative
oDslysoB, Some ch&rsot€riltic lrngBs ol sthaost
gra cornpoeition rrr Pre€srlt€d ir tebls 1.
Ol thc constituenb listod in tsble 1, w€ shrll
consider oly hydrocarbonq oxids ol nitrogsn,
l€sd conpounds, and corb@ tnonolde.
E ..t| ol Ii . ond W.drt..
Sinco lhc composilioD ot €rliust 8f,s is so
varisbl€ end is quickly ililutod $r!'il iutrdt€dfold
shen it is re.lselod to t]I€ ttmospheE,
krowinc the dctusl concsnhotions of €i}sust6d
cus"" i" th" sho€ph€lo i! irnpod,t!|t' The*
' an.snhetions ara afected by windspod,
prosmcs rnd intunsity of r tsltrFrot{ro irver_
iion, vehiclo oporating couditione, rumber ot
u omobiles opcrding !€l aqurrt mile' and further
r€lctions ot the ottno€phirric ponstitusnts.
To illustrsto how high fhe conceDtBtions Dty
b€com€, t*ble 2 shows vsl!€ ol hydF€rbons
snd c.rbon mororids st ies b1r3t int6rs.ctions
in Ia Angeles during p€s,t tlrftc eDd tdv€rBo
w€sthei condiiions,
About 5,000 ve.hicl€s par hout Pissod tbs
int$!.ctio$ ct shich thc sanplt6 wore talon
€Ecspt .t Follywood tl$d Hft$or Fl€€rrF,
where rbout 11,000 per how pr$ed-
C.drrrnlty cnd Indu.lrtcl ErP..rdr Hat.'dr
The substsnc.€ lis{.ed in teble I h.vs b.€n
subiect to conv€ntioDsl t ricologicol stuilhq
€3p€cidly tuom the eis{point of occuprtiofl&l
hazslds (9-7-1). Altho[gh th€ toricologiotl
pror€dur$ er€ \vell sstsblisb€d thers rr€ Froral
r\erEons why this approrch i€ inadquats lor ou}
purpos6.
Induotrisl sxpo€ur€ si|nalird€ rrs uEuolly
d€tsmined by ths Ansric.n ConIsftncs ol
Clo\€mmental Industrisl Eygianist& Th€d6
*rnduds. called 4thr€shold linitr,' rrs b6"sod
upon erpo6u.€s of b€altly ldults to e singls subltance
tor s p€riod not to erc.€d I Lours lollorved
by s .€cove.y Friod ol &t l€ast twic€ thtt
long. h community .i. polutio* from !uto-
mobilc €rhst1!t, concerhotiotts v y lrotn hour
!o hour, but tho €xpo6ur€ met be continuous'
both in tims tnd, for most porsons, in pl*ce.
Coning holn6 from $olk do€€ noi mean rr €nd
of exposrr€ to ,ir pollution 8,nd mel m€an r
gr€st increrse il ttrc trip .€quir€s driving during
p€ak trafic
Ths ext€Dt ta thich erpo€urs to ono or mor6
of th€ rubst|ncss in auttsobilo oiblust in'
crtes th6 efect of snotlrcr is not known. Conc€rn
ovel thiB possibilitt is height€ned by sone
eramples oI synergistic efects. Arndur (19)
hss shown th€ ett€nt tD which sero€ols enhancs
ths sf€cts of gO' on tho pul|nonsry airwsy flow
r€sist$cs in gunrce pig!, Init F.lk (7J) h'3
sh6n tl|o efiea| of soots on dopo€ition of crr'
cinoc€i5 Until fufther stodi€3 htYs clariff.d
sucliint€rrctions, it is r€€€€srry to susp€ct thli
componeots ol elhaurt miy lteo stn€rgistic
€fr€cts.
'tYhile industrial expcuna usually iavolve
smau numberE ol r€lrtiv€ly horlthy p€opl6'
community erposurl€s aflect' in verying Frys,
,he sntiB poput.iion oI a cornDunity' tho sick
with tl$ wsI' the freil xdih tn6 vigorous. In
suftcicni concsntrations' €tbrtsi fmm sutomobiles
nNy lead io molbi;lity or eyon mot&lity
in th€ si& lld trsil segment oi the populetron
wlrerers ills €ame expo6um might not noticsably
afect he+lthy and vigorous per:ons. tr'or persorls
with circ.ulitory irillrls or wiih rcd c€d
comp€tanco ol .artbral or myo.$rdiel circula-
fobt r. C66po.ldo.r ol sutoiobil. .xhcstt
r D€rndr oD ldd .ddiiire.
t It Hd. on.ulalr @!t.!t o{ l@L
8odr.r: A€46!d6 6 !tdr7.

MOI1OR VEEICIJD SAFETY 263
toH. ,. Corbon moD.rld. .nd hrd|!.o|tqr. In Lo. Ary.l.r, Colr., ||... d. dlr.l.. t.| dl'.
wfil Lul.y.l {r.||ill liv.rdor cordlfionr,' LDa|nb." lt56'
3Len it Fld.M-----,,----, ----,,,
L Eec.r Ol-EDt.-__ , _ ,
So D.itr.ndo .r'nkhlud- - ------- -- --
Eouy'ood.od Es6or F6r.r3,,, - -
ViD.i.tr l .nd V6btu6 - i
0&2
662
0dt
{35
OPb)
30!
ita. it
li4
300
308
233
t.74
1.56
1.83
1. 50
l. r0
.il
tu
,tl
5l
l8
3a
36
86
D.J!.ol
' L*nev€l thdn.l invsElo. cddltlon. r.a.r to th.t @ditior iD !h. ac|@ph.E rh.r tn uDD.r bvd ol .ir
od lh. .s!b. in.!.d dr bein. @l&r lbs ite.ull@ dr. L r.llM, ch.F-b! Lr.i,Dbr rh. .ir bdd.l[ i(
t Aa.r.s. of 6 uDd6 t lFn €v.ry 30 mltruia b.ty€ar 6:0..d 8: , ..m., Prift Diylight Suvin! Tim., tt
3 d!as6 fmD rhe .ub.
8o!&t: ndqsa@ 8.
tion, Blkht imp&irmsnt of ttrc orygen trarsport
function of tho blood [||y hrre sedous coneequmcse
In rddition tD th€€s p€ople, two othsT
gtouF ar€ rt unusu.l rist fron conmunittwide
erposuro to Nuto a:hruEL I'hey rro tho worl-
I!€'t r'ho ei.P€riencG i simil$ type ot erpcuro
whilG 6irploJ'.4 Nnd porrons sho inhdo tob&co
smok€. It r mehbor of theso multiple expGurr
groups is slso ill, o! has itnFirrd h€olth, th6n
ihs hszrrd rtrsy b€ compoud€d.
trins y' tvs crnmt r€sum6 th&t trrmin tion
of erpocuri t6rmimt€6 ri€& of iU st6cts, ID
thtu coon€.tion, drtr oD lrDg crnc.r Eportad In
E€tqt's study of dnigt nlr tron Gr6t Brit-
8itr ta Nor Z.dand !!e r€vssling (rr). H6
found th&t tho dulstion of erpo€urs ta uriar
sit pollntion in Bdtrin b6tor€ emigrrtion *N5
signiffontly .€sociotad \ritb ritl6 of dey€lop.
rE€Dt of lung crtrcsr ohE€rvod mrny ye'I! l.t6r.
gi!c6 cigsr€tts c.rFumption wrs sinil.I in
Gnrt Britsin snd N6w ad.nd, tbo €vid6nce
poirts towud shrc€phsric Fllqtion rs r frctor
in th. cousttioa ol ths diso.s.
It, vill tok6 y€als to.6tirnst rccur.tdy tl|s
poreible dolryed consquenc* of €xpoourc ol
lllgs numbers ol persons to sutonobilo crluost
fum0€, but tI. pGibility ot h.!'rn eridt rDd i.
dificult to ca.lud6 by conventionrl todco'
logicd methodr.
The nlslimuD c$bon moDoridc cdc.ntEtion
rspolt rt in trblo t b 04.9 ppn, whil€ dlc
rvsr.ge yaluea wom 15 to 36 ppln, Av€Flgo cotrcentrrrions
of 4 to m ppm, uith s [lrxinum oI
80 ppm, hrv€ b€6n rrport€d in Britirh citi€s
du ng srog (.16). Sinilrdt,6r av€nrgo of
28,9 ppm c.rlotr moDonido in Dotmit during
heavy trafic hss b.6n r€podad, viah s raorimwn
ot 80 ppn (1f).
Mor€ h known sbout tho nedrniao of rbsorption
|nd rclion of cirbon nonoridG th$r
rboui rny otll€r Doxiow subetrnces toulrd m
sth.rust. This trstoless, odorlesg colorle gee
tu 250 ti['€s as ffrmly bound to h€rDglobin as
ia olygen. Il moy br crlculrtad th8t d cqui.
libriurn for every prrt, Fr miuion of cefton
monorido r€aching lh6 lung,0.rB Frccnt oI
the bodyb henoglobin is combined sith carbon
monoride,.nd henc€ inrctive. noug[ton (17)
hrs shown turther thrt in th6 p&€or|co of
crrbon monoride-h6moglobin compounds, orygen
ir bound nore trnnly to hemoglobin, thus
fultlor ihpairing orygen tBnsport.
Whil€ no heslth dsmrys hr6 boon drribut€d
to crfton monoids €rpoiurE b€low 100 pplr\
th6 prEsumption tllit 6uch lersb iniclirata i
srnrll rmount of henoglobin is in*sprble.
Greftlgr end his associ.t€s (18) Lrvo shown
thrt urban nonsmok€B hrvs a CO lsv6l corrr.ponding
to ssturation ol 0.82 to 1,9{ pdt.nt
ol hernoglobin, whil6 FtroLor3 hwc ,.1 to ?.8
percsnt The public h.alth itnport nc. ot this
li.s in ih6 c6rt inty ttrrt rmdling rhd srlGurc
to .utomobilo cthncst ars e .,I,'.nam l,l.l s
vlrt lrlgo numbrr ol psl8otl3 .rr rt€d6d in
ech t rat tliit up to a p.$..t oi ttroi! hemo-

2M MOTON YEHICIJD AAFETY
gtobh tu ll.E3vs, rblo for ortgen tren6fe.,
Accurat€ prodictionB of cdibon monoid+
hemoglobin lsvsl5 fmm environmeDtal mess'
ur€e€0lts ,.r€ complicated by tl|s t&ct thet $ne
time iB teloD to r€ach €quilibdum and this time
varios vith tho activity ol ths subi€ct.
In studieG on tho ndrptation of 6y€s to dr*neeMcFarland
(JP) denonstrat€d sn iroprir€d
sdrptability ir older pslsons which F.s duplicetad
in yoong Bubi€ct! whon brea.ttring gaees
dafcisrt i! oxygsn or 1'h6n elpo6ed to low
lesob of c$Ibon monorid€. Ths inportrnc€ to
automobil6 drive$ ol visuel s€Dsitivity at night
iE obvious. Hov€v€r, it has noi b€en shown
thal orpoeuls to eutomobils slh.eust *t the
levols founil on ths lr€onays ol s modorn city
imFirs tho adsptsbility of 6y€€ to dor*n€s€ or
&lt6r3 tho €xchengD of vitd lagl)irrtory gas€s,
cltho[gh this is r phusibl€ inlsr€nc&
Sone idee ol tlrc pGible expoeuree ol drivers
ie obteined by ssmplbg air in tlis driv€r's tonprlt't€nt
of Dotor vBhicl€s, sE shol'E ir tsbl€
3 (N\,
Anothcr sey ol ststing th6 ofi€ct ol csfioD
monorid€ is that it€ inactivetion of herooglobin
is simitrr io rithdriwing tlls c"rr€sponding
reount of blood from circulrtion, From tltis
vi€nloint s. concsntrrtion ol csrbotr monotrid€
of 100 ppm, wh€n e$titibrtrt€d, iE a€socirt€d
with illctirrtion ol obout ono-siith of tho
My's .irdhling henoglobin. equivsl€nt. in
volume to s,bout ono pint of blood, with corr€sponding
lo€s for ottler concsntntions of
|{rtolpn Otldet
Durj.Dg sccelemtion rDd crubirg, rutomobiles
enit appr€ciobls quintiti€€ ol nit, c orid..
On mirinE $ith oxygen, nihio oxido it oxidired
to dtro€lsn dioxide, so th0,t s miliui6 of the66
two orider is lound in the s.tmosph6ro. Th€
concsnrration ol nitmgsn orid€€ in th€ open eir
mry b€ 1 ppm st time8 wh.n CO is 50 ppn.
T16 toticity of Ditrogen dioxids iE bs€ed on
ir! irrit$nt prop€rti€€, o{t€r d€lay€d in ons€t.
In cis€6 ot signiffcsnt e)rpoBurg €igis end
3ymptoms of pulmomry edene hav€ b€en not€d
hours to dsts ls.hr (9./). Nitric oxide rlso
forErs s stabl6 cornpound with h€moglobb in
yitro, ryhich, if it occulltd ir vivq would mak€
the h*noglobin una.viihbl€ for tEnsport of
carbon dioEids end orygsn.
NitrogEn diorid€ on dissotying form8 som6
dtrito ion which is csp|blc of t€acting rith
henoglobin to yield methemoglobin, elso unsuiteblo
for transporting r€spir&tory ga"e€s.
That this may occur unds. 6orne ci.cumstEncss
is suggssted by s rgporn ot mothemoglobir levels
ol 2.3 tr, 2.6 p€rcent i! 1;relder6 erpo€€d to a
mirtrr€ of g|s€€ itrclding nitrog€n oxide3
leet.
It h unlitoly thrt toric sfi€cts would oc.u!
soltly lmm tho levslE ol nitrog€n oxides lound
in pla.ces with eir pollution du€ to nutomobilo
€ir|uet. But th6 similsr €fi€€t ol ths rraction
oJ homoglobin with carbon rnsroxide and 1i'ith
nitxog€n oxider lsnds grerter signiffcence to
studying the latt€r.
Neatly dl grsoline used in eutomobileg contoins
had t€traethyl, up to m mnch as 3 ml. lxr
pllon. This l€rd is mo6dy disLsrgld through
tho orhust to tlo rtmospherq rnd this Jrct. hos
c$us€d much corc€rn ov6r tho pest 25 ysols 0s
to tho po€sibls sfiects of l€rd on ho&lth. I-€,,d
oc.urs no€tly in lhs p* iculrt€ fo!m, and s
mN.imun concenhrtion of 16 microgrms per
aubic m€ter br6 b€er r€portfd by Cholak lnd
oth€B ir Los Ane€l€3 with arerage valnes ol
7 microgrsm per cubic 'n€ter (pr) dudng o
4month period, Augr€t }Ioeemb€r 1954.
In g6n6rel, rnslyse€ of urbon air shor{ lerd
conc€ntrations vhi{h ar6 low in r€lstion to tho
amonnt of lead bumed in $soline. This tnay
rrbb 3. L.v.lr of ..rbon lnonortd. In pddt
t.r |nllllon loud In c€|nparl|n.nt. ot d ver!
ot moror Y.hlcl.r l. Crnfohlo
tFrrg_ 9r. 8
50 99_
6_2
l0(Fl4t
1.2
N-249
250-299,
6rxHt0
.1
.2
. t
Tot l -, r00' 0

o orpbitr€d by tbc fr.t tirt tll€ prniols suo
ol th6 orhrultcd ldd lrng€3 lmm 0.01 miclor
to.or€Bl milliEstels in dir,n€t6r, iDd tl|6l|fgo
p.nicl€s 6n b€ er@€d to *tll€ rrpidly \dhsr
crhlurtrd into opon sir. Moreover, high"speed
driving tenils to incroaso th€ nunb€r of h€evy
p.!ticl.s, and ltso t€ndE to clean out tho 6rho|lst
Bystom ol lod previously depeited
duritrg th6 light duty, stop-snd-go d viDg
conditions (91).
Estin&ting tho r€tontion of l€.d in ths body
is complicrtrd by tll6 problen of prnicle si'6
.nd conpoeition. G€n€rally sp€lkins th6
srnsllgr (submioon) p.liicl€s impings on th6
de.per portionE ol tlle lung, vh6ro they msy bo
npidly sb€orb€d, vhil6 lorgsr particl€s orb
mors libly to impingE on ths mucDus lsy6r ol
tll€ upFr poftion of ths oirsay [nd subsqu.
lyb€swilowed. Such I mute is associat€d
with los ol no.t oi tlts lesd in the fec€s.
Ons lceturs oJ tlrc toricolog ol le3d indicetes
thit ib str€ct rdght bc elsted to th.t of carbon
rnonorido rnd of nitric oride€. In chronic l€ad
poboning, t}ler€ is found s loF-grado rnomir
rnd ako incr:ased lrsgility ot red blood c6lls;
thir rrry tend iadinctly to impair traruportation
of !€8pirrtory gss€s,
Wh6n codid€r€A .psrt, l6{d erpo6ur€ lmn
ots€rved levsls in I-,06 Angrl€s ond other cities
is not toric, but leld orpdurts iri so conlnon in
indurtry lnd in g[tcg€B tlut th6 small ond p€r'
sist€nt incr6r'1q* in erposurs rsocieted *ith
ruto orhrust rDsy be sumcient to r€nder sn
othcrwilG tolsrable letd burdsn o toric ono in s
fet' psriom.
Xy.rho.!Aon.
.A,ltbougl 'rhydrcoarbotls" hrrs b.er clrr6od
{3 r grcup in tobl6 2, it is rppcr€nt th3t th6
grolp includG Ertry coopounds such as p*rfias,
olsflo, lr@)aiicsr cJclopar.6ns, rd
oth.r& Th€ p0rticul.r mirturo in nutornobils
eih.urt d.p6n& in pait on th6 fusl uFad and
in pert on th *.y th! motor rehiclB .rs operiLd.
Tllo aotsl hldm6$on conc€trtrstion in
tho opcn iir *ldon srcr6& t ppm, honc6 th6
coocantrraior of indiridud conpound! ril to
mucll ls thlD thit At the€ lol' conc€ntlstio$,
only ah€o biving klovn physiologic.l
activitv ali olooftem.
ldOIlOR VEIIICLE SAIETY 265
OD6 gmup ot hydrocr$ons of p.tticd..r int€r€d,
includ{€ such compo{nlb ,s 8,&bd|'py-
Ietrs rhich under €lp€rirrentsl c@ditioDs mry
pmduc6 csncor in animrb. Itis compound,
elotg r'ith othe.s ol similrt chordcsl aon3titution,
has be6n qualitstirdy i(bDtiff.d ir rutomobilg
€rhrwt in tD{.s rmounts (rd,Sd). AlthouAh
polynucl€rr hydm.arbobs lElducc tumors
*hen phted m thc rlin of :uecaptible
snimrls, th6ir inj'&btion hss rsulted in no
€rp€rimcntol lung crnaels ErFrihsntal tumola
crr b6 pllduced il the lutrg'B nruc@, rs
dlmsgsd, lor etahplo, by s triJlsfuion sutur!
toakod in tho ercinogcn or by r hoobd orpoule
containing rho substroc. rhicb is r€tsinod in tl|€
broncbus oJ I[ olpsrimmtol snimd (rr.
From such Etudie! on€ is lod to th6 hypoth6i!
thrt carcinogrrr€Gis occurs on tho baris ot drmryr
t th6 mechoniBrus prot6ciing tllo uDdcrlyrDg
trleu€€.
Ths po€sibility that the6€ trsc6 qu&l1tiii6 do
jn f|ct, hevs r r€lrtion to tlc o.curr€Dc€ oI lung
concer is e d€bctrbls point, ud onc on which
edditionrl r*rrch ia nccr€sary. Mor.eowr,
eyen if 3l-b€nzpyren€ is . csrlso ot lung ctrcer,
it is pr€*ni to e much gN.t€r €rtsnt in
coal snoks thcn in iulombilo €!-hrust. Col!munitiea
in *hich coal iB urad .6 a I! ior tu€l
could erpecr to ffnd lar nols A,4+snspyroDo
rrising Imn .61 burning thin lrd coobustion
of pcrml€um fusl& For sr.tnplg Ld A.Essl6
(98), whsre no corl is burn d, hs bcsn
lound to halt6 3.3 microgtrms ol S,fbenzpyrtne
p€r l0o cubio meto}s of eir, rrlils ir l.oddd
199) rnlu€s up to 4? micrognms pe! lm suhb
meteE htrre ber rsFolt6d-
InLld. on. ol l qu.l Co|rFinr .
On ths west cord, where w.dLr conditi@r
miy l€.d to poo! di6p€tr3rl ot .utoEobilc .rhrust,
|nd whers thsls is rn abundrnco ol
eolrr rrdirtion, rD intormlion ol nitrogsn
oxid€s ind hydrocerbons occus. TLir rt8ult!
in th6 obnoriou€ miitur€ rhich v6 c.I photoc}ornicl
srnog. Tbs priftiprl pmdiat8 .!o
ozons end organic .intorErdistes, sMo ol *hial
irritst 6Je€ rnd fumrge plr !. Orm..om.iin€s
r€Nch€ r cobodrhiiion ol 0.6 ppD or
It is lnown thii oa.lrc is. higl y irribting

zffi MdrlR VEEICI,E AATETY
sub€trn ., and is c*pible of producing clinic*l
6igru of plnonory ilrit|tim. ncp€atad drily
erpostrr€s ot onim|ls to 1.0 ppm lon ibout { yesr
pKdtrc€d fbro€is of thc luDg ir} sor!€ speiss.
Racutly ths hygisnic st{tiltrd to? indult rl
.rpcurt ffffi rrduc€d fro& 1.0 ppm to 0.1ppln
by the Ame csn Conf.rrD.o ot Oovernm€ntal
Industlid Eygie.nists.
Of ill the substdnces mcntionsd, 0z@6 is tbs
ody ons j. I-,06 Angel€i *hicL ercc€dB the
hJgienic st.ndard for induEt al .xpo€ur. of O.1
ppm. How€v6r, studi* to dohrmin6 vh€tl.r
Edpitotory diseAse or d.Ntln in La AngelE rre
ntoi3 cornmon on d&y! vith hiah air pollution
loveb hsrn not so lrr ddnonstrdzd such D
sfieel In r lcfiev ol the har$ds ol oronq
Stc&ihgEr (3r) stot$ that aif th6 nspons. ol
th€ bun|rn lung to orone msJ' bo a$umed to b€
Bimilar to thst ol the animals tst6d in th6*
Btudjes, onp might r€ssornbly cdcludo thrt no
rcute €tre{ts on human beiDgr vould b3 erp€ct€d
from orono expcult€ o.aurring in Loe Angcl€stJp6
8mo& owing to the oltatr rapeAt€d srpo-
Burt8 to very lor grld€ orons corc€ntrrtionE of
tlle ordsr ol s f6w t€lrtl|! part p6r million."
Neverthelees, Urs uso ol polndrry function
teets on large numlcra of psl:'son| !|sy r.sirt. in
r€r.hil|a r conclulion rbout ths 6fi€ct of oroie
o! othto irrit.nts on rspil'tory tundion,
In rddition to orone, r€n tiv. orglnic inErm€ditk6,
including fi€6 rsdic{ls, lt6 fonn.d
(rl). Whrt61,€r the compoondB mry be thrt
er|I3 eF irfitrtion, it h'3 bcen pmred thrt
tl*s. mpounds rrr producld by irndirtion o*
ruteobile e*sust.
It E|Iriins to b€ BhoFn. hosev€& rhoth€r dro
lrnr€ compounds irritets th6 rspilatory t"act
or xh€ther irritstion by inhdod !uhe$!ce6
plus ithaled crrrinogcns could produce cNrcer
otth6lung. More dstN. srs n€6d€d on tho ersct
nrhr?ofiho ractions, ths concoatrstion of the
ptodut{., rnd thstr physiologicsl eficcts.
OL.r,|.lon
Tbo jmporb.Dt sfi€cts of lhe known comliruort8
ol utonobile sxheust |Is (a) tl|o canv.rcioD
of [ffroglobi.u into s rdrtively Ftoble, iDictive
form shich impriE th€ .ficioncy of tns
blood .nd circulaiion in tEnsporting the 1t6pirrto{y
gAs€s, orygon rr|d crrion dioddo, rnd
(A) tllg production ol r€spirltory trrci initotioD
or pulmonrry ed6m'' eitltr of thich interfsr€s
f,ith the trrnsport ol g{aes b€tw€en th€
blo€d srd th6 €](telll.l etmcph€re. Th6 s€verity
o{ both of thee sff€€ts on irdividua}s would
dallaird on com€t\trrtio$s, lcngth ot s).psnr€J
rg€ and rigs! of tlls fl$i.ctq rDd othe! cond!
tions. Cracentretion found in the I-os -A.ngeler
otmogphsl3.lllvr not bsen sbown to intsrfer€
wiih gsl trNBport m€chsnisms.
W9 have d€€orib€d rsh3! s€erns to bo a potentisl
hqt rd. To d€monBinto whstisr aII ratuel
hrrsrd €rirt& it rill be nec€$ary to conbins
rn {su:,emsnts of 6rheust constiiuents in ths
rtmosphers *ith estimites oI ft6 impairm€nt
lhoy produc& For exemplq measur€ment€
Bhould be made ol ths propoltion of hemoglobln
inactiert€d by ce$on nonoridG and nitric
olid€s in l[rgs numb€.r€ ol per8or|3 erFsed to
rir polluted by.outomobils slho!8L
Wo sugg€st thrt hygienic dsndards for rutomobilo
€xll!*, in a comlDlnity should b€ s€t
tt lsvols which will pmducs Do healtll eff€ots
on tlrc mod suscoptiblo emup of petsone
in tle conmunity, d€ffned in t€rEB of ng€ or
h6$lth *otu3. Aeorrg ths g"orp€ tr h€ consider€d
would b6 tho€e ill with iropr.ir€d c6rsbnl
or myocodi.l ciroulttior oI imp.ired
pulmon.rj' func.tion.
It is of intarEd, th.t the public he{ltl pmblerm
of eutomobilo e*haust hrye been r€€otly
strv€y€d ir tL6 U,S.S,R. Tith essertislly th6
sa.ne conclu€iorE !.s 16r" ind€perdsnUy ruched
by DB (tt).
Deepib the difrcultieq sll poesible mems
should be talstr to conirol s1m€ph6ric pollu"
tion trom lutomo*rilo €rhsust" At pr€sgnt it
*urs unlikely t}lii c@trcI dovic€s for &uton.bilo
€*h*ust will 6li!1inot6 rll of th6 pot6ncially
hrrrrful substrnc.€. UDi;L them is
conrpl6t6 co rol, potonti.I hiserd€ should b€
Ilcogrit d rnd cfiort€ lrrds to.sse.s dsnrege.
Of tlte eub€tsnc€s which ecur in rutomol'ils
€xbust !r|d tlEir rsaarion I'roducls. hygicnic
stendrr& hay6 be€n eitablilhsd lor industrisl
e;rpGirrs to cs$on nonoride, nitrogon dioxide,
l€6d, {4il ozon€. Estrblisliug s full set of
levels for cotmunity erpc r€s to the€s suts

!t oc b v6ry dificult b.crus ol ths *Daitivity
of fnil or ill iDdividuds, tL ind6tsrhin.t
poriod ol spo6u!€, tlt6 ofi€., of
.gsts itr crebitrsti@, tDd tlo cumulrlivs ettel
ol oxposutg lrorn otlor sourt6s, Buch }!
oi!rr*f6 tuoLing,
Tt€ hired ol mtdnohilo erhru8t t tlo
popuLtion of . lrrg6 community win dsp€od'
rmoDg oth€! thingq oa ti6 od€nt rrd try tL.t
e6hicle€ iI! ussd, rnd tls not6o.olog oI tho
In tlls sts€ncs oI .fiectiva contFl lo. .ir pol-
Iution lrom rrtdrobilo 6lhlust' tll. publi€
hdth be.zerd stould b6 evaluorad.
(r) gr.r!n-*nlt, -A. J.: Frc.xs lo @.a Mtrdl
Bidr. I 8.. 11: 6-11, J@ 106&
(l) rire, W. I.- leatl N. A" .'d A4gtlq r,. q.:
/|rt.Wblle .af,.!.t rld .Eor ll'lddd, Alr
Polllg@ twldrttoo a.9o.! !lo. 21, a.!
U.tbq (hut, Octoo.r t!67, rG Dp
(r) S.b!d, E, A.: E'. lll|htlon lls lnitht€d
..to.dr!!t, alr Porrrtb! Fo@d.du ae
Ddlt No. 1& &! uIlno, CruJ' Xlrch 106?,
l!rD,
(l) O.!!otd. 8!d. D.Frb.at ol hblL Eo.lt!:
oL.n.Ir lG CrunoEb. B.Doa I. B.rt Lr.
Itah !9!6, 6il '9.
(!) r.lrn, W, L: !r Do[ltion: wt t- d|,6
.&oA! n a!€!r brlD 28: 6{, a4 eg
(d) lnddtLt, I^ A,: !ib.l|n r.! ciDDdrtlm ol lF
t n{t c$oDuttor elai'E Goail liotoE
Dl*l Poret &dn .nr! Bdrdrn No 2r,
D.tslt, Ir.b, r0, 1'64
(7) llttoD, l,r tjlhsllt a.g tl@ tutor r.!tcL.,
Bot lo.. PrNotlor Ealtb J. ?6: aolFll,
(E) &o.*tl N. A. I A!.V.|| cl rtt q. lary
ltrt &!.!t... rl! Pourdd Fdnd.dd B+
Dolt lcd 10, 8.a L.rt!4 c.llt, D6h.!
le6c 2a Dp.
(r) E ddet o\ f, E t.ld, E- t., Tdte, ta- C,,
hlaq .- L, rrd WlndsllcD, B. X.: Plrdolod.rl
.{ect! ol .!t@.ttu .t!ro.a F! .!d
.Lrd.!nr .t r.otthd@ to! b.iel dDo.@
(F!t 1). J. hduL llra. a:?$-€4, &t' lon!,
lr0) 8.rerC & &,I'leld.d,l. o., iftt, W, P...rd
thoo.., B. o, s,: Etr.dDattr dudla d
th. dLct o! e&rr a.eti!. .!tl la. coDllttrd
Dr.ductr U.g. Brr..! ot Ibd A.lort Tr.!lrdon,
D.O- $4,, a47 !D.
(rr) te!o., & l. lt|u.& l', .td Cholt' J.: rt
.p!a.bd o! tlo r-d l|dib ...o.t.t it tltl
ile illthlbltlo! lld !* oa 3|olrle sot hlla
MODOR VEIIICLE SAFETT 267
tetn.ahyl 1..d. J. r!d!!l Btf. 16: l@-ril&
(rl) rbdlt, u. o,: ah. h!!.D6 o! r.!ol. qDon
tle Er4tratory ErF!.e ql Fra Dr|l tD
&lft! dlortile. AD. Ildet, lit! A- q!n!L r8 :
u0-1t6. Jue 116?.
(lt) Fall, E L: f,llud d( 3,+bQdtr]tru. u.l
Nht{l hrdF..ftd. !l@ dt Dt pli@
p@tde. ade6 lgr: r?+atq r.b, ta,15&
(rl) a&kott, D. t : tb. eddsdloloar ol rdbr
6.@ l! Ncv z-hril L@t r: A?-€e, JrL
?,196C.
(t.t) wlllb4 E. T.: D{h€lri ars trod Nlor tF
hrde.: l@e b.unl6ent oa 6fto! m.dlde
to the rlr ol lddd, I'.D.r D@l€d .t
tre be.tlla oa th. Borsr Eodew ol B6lt!,
Lnit@, li!aL!4 J@ ll, $66.
trd) C..rrop, V. J,, at pheo!, J. F,, rd Prtrr. F, ]t
@oD.rllon ol c.!bd DoFrllL c cdt tl@
b D.arola rlil Id ADaek Pq|et tr@lt d
.t it aoend! Ildutlt!'l gral6. A.@t -
d@ ADasl Uettla, Etolo, N,Y,, lp.ll 2?,
10d6.
u?t Bo!! .o, t, t 1Y,, |!d D.dbt B. c": Tb.
.tct o! drb.! E@.rrtd. @ th. ost@c
dobh dr-*htlo! @rre. A4 J. Phrdol. lru:
17-tl. M.r. 1. 104
(l8r O!@Ler, E. A- ud rrdt t !: A D.r @thod
tor dt d pli{t e dci&rb.ttd ol c&nor
eedd€ |l blood. t. Lb. I Crh, X.d, lp:
0a6-€67, Jrm 196?,
trr) Lcxh.l.!d, 8.: ElEe Lcton l! .lr l..EDoF
nud. N.i Io*. U.(lhr.Eul, ,s68, DD t0.-
Its. 8?N&,
(t10, Au4ll, J. P., ZdL, O- &..bd tDt]rD, n B:
c. or aonorld6 ed.t: /| E!o.t a 6e o!.
bon Dolondo l|drd lo r.lit!o! to llaDr.t
trrttb -a.tr, C.Ulorat. lldlrrt Pttror,
qlrh .lDDlolFt l rcpct d lbe alteoltle
drer. Sr@to, C|rtl. 8eDlrbd tS,
(lt) Irrrr, 1,, ud &buu,I4 !a.: 8lrcnued dl]
6*, . .FdrcD€ cru.d br .rFo$o dlorld..
J.|U,A. 1lP : 15$-1n , 8.Dt 16, 196(t
(rtt Lcotn, c. P., E nrd,o.o.,|rdL.L,s,D.: a
ch.@lel ud Dtrrrolqtlrl rnr€.tltd@ ol d*
&!c a^ rdinla, m. Cat d r.liula edr J.
rldod. tlr& t totl@1. 28 : 2@-a6 Iry 1041.
(rt) (iLor.i, J,, A.b.t€r, L f., i..a.r, D tf,,. tld
KelE, R A.: me utqe ol t!. .{4E.d.d
Dltt€r. alr Polhtlor loloit dd B€rod Nd
0, ao Md!o, Cellr, Jolr 1946, DD. 201-226.
(!l) Elebi.t! It A" .ad rrocirt .: I,.!dcd.te lid
coDlourd. 1! a @ouL erh.u.t ae Inil6L
& Errl.. o!eD, 'o: [At-11{j|' ftrrt 16?,
(!J) Lorl., P., Xllt, S,, ud mo@r4 l(: AM.trc
hrilrc..ft@. U. Pt!..d.e b tb. t ita|.i.
Dhr!€ oa gr.ou@ .!atr6 d!u!r rnit ih @cln€.dcttt
ol Elrurt 6E ct! l.l!-4. lr.n.
tldut' E a, oeqr L.d. 0 | 10a-1?r, f.bMrt
106a.

268 l[C,'rOR YEEIICI]iE E.{FDIIT'
(16) Ldrtr . !|" J., .!d Johuio4 B: Atu.tic Drdre
uDdi lt@ r.ihl@lar oib.qt Brtt. J, C.nd
1r : 8o-{ll, !a.rh 196?,
(r) &|chrei, M,, I!.Li!a a-, fr.r.rar4 8.. .Dd
X.lm., N,: &rFrtlut l {Fh@e ot tht
lurC, In Pro.edtlr! ol t!. Thtrit Nruoet
c.r€ cdt€@e, Prt|trtelDhj4 Lt!'I'l!on,
l,'?,!'.tl8d.
(r8) Ifotr4 P,, Fnrt, E,r dd lChoDr.i lt.: I,rcitEtt@
oa.H! tMm h 6teF rtt! ddaS@ D.orttu
qtauplrde hydtwlb@.. c.rer t. 006-eoo,
' &Daeob.roctobe!106{t
(Sr) O.Euro.. E. T., W.rr.r, n- D,, . tL{srh€r,p,J..
AIr pollutto! h dlel bor aar.ae!. Brtt, t-
Illdtrd. U€d. 1r : 2ts2-240, O.iob€. 1067,
(J0) Stodltr!, E. E : &illudoD ol tle hruit. ot
@@ .bd o:lde ol trlrrosm. A. l[, l. lrc!,
hrlEt. g€lth 15 ; I8l-1s0, Dtar.h 195?,
(3t) Ialahto!, P. -A., ald PerHd. W, A,: Photochtulol
sddarx @cttoE Ir Dftu atr, Atr pot-
Itrtlo! FoudDdotr Relorr No 2rL 8r! Mrrlnu,
CtlU. twut $5a, 22 pp.
(rr) N€d€ibchedo, M. E,: Th€ cu!rcDr .t!t6 ot tDlllttd
ot the .rr ot rttt€ by boror tr.&Dorr,
qha@t !!d rbe l|rcbl.M ol lb €trtrol Cts,
Su. 2a: 6-9, ^ustlt 106A.

MOIOB VEEICI,E gAtrETY 269
IvIr. Ronunrs. I was quite intereeted in your etatament ot the
bottom of page 6 where you eay:
It lrould BeeE loqical to seriouslv oonsider the e8tablilhmelt of i DatioDal
rccident Drev€ntion denter or o natiotrsl ilstitute lor accidetrt lteYabiioD to caFy
oo such basic and spplied resesrch as rtill ceriainly be ueoessary to eatrbli8h Eef€ty
ctsndsrds sDd to d;ielop new techniques'
I aseume that vou take the viewpoint thol, thiE is o nationa.l health
omblem iuet as ducb so eB is crncei and hea'rt and that in thoee areas
i" ha"e L"tatii"hed notionol inetitutee to furnish the loodersbip and
to train perronnel in oppllng what we know obout thia pmblem to
thoee soecific oroblems.
Dr. M,rmrsbN. Yes. eir.
Mr. Ronna,rs. And would you sey thet if such &n instituto were to
be proposed, that it would 8l-so inclide industrial and home accident
Drovention?
'
Dr. M,r,lrreoN. Yee. I think there ore many related things. For
instance, the emotional factor which I mentioned is aomothing whigh
BDDlios i,0 induetdal and home accidente as well aa to motor vehicle
ei;;idents. So it would be logical for those l,o be included'
Mr. Botrnrs. And that d'uch of the knowledge thrt you would
learn in seporote fields would corry over intio the other fields.
Dr. MmrrsoN. Cross over.
Mr. Roonhrs. I think that is all I bave, gentlemen.
Gentlem.en of the subcommittee?
Mr. Schenck.
Mr. ScnpNcr. Mr. Cboirman, I would like to 9x!re89 Py opprecrotion
to Dr. Mattison for onoth6r very good snd helpful appesr&nco
belore our committee and for his well-worded s,nd cleax-cut statemeni'
Both as a ohvsician and as a Public Eealth Service official, I gatlq
from vou.f sletemeDt l,het vou feel the Surgeon General with hi8
associites and Iocilities cen -esrablish slfe limits of the exhoust gag
tolerancee if given an oPportunity and con esteblish Eomo staudardg
that shor-rld be used.
D". ti;tso;. I a.m ofraid I con't say yes or no becauee I don't
know exactly whe! they heYe. But you riailt ifgiven- the opportunity,
and I wouldassume thit thie mesne if they had the loboratory squrpment
and oersonnel to do it. Yee. I think in that relationshry ttrs-t
[" "o,rta, blcause they have a great many skille that th-ey would need'
ih;;;A;i;i"cv. *ti " ol tl" Ituo"ttorv-setup, and eo forth. I would
thi.[I;;;;[ --lili. b% | p""t."itv p"op"r unit'of thi Government to-do ihis'
b;r*;. b'". Mttiit6.,l think it ha-q been rather well eetabtish"d
thsiih=" Sureeon Generisl dose have e Etudy currently -being
mads on menv of t'Leee aspects of air pollution &nd contitru&tion or
tn"i ti"a"-#in "i-"-"aaitio..t work oir exhaust gas fn'nee w.ould be
il.tl l"tiioUt" *"a le-lpfut and nee€ssary in the:int€r€8ts 'of public
health. --D"lM^tttuoN.
Yes. I would think it would be a simple extension
of - whot is beins done.
ii;. S;;;;;. Atd would you then foel' Dr. Ma.ttieon, thst' bas€d
"pon ih;r" fi;di"cp-lhnt if i" i""o"sxy and €ssentisl t'hat automobilea
bi equipoed *ith-some eort of a device to keep ther oxhaust emlssroDs
within "-iilM;;t;;,-CJ"Llttty ifr ose limitetions?
from the heolth stendpoint t'het would
seem to bo eminsntly deeirable.

nO ldoron vagrclE SAI.ETY
Mr. Scnnxcr. And vou lsel thet ie a definite bealth hazsrc.
Dr. M,rrrrsor.r. All t'he evidence Be€ms to point, that wsy, yes.
Mr. Scuwcr. Thsnk vou yerv much.
Mr. Ronrnrs. Mr. De-vine? -
Mr. Drvrrn. No.
Mr. Rosrnrs. Mr. Brock?
Mr. Bnocx. No.
Mr. Rosrnrs. One further question. Doctor. if I mav.
Are vou familiar with work ihat has be€n done bv th6 U.S. Public
Health-Service in the development of e driver trainine eimulator?
Dr. M,{rrrsor,r. Only partially. I }ngw that.Eomi'thing like that
rras qorng on. I &m not tauuuar wrth the d€tarl8.
Mi. R6snnrs. f[enk you, Dootor, for your appesrance and for
- Your atatement,
Gentlemen, this ie the last x'itnese we had scheduled. I now hevc
sorrro documents I would like to offer for inclusion in the reoord.
A stat€msnt by the American Medical Aseocia,tion, dated July 6,
1959, which contains the reolution bv the house of dslesat€s wLic6
qas pass.ed in 19118. Il there is no objection, I would.lilE to include
urat rn the r€cord.
(Tho document referrsd to is as followe )
AMEBIcAN MDDTCA! Aesoctr|froN,
chicago' Ill" Juhl 6' 1969'
EEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE
K!NN!rs A. RoBrsrs,
Clair4an, Subcotfurr.i .a otu H6aUh dnd Salell, Citmmittcc on Inleaaatc and Foreign
Commercc, Eontc of Reprcsc alioea, Wdehinclar| D.C,
DIAB CoNsBEssr.aN RoBEMB: Thig will aaknowledxe with thanis the noiices
dsted June 18, 1969, sddre8s€d to me aa executi!'€ vice;re€ident of the Amerioan
M€dloal Associstion, snd to Dr, Fletcher D. Woodward the chsirman oI our
@mmittee oD medical sspeots of automobile iuiuri€€ and deaths, With your
p€rmissioD the as8ociation rould like to submit tbis stai,ement for inclusion iD
the priDted record of the hesriDgs oa the mea8ure8 outliDed in the notice of June 18.
Iuagmuch as the Ahericrn Medicd Aesociation haa Dot considered or taken e
p@itioD on rrost of the Bp€cifc bills under oonsideration by your coEmittee, our
atrt€EeEt will be getrersli-o Dsture, It will, however, I belieie, outline the exteDt
of eur i.nterest iE this ffeld and underscore our cooviction thst reguletory action
&t eo earlv dst€ ia imDeretive.
Tho Afrerican Meaicot As8ociatiioD has been cone€rD€d rith the Droblem ol
.utottrobile injuriB aad deaths for rDany years. Actions of our horise of dels.
grt€s otr this subjeg! sre Dum€roua aDd dste baoh 8s for as 1920. In 1948, our
house Dassed the followinc r€.olution:
"Wtereaa
the Americau Medicel Ascociation has iD the Daat cooDeret€d with
the NstioDal Safety Couocil irr its efiortr to roduce the iaoidence oi death8 strd
itrjurid from accidedtal oau!€s; and
"Wbeieas
the studies thrt have been ma.de by the bureau of medical economic
reaesr€h of the Amerioan Medical Association have established the f6ct thst fetal
aocidents cut ofi more years from the worklng lifetiEre of ihe Ameriean people
t,heD cny one nstursl csuse of desth; aDd
"Wtrsreas,
In the receat rsFort made to the Prpsideqt bv the Administrsior of
tbe- Federal Seouity AgeDoyr it wos stated thAt 40,000 -desths onnuelly from
sccidoots were Dreventeble: Ther€fore b€ it
"&proed,
Tiat tfiq bosrd of trustee8 bc iDstructed tro ooop€rate iD every
polqible wsy with the Nol,iooal Satety Council and with every other agency, both
public and private, ooncemed with accidetrt prevention, to the eDd thlt r;dearch
in acoident prev-eDtioo b€ further Etimuloted; thst this exces8ive drsiE on bospital
aDd medjcel f&cilitiea be le.rsened, aud that the sppotlitrg lo€s qf working yeais be
reduced.t'
For Eore thatr 30 yesB our associatiol hss had committae€ actively workiDg
otr the vs ous aspeok of l,he sutomobile accident prcblem. The pn;ent commitioo,
kuorn aa the coDmittee on medicel aepects of autoDobjle-iDluries and
deatb6, tas oppoirtod by our boand of tru8t€es iir 1956. Its memb€B ire chos€q

MODoR VEEICI,E EATETY
27r
--
iV1-Giie-ve mo* people wiu aareo thoi thooe who oro cgllod upon EiSbt strd dav
t" ;;ffil;*J";ifiifii i'ii'*T"- llua on our--highwovs, arid wbo mcnd tbt
i;ffiil;i"; oi tuoi" *16 ot" iuiured, oan well b6 clarisifed- os int'€r€€t'€d rnd
;ilift;d ilt-boil,fr;rie to prevent'suoh csrlege. -within..tbe litetiEe of mo6t of
;"-;;il;"";;;;t-&dtisi;;ins
bt tho notical and &ui€d health pr'fe€eioDs
r"'trr"- "o"l"iii oiaGase a"daiaauilltv. MsDy of the dir€as€s th&t Yert cornii"i'"'ir"i?.'i"Ii
"i ;fr;;;;r"v-na"; #eu oonqiered or browht unde! efiective
cout-rol. Ms;v diseas€s that were otrce wideepreod are DoE a t' ty'. laorf,evert
iiirii""itrii-"'iiiJ,*;-ra iiu.uiuti"u a"" 1o outrimobile eccidentl bavo becoroe the
friiT-""riiri""iiifil-'oi.6ii-'.i i*-ii-i. wo believe ic is imPortBDt' thetefore,
ii-Jt if"--mJaiJJi"St-iii6o "6"ii"o" to increase its inteleEt in the sutonobile
i.riiiioi p.ouii- iotil efiective lmprovement ir ,s realitl'
-A.*1ilG;i;i.;
'itodi"s'-." i;i coovinced th&t if sp€ed, reoFl€aEness, and
atitrli," d"i"inr ite-oontrouoit, sDd if lmprovem€nts in automobile qtr9tr€€,IiDg
are orovided to- protect tho6e involvod ln collislo!8, t'hen tlre pre8enl appanrut
;il ;i i;ril; "!; -ii'"itt"t*titttv
reduced. We are further oonviroed that
onoueh *6;?-.i;; f*ts 6re at hand to accodplbl this purpose.
;;;i;D"";;t;b['fit*
hos 6eeri to provide the practioiDg.phvBi
cian with i,echtricrl meaical informstiotr which wiU enable hil! to ad!'rse aod Iolorm
iE ;ii;"6;;ti;io-a"it -iitit -ir*[ol i"s limitations that msy be i!.volv-ed b€csus€ of tho
"rlitil?iri,6
t" itt" eriatance of plvsiologioal, pothologioal, or
smoiional -*{r;ffiil;;h"t conditioBs.
,; oertaiE p€rcentsge of occidelts ar€ utrdoubt'€dly csuE€d
ai.i,liriiiiitit"du" ui'-"afcet conditiona, drugs, .and -oiber rclst€d thvcic&l
ldi;;1 i"-a;-;i;ft [i iai"tiii tnea. probiems and to develop worksble soluii;;,;"
;pr"--; i i:yiip.iin* on "Medical AE!€ct€ .of ,{'utoFotile rniuries
;eb;iG5;; i-h; ssao;iat'ion'B sntrurl meeting iu June 196G, in cblcrgo,.snd iD
June 1968. in gsE Francieco. Popere presented at t'hes€ meeiilgl w^ere puDuaneo
L*iil J-.-,ffiJ; iffliiii".o fu"ai"nt Associotion oo Januarv 26' 1061' and
April 4, f969. Raprilts are sttaohed for you aDcl for ihe mernDsrs ol your
oomEittc€.
Our nexo oblectivo was to prepate e comprebeDsivo booli to-servo as- a guide io
"niiiriiii-iilJifriiiic --inl" hti;;to d"i"e d relBt€d to the modic&l bsckgloutrd of
[i'd ii-di"iiit"r t-.6i, i oopv of whioh ls sttached-, repreaenta a oompilotion
of midical deto and the opiiions bi nrtionally recognized authoritiea iD the vorioug
il;t;Iffi6';--"dl;al -putUf -iraiGaull i;;ti". $'ith this info-rm8ti-on aeailableJ it.sbould be
" toitni
physicign to m8L'c o BignitrosDi coDtribution t'o tbe
ietfere -tfi;ff of hie oergonal potie-nti sld the public st large'
;i.ftii6il5 o-Ja-iotli"tuot'ioforoatioito sld tbe physioisn i8 the
o"tii-iii:-i-iui-ait"ioi puutic, through use ol proper--Eedia, of tb€ Elediosl
diaiiio* iu"n -iv aeEc^t tneii drivift proicieircy We belie-ve- thrt mary,
d&itil ts;;;td;;iuntorilv dtacontinud oi diminiei tadicrltv. thotr,drivilg if
thev undorstood the dsucerous pdibiliti€s iovolved in ceriaiD Phy'rsal dl8ordera
iiil ti6-fii"iit*- "it""t"? cJ*ii" nealootionr. In other worilr, we believe the
6iuiii.firi6"i""u"i-iu""Gu"a the phvaicion qhou! be supplemented with s
DamDblet wdtt€tr at ihe populsr levol ond coveritrg the m-oFe coElmorrry oncoun_
6;d;;ti;4ff;iii*.'-f"
iuii wiv the patie;t oatr h.rve the sdvaDt'sse of
;iiL"-i"6;;il which will sewe 6 ilstrirot hio s8 to wbether -h€ ehould or
;ffiid;;i",ffi;;;J. tf ;; fta;; *lit estesus'd'. such a Pamphlet, ertitled
;-a;?fiifiC;'Dt#fl L& ue=n p"epared bt our committeo q qedigal appgcls
ot sutomobile iDiurle6 strd deatha' iE oooPemtion wrth the uealer lor Datery
Educstion -l;;; of New York UDiver6ity.
iib$ A.nui tlat o greit deal ol rttcntion must be.qiven to the vorl
*.il;;;;il; A*ii ir-ntl rE put-itt"a t,o drive an autotloFil€.snd who shsll
t 'i&Gi-tiii
ft;ii"s;:- w; inphasirc that . drivins ibou.td Pe , t ,pdY+f^c-i
'.iiiirt6i.i i" '.i Iu"-" rir[1. l$erefore, 'includirg oui thitd obiective ir to develgp b€tter medical
ftitir tiernii"i' -to -s-tif preiaration of a guide.fo! licenBe etifriifr*tii'
"iiit-,inie
*enoiei coicerned tlitb fc€ring" This sril
L-uri"a on thelirotnttlon ooupf,ed iu the medicd orit€ria- meBtioDed eerlier
aEd will oonstitut€ oo" ."com-uoditions fo! State licensing ageDlies' We
;;"fi;il*iii;;;;l-e;sk 't"-r?[T6iiJtriili,,i"i
;edic* societv hsve a- co-mmittee.on. tra6c Eafetv'
as il'ose outlii€d on ihe otteched gre94 ehe.gt' $uch com'
;ffi;;;ii-; i; e positioo to advire aud 88sist Btste driver Uc€Dsing bodi€o
iu thelmpro"ement of medical EtaDdtrdr for lioensing'

272 uoroB vErucLE gAlDTy
. A|rother objec_tive is.to study atrd report on the de8igD festures of automobiles.
t!trprovement. of.the desigb-aDd ssfcty equipheDt of-auto-oUltJ p"o-is"s tle
ffifX"L?lXT."iliillf3""'9"ff9Jftlf:il,,'li,?Hffflb*",li,",U
that.a very- conaideroble reducdioo in ttre eeveiity oiio.r-",i"""-ioi f i*r"o
ducfion. in
."-
fstalities could be accomptehed i" itrit uri? ii -iioiiit-i"-,rtior, *ur"
99yo!eo p provrdrng sefety rether thau to lncreased horsepower, stre&rdining,
colof. and chrome.
,. T-h€ eDgineerg.and .desigbers _of the automobile-a relative hatrdful of men itr
!re_ lncuarry_-vlrtually coDtrol the deBtideo of the Alnericen publio
hithways. on ihe
They ore ih_e rnetr who decide nt i"[ "t"-"rit" "iiirJtv"iL{, litri
belrxt itrto or left out of no\t year'6 new autor[obil
, r-nere i8-presen y avail"a,ble an ample body ol research dats which cl€olly
rDqtcalea tne Oenntte value8 oI certain Safety features of autourobile desici.
co'nstructiotr,- and equipmeDt. yet, theee 8af;ty featui;; ii-i"iilg6-t" ai?lll
ane au too olten oEered ae optioDal equiphent ot ex-ira cost. The automobild
rnquEtry cen. mate a great contrlbutio! tosard solution of this Daoblem bv
oonsultrng wrtn lhy6iciaDs, alrthropologistE, p8ychologist8, relatea biolocicdt
EcreniraE,6no other,acieDtitic-profesaioD8, and by giving reatigtic considera-"tion
r,o.!q€. wrde rang€ ot physical charecte.i8tics of sutomobile drivers and riders
and what happenE to tbern in & colllsion.
, ID.the past the automobile i-oduBtry has msde ma,ny imporiant contribution8
ro tatery. tlowever, rn receui--yeara, safety b^as geDerslly b€en ignored in fovor
or o!trer oevelopmenE.
'l
he followitrg Buggestiona hsve been repeoledly advauced
Dy poy6l0rsos, reaoarchera, atrd safety engitrears with but lii e Bucceeg:
-,-l,4"glol?C"
fo. Eeat.b€lts should be stsrdard_equipment. The public
ar8o neeoi educetioD in tbe value of s6at belts, Thi dnly evidence !o far
preseDted ags,insi seat belt€ iB in the numbe! ot aogth; i" iport"lars durinc
l9uoygrs: - rl1s,lf not a[.argument against -seat befts but sgainst the desigi
or sucA cat8 wnlctr do not provide rollover bara. It should- be quite simD"le
ro^rncorpora.t/e Buch o bar tD _the vrindEhield and a eecond one bock_of the gelt.
z. Urasn pactding of the dash, roof, and other areEs shoutd b€ Drovided.
J. An rmproved Bt€€rinc wheel ond recessed post; perhaps a collapsible
assemblv.
4.
!,aiety
door locks should be steDdard iD all cars.
o. fiemovat of daogerous- kDoba, buttoD,
_sharyr edges, and other gadgets.
- o. Dear6 snoud be securety atrchorcC to tho floor of the car and shioul"d be -"un"""
locked inl,o positiou. They should il-so bs nieh-e;ouci-in
prclec!
ifrJ ,o
tlle necx tD a rear_eDd iDrpact aud prevent nedk_snap iDjury (ako
oalled whiplaeh).
7...Elimiuate the dock behild the resr s€6t as a Btorage place for flying
mlssiles. or plovide it wlth atr efrective retai"ing reti-o-iio"nsiiir& it u" *
recessed Docket.
8. ElifiiDate sharp, pointad hood orlameuts. TheBe 6ll no funciioDal
Doe^d and are potentia i tethal to pedeetrians.-'-'
9, -djtinuuale other hat&rdouB elterior de8igtr featu.res Buch ss sherp,
Dolnted bumper ornameDts.
fn addition,.we-feet that the outomobile iDdustry should rrs.ke En oDen_rainded
Gxabhatron ol. other qu-ggestions aDd adopt therD ;here feasible. For exsmole:
l.- snoCa-aD€o-,rDrng bumpeE: ifoue dfives biscerinto a brick wall ati mile
Rei
hour, he,wrll.be aatounded at the shock tren€mitted by such aq impact.
vDe DersoD teatrjylnc laat vear intimated that to abcorb-the enerly it Z0
-miles-per hour ia i 4,0oGpo-und car, euchi t-*irpj-, *"iiJ #""" ii-& ro reet
loDc.
^,2. Polsrized headlight tenses aEd an oppo8itely polarized wind6hietd 8pot,
_rl9{ woulq pr€venr ghre at night aDd thereby prevent many pedestiian
accldent8 6nd deaths.
.3.- Comideration should be given to the desim of windshield and rear
mndo_w8 to meet Btandard8 bssed oo opiical Drinciirles.
4. Provide prctective €ideswipe burirpere fuonlibi eides.
o. rrovloe warhltrg netrectors ob the Bides-
6. Remove toillighls from the re&lm of the artistic desi*trer.
I. rrovtde a Doartjve BeDaIltiOD Of tur.n eignal lights from other lights.
8. Eliminate the glare-ieflecting surfacee bn th; interior,
, y.. I.rovlde accurat€ speedometeE. Why do we have aDeedometer dials
rnorcatrug up to t?O miles per hour? Wly
qer|ote
aot, an oudible ia"tninq devrce co
woen aane gp€ed haa beeD pa€sed?
aSzG o--6s-10

MC}.IloE VEEICI,E BAFE'TT NB
10, Conltruot driverE' 8€ats wlth better regard fo. the postut€ std vtaibiLlty
of t'erron8 of vsrious heigbts.
ll. Mske chromo, clocl'8, radirtor omlmelrtg, oDd oth€! crp€daive gadgetg
optioDsl equiDmeDt &nd iuEtsll safetv eouiDneDt rs st&Ddard-ooutomEntl
The followini resolutioD adoDted bv ihe ioirse of deleqot€g of the-Americao
Modical Aseociaiion bt lt6 neciinc iu-Boaton on Decemb6r l. 1966. is ovidence
of the itrt€r€st iD thls subject by t[e oDtir€ m€dicst profeeolon and t[e conviction
that ^8oh€thilg coDstruotive cal ood ehould be dorre toward the pr€vettiod of
rnluncs:
"Wleroas
tramc rooident| in the Unlted gt6te6 clsiE 38,(x)0 Uver snd 1,260,0,00
idur€d eloh yesr, $,lth s probsble 46 poroeEt iDcrcaae in vebicle mil€8ge iE tJ|o
next l0 ver,rd: and
_ (Wheies.
ihir deai,h lDd accldelt toll coulil bo meterially ledued through
i&provemeDt in autotnotivo solety deskl a!!d ootratruotion: and
"Wherear
sll other nodea oi Dublio trsDsDortsfion exoeDt Eutomobll€ aro
rlrerdv saleruaded bv Federal ssfetv st8odatds: I'herefor€ bd it
"ncioh.d:Ttrt
tb; Americ&n Metioat AEocirtion. throucb its houre ol deltgst€E,
strotrgly urge! ttre President of the UDit d Stst€i to rcquest logislstion
froE Coocresa authoririlr the sDDoiDtmeot ol s n8iionsl Mv to sDDrovo and
rSulst€ sifety Etsndsrdr -of sutoidobllc couatruotio!."
On Januori L l9t6. Dr. Georco F. Lull. who rpaa at thlt tiE€ reor$tdry and
general mono.ei of the asociation, addreieed c letter to Preotdeat ElssDf,orEr
iD whioh he directed attaDtioh to the r€dolution.
Another obieotive ot the as€ocistioD is to Dromot€ the oxt€b8ioo of emeneDcy
frst sid trailiEs to aa manv cltirens as Do€sible. This trsititr! will be of -voluio
not onbr iu con-nection with the rcducti;tr of the severity of lutaEobile craab
itrjuries, but slBo iD ooDtr€ction wlth oivil detenre need.s sB wetl. We feel it, is slso
do6irable, therefore. thrt 6ll sutoEobiles be equiDDed trith 6rst-sid kit!.
Relsted to ffrEt iid is rDother obiective-td sidist in the promulg&tion .nd to
promote the uso of ats,nda,rds for orcatriled omel{ency Eervioo6 iD loool oomEunities,
includinc traininc of rescue eq-uade sDd stildr;dired equipmcnt for reacue
vehicles. T[ig is a futur€ Ectiviti iD whioh we will work -t]riourh gtat€ sDd
oounty nedicol sooietier. An oxadplo of one problem in this ares i; th€ need tor
better E€l6ctio[,. educstioD, and ootrtrol of diivers of emergoDoy v€hioles.
As citir€nr 8tld Dhv.iolaDr. we r€cocnire the imoortonoe of driviD! couraeE for
sll high school etuileirts. Eiinilar cou-rs€s rhould 5o provided for th; publio rnd
the crirrlculum thould meet c€.tai! b!!io eduootioual requiremeDts, Wo siooeruly
hope the day vill aoon come wheD such certifcates wil be required of oll prori
D€ctive - dlivor€ ss well ss for reD€8t treffic lBw !'iolstors.
giace ED€ed snd drivint undei tho iDfuoDce of slcohol and thefu relrt€d offeDseE
&r€ intiE-stely associet€J, ro feol thst strict lecislation in thir 6old rhould bo
prorided. The oubhc needs to b€ uou!€d to t[e ooint s'her€bv tho le.lrlators
iril Drovide thode lrw! rnd the trr6c oourts rill ridminist€r them with-out lecr
ond ivith comolete ibDartislity.
. Beca.use ot tle- lndrlotigebld vort.of mary lsfety.orSoniratlons over the Jrears,
tho iocidence of deoth has b€en qEstly !€aluced in sDit€ ot the trsooudou. iDorc.s€
in the Dumbe! of vebicles otrd truEbei af Biles trsvAled. ID spit€ of thir appuent
rucc,es8 aB to the iqcidence .at3, tJle t tsl numbd of desthg and iDjuries iB iacr€r!ing
oach year, UDleBs soEe of ihe lug8estloDr mentioDed above are followed, it
ceCms ine-vitable th6t tbi! trumber wiliiootinue to iEoreo€e despite the splendid
crork now beinf done.
Your willinr-neas to Dcrxoit the AEerlcsn M€dicsl A88ociatlon to Dr€doEt ita
views with $;p€ct to'the legiElBttve propoerls under conEideBtio; by your
committ€e i! siDc€lely aDDrecist - - d.
Einoerely yourir,
F. J, L. Br,asrNcaxr, M.D.
Mr. Rosrnre. I would also like to include in the record on axticle
reprinted from the Reporter masszine, the title beine "Epidemic on
tbie Highwoys," writte; by DsnieIP. M6ynihan, if theri is nb objection
on th6 Dart of the Bubcommitt€e.
(The-documeut referred to is as {ollows:)

.P'i'd,,o,l|
THE REPORTER
Epidemic on the Highways
A r trt Hnclrr of thc Xo6t r4tr,
aa dE Unit€d s6r6 Alr for.. .udd€nly
lolnd it.ll erioirlt
'.d it uifr. et ty ddn
int6..t
6 tD.
iMd: it wr lcin8 llftmr frcdl.
u.dobll. .@id.DB |Lln ala .n
6rsrion. A lunha dat t!{rLd
$t *. tru or dE intiN .r'n d
lo|1* Md@!rr, rh. sto6obuc in-
iur+r l4 8.n.r,llr
.nd rlqliEd ldt!
@E sioul
hapitiliatiql
rlD dr hrtrL eurhi6.
tn tl. )td !iR, . lrdi.t FD
8n6 oa 6danodi{p.ruor.d lG
*.r.h inlo rh€ oc of r.|ooobih
.

cd ta b.t lld Yan'r it&rd. fo.
€xrDpL, rould h|r. bc.a t ! F
.l Dcld |lo|El .nd .h. &rul
tou r! !77. Th. Coutxil bor{GG.
6!.. dot@d plbli.itt ttDd tr
DEdi.tid.. rith m ri.l ehrkG
to itt npllatio!. If th. toll rhdld
ce..d th. pr.didioo, it oort !rc6
hd ridr t!. council w to 13
.Srinrt or.lcs!€li If i. lbould
Lll h.le, rh. n lt, ir -dlt proyo
h* cfic.rjv. rh. r.mjng. *er!.
By coi.!!&.dng @ datl! .rd rh.
dc.& ..t , th. S.&rt Colmil b.!F
ru .in illu.id ot proa.irr ir &.
tatd ot tr.fr. sf.rt, h{ it L qui..
.oc .lu. d. lubcr ol dou. pcr
yq. h- r.*l.d to ddli!. dithrly o{
l.t ,.nd !h.t $. &rtn dr.-{c6n.d
zr $€ luob

276 MOTOR VXII CLE SATE"TT
tu.--...-..
rt rrftu.frd-ta
F.iii ltrrL rL!
tH6 i! jErtb
tr.{rh |
'!tu H
. lrb
..b d leatet fa frs
t rtfror. O!. ort.l rEE
tli .8. lrorp F isiErd h
n|-caiL.E rqr, Dr. L.lfG
b
b
|'
n4 - EFa ditdt,.i.tE h.d.a tt|md UDrrndt Lr
haD tl ir rilA rhr rat i.. ffihd.d rh.3 6c hirh Gid.or
|'.qh
Irr."
dcr
a dnpt bcd'|* l(. 10
A 8.od ruDt r d O.c |itl|.
.rir. !d td .!td. b.hf
nts D!|.
"iidFi.G,
lEe.ruirt,
b. |qrnLd h ta!. ol
@ri.xul Id Eid
rd r.oFnn onl
"
.r burr blr dDplt rld tBittblt quUria |Iai.rld trlrt toot
rb @{th .i'| dr po. in d! Thn oitr b. . ralon foi no. .!
dE
d...
.t a.
dd
de. A'|d in . .i6!
b. drrrGd bt .rt
lowil|! tdlg
lr h.tdlr !€
p.opL ro .hilr on
! $c t i foa r
Edc+it
oa Eu{!tani[.d
ltdE eirl'.
lnioorl
|o rlll
F"p.tFd.
to
orFin l|lrhr rh.ri
"driE
rIGt
'
In hd, poin i!6
tEvt our d.!t r| r.tudlt in?irq ird.
Ac.r.dirn phtrLl'lbtrom..d .lri6 ro q 6.ir lu.L
up d|rl n .!E !.t.|id h$ bccr TItc inElEdn ot tLohol in
d* r th. et',cd ol &iE tE siorr hF i.r b pft,t bly dll
bd. rit rt rusi $rt'A @ lrdalddrad OE n ar trtdt
drirc .r h. liB" Tl! aldd .a
|..bb irDlvinr bdd.iliE F
Aot rd dr.t o'!t u| dCrr..r Fid
. 6.Fthic Fbdidd h di{tt?c
li(rrc FhrF, bot !.r apcirlt
io.+ni'* F dr ot rb. ariE'
rilkd t rindEr rditt llt in
W.idBl. Cdntr, N.r Yort, *!'!
iEF.l[t iD iEclt td ir t. .$lt Lt [t drnr O.l5
pc| ..nr .l@||ol
fd dlr r dX rr ot tn toa.l dt.rr. h rL. bloddl rd .!dIE
n* o{..iidr!6. Tl. ft..l E tErt ,..tr oi Eis '!ilE p.ti
tit tr.6 b&! bd E ..ti-
6Gr
GR
F
$t
6r €c
d r-rq
.irhr it|| 6
bd h.r'
d6t d hdr.it d fc I rr& tioh
tior ol uy Utrl It i quit pdibb bfft .Sd.Sfcd!
rbt tur.r. ft...tdr rill ind $.i r Ttl€c dn our{iq t ct .r! ..o9.
D'
Et
rh. h- iBr bid . ruio{. attG
ritb h'r
nir.d in rhc Edr ..d.r F..aip
yiL i, lElii.d !o ti.h lo( lEf,. |.fenr dfotc ih.
rnd tir'n p.d.!.firiI iith
udabil. Eut hd .tE{ w
.!dr prdcoriq h!!br!d-*tft.t!u.
bh
!o
hl'. h Dr..ti.! tli cdd ro D.r!:
..fo.c d. E .d |.r. Urlotl|!r.!
lt, th.r! l.o crid.orc lh.t.r.di!g
df .bra o .o.Gd tE n!.h .{..t o
Ttt lt tl|c diLloDr of .U .p l..f,! |.ki TrE b.nrnaf,r .[dr
dn& lo th. {fttv DtobLin th.t in thir dir..tim ir rl|.r oI Gqqd
in nu or irnmiir driq ha Ab|hD tibi@f o{ ceDericurb.vlar
|h. isnitcrnr F.ttdul d|'- Lri. ir 195t, th. |rl.rldc. !.rs .o b. . Ftor|.l
t!* ft n hop.L! ro Oirt .{ .roirf
.attltra .hout .hd for tht liFtud
FlrpG o{ tn6( Ef.tt To h. dtt,
re ad.n.l Md Dr.8dtl. Fo
8t r., u.& d dtiq cdutia. do
pddua wbrt .pFr ro t twd F
.!ltr lur .r.r th.n rhc dDhr.tio
qy iirplt bG rhrt rhc lrF o( p.'-
|dr vDo n rpr ro h.v. f.'tr ruro
F h. .oot .6ci,
h..lnouna.dr6..fdirrrd?..d-
6t ircltdll' r!.Frioo o{ +..d.i|'
li{ltF lor Oit.' r||F or th.n ftn
qvidirrl Spc.ditt€ lurFftioi.
E.t f|@ t?2 i. htr in tar in
d6a to lO,0tI jn hi! |.@!d. Tldt
w .n .n oI hth politiel oM8c
rnd to th.n a.dit, rb. e.oDL ol
connRri.ur b.

indt.6 ir h.q!!n

278
i!t..l' @ .{ 6. dctar in tbc
Y.d.! ui! akmlie3ll! t i s
mn, _h. g9t hir mrt qtEdos
Ir'rh. [.Li of trfr. ntcty dE cpidabrogirE
h.ic rldd b7 iDtincr
tEn d .hr {l@ lh€ !.obld of
dtiE bdriio. ro rb.t of lo.odo
blh &.im. To dd it r.co! Eu.h
ddtt ;ibb to put of ti. prcbLo
o{ dlu.ncin! th. b.hrior ot.ilbty
rrillor dti9@ .nd .dmrnr. 6
t t. rlti! in rh. Utri!.d St.ll. ir
ilbrtet ro dttol bt Fh.F .
ItoeB, to tb. .pid.oiololilr il
ir h{ d.f,nitloo th. .ut@.rbil., nor
rt iHv.r, tbt. aus th. ,tr!t, s
.rrtut th. .aidcn! Thia vic' r..
dpr-.d fiN.nd
br Dr. C HunE
r h.U taB {b
Sh.lddr riritE
ia b Jortul ot t^. ,t.ai.e u.4. ..
idl Aaqi.ti'l
'Th.
.ai

|tl$n ..r. d to ao.!o rd!,cltlit|i thll
'tuaA.rtr'.F.d,
bot .ln dt d.
Chttd.r Corpontio! i orung .rt
ntion to it! C.st!.rq!d.J^at
th., let lil. th., 6n.lo," .d t\.
honc@.. r..c c6ti.ud u!.blr-
.d. fru., toFc td d6i8n iFp@o
mdlr h.!. b..! a.dc. For drdola
Foid. di.b.d rtaira *h..1 ind
hfay d.or lalt h.e. b.rn FnflUt
.dopr.il. Tha. t*o imprcv.6.n..
.rc nd onicil br .t lc.( ! qlrr.r
of tlE an in uc .ad 6rv v.ia, e.ll
.c@Dt ior . l.r!! .h.te ol !h! F
ccnt dr.'p in hr|liri* An$tg di'
t!86 h,1! bdr rho.t rEd .!d rlE
d-hb6td .E t[| bcn .la..il uD
urdh.r- But th! hc.i. diM'
odt- oa t& .{tdobileinjurt .pi
dcni. hd .o. drtg.d litnifdndy.
!t Swltq 5o Dddly
P.rh.F th. clc.Gt ill$rndoo ot
thc ruitubib ird{.i't r ntirsd. n
rhc p@bl.D o{ r..r b.l6 c.kr.l
Mot6 h.. oru'dcd tb€m troo rh!
v.rt b.tinning. Wt.. $. ArD.riqn
S..nd.tA A!.o.itlid, rn ortrlia.
tloB of uiup.*hibL inrqrity .rd
@.nd|a, p6ped I prejd lo
clt.bliir ruri.o.l rFrifi..doo. loi
€rt h.k .t ir hr Id $ in.ny o.hcr
produc!, r lpoLm.n fd dE So
ci.ty at ArtdEriv.
"il
ErEinen iF
toad it $.r
th. ASA wr!
.h..d rith it ptoic.i, rh. indlt
try oi!t. ur. dE oI 0'R tDo€:
tnt, it Ditht Glittr a . o.dh.r ot
fi. ASA: sord, iNard of Eitn.
t|g fi Didt i.d@ ir. firuid
.uppon b AcA to @vc olt it
.t4 ol d. dlr ol t dniol xr -
.'l|i!.don $fl in rti.h ir :r s
irdunr r- !! lly inr.i6r.d; d
ttiltl n nilht r!tu. .o P.niciFL
i! ru.d.diatior ol p!oi..o in it
.t.| abi.n di!t. bc unddbr{rl
oE in dj6ri@." rt L to {r dE
latq r.ry utrurud tor .! .ngincd.
in! ai.9 to obi6r lo dtc 6..blirlw.|
ot Fihmtna tl.d.rd.
60r cqulpe.lt, br! dlt c.M.adi.
Mr.d Soci.tl o{ Aut6o.ir! Er$.
D..i. did o puhli.ly.
Srna dE. !..t b.lii br€ tcn
rvriLbL ! optid.l .quiiEnt d
ttrt rutubil.. bur rLd d[
t dEdv. xrt dindik ; h.
rl.ll it d€r| doi'! liL rh@ .r!d
di.colhf. otdt6 1t6 f.tting
$ra C.n!s a ilrbll lh.{, but
rldr ollld|bL .*Fnt rnd l'@
bL, .i!.. ir lt n .6..tr to .lrill
MOT"OB VEIIICLE SATETT 279
hora i! .lt. fld Fr.!d '.ld !F
cirl 6rtirg! ro th. tluc ld a.h
p.ir od b.ltr Th. 6uL it |b,r €t
bcl|! .E t!.d by Itltr rhr! @.
F anr oI Alaioo dti*ar .p
p.ddt yd tue! ro b. hipFd on
dE !ubj..r b.ldr you ro !o th.
ftubL .Id c{Fr!..f hrving rhcn
irur.llcd. Sdtr.ry Arthr S. FLdina
oI th. &p.ftlEnt ot HalrL
Ed@tion .nd w.lfarc h.r oid.t d
.ha.s.| h.lt' t ilri.lLd on.ll aB
opc.il.d bt hi. d+.rtn.nt.nd her
rnnourad rirt h. rould dt lhc
indurrd to DL tlrrn lr.nd.d
.guipodt. Othcr publicn.rlrh ol
fci.b hE !r!.d D..roi! b nalc
b.tt fittitrp .t .d.trl d .ll riodc|l, 5
firt drivm codd bur . st . F..
n|li@ .nd tiDplt to.l th@ @. It
i.6dr! |.d .lEt Ibe 6uin9 'qld
.o.ls th6 ttry mt. F or, Y.t
rh. tunuLctlm h.E D.nirtcndY
rctu..d-Drinlt d tt. Sbund lh.t
rh.r rould dd to th. @t or dE
Th. .ql ol ltcty .tcaic.r ir th.
6.in objdrior put foit by d'.
n.nul.ctutE Bur it ir difi.lh to
bGliGE .brt i! thc 6l obtktion.
Fot G.ncnl MdoB to .u!gd thrt
ir 6|nnor ddd to indc.r rh. .6r
ot ilr .urornobiLr br iltr @Dt!
bold.B o. .n .&oot .o lb. publi.
inr.lut r.c, Nor i. th. .rllrlrnt
lh.r rb. pubti. d6r't t{t eLty
ddic .ny Eorc @dibL. A. n
dl lnd, .otooobil. cdp.nia
daa dE d.@trd fd nc* |.rL. in
id rboIt th. Bc nv rlE P.ri.
d6iSeB da U C.M. rst d to
mr. p.dd.d d..hbo.d! .. tuhb..
rbl. { Eil6a. tu @dd &nl! do
o. Pdb.r D.u!i! il,tl d€nt liL
,fi. ida k ruy'{-d.t &rlioa ol
th. A!.da D!t.o-5 riG o
porcrtul e |!Fhr.!ji6 .at
ddid bd|rdd oludaditt.
Tt dE lV., l|r AxLl
Aid. tr@ di E rh €ui!
L.td.. oI NtmobiL d6igtr i*
cr-. tb .h.e ot biqt i! .cd-
ddq tn.r! .l! d! . nqob.. of
idietiod dlrt .utdoltk rb@
.lG uy t! @sii, . ttls
b.r ot th. ...i.knta Th.r. tr .!
w.tr b..! r6nc +..uLtid .t rt
th. .ff..t ot .urdobil &itn o.
.hc du|r!@ oI ei.krtr bu! uF
til . r!.. rqort o@ to lilbt,
Drtirg E ,ullt ltFm .hoct it.
Th. ttudy r! orial dt bY on.
of rh. Drinl ladint r.afth d.
82dn..iont ,tlin8 !nd6 ..ntB
ro rlr Ard.d rolq Epid.oiobgn
.rl B@rd. Thir 8Eup, Duhp :nd
Atcirtd ot Sirnldd. C.nnRrior,
m.d. . ptrUoitrry nqdy oa tt. &.
.iddt.xFi.rE ot I i€ct of .bo!t
. rno@nd (.n ot lrvd.l tur6
ow'Ed by .n intunc .@p.ny.
Th. eB *n r.i!n.d o. . nndm
bdi. to nl.|rnd Fint on buina
riP. tr@thout .h. @.ry. Tn.
numb.r .n.l rvD. of .€iicrt' oa
ti* .u *€r! rD.lrr.d f@ . dr.
|!uth Dc'i.d. l.t vhi.b it 'rr
''On
rn€ b$i| ol tL. rt.ulu,
n Ert b. ..ro.tdt irlr.rd rDi!
.utdrobil. ddilr .o.tribur6 tp
pci.blt 6 r.i.imr r.r..Th4 {.r
rr in rt . in ft6id.n. at ot norc
lh.n 50% frh n lG B ro DL A
,hth ! dierb .tttiblt bh ro
.ut@obilc dc.i8. pr.Fti.t
l.
.lod
o.n.. *ord!, - h.rrM ts
-
cu oI rh. lor?.i.Ed lhtt
. .huc ol b.iq ltlLd c in.
jui.d,r_tdl_rs.in u ;6r iD
Th.E hir. irt. bcn rup!
.iotu tf.l ddi8n dLtut rini6 .dt
hor..pow, ,lndAi.H .E
..d dr urc, $. l@tid o{ th.
elrcr ol8r|vlry, !d |l..ling ntio
@l h.v. dicthin! lo do *llh t'
.idarr DiftntE ii fi. cfi..rib
os .d d.Fd.bility ol d tol
|Fh.dta! .u.h ! brrLt r'!d
lditrg
.Ddt
r..n blr rtnF ..iro..t
rlE rrid! Erla Th r.Lri'.
.f,.

2g)
Fdr.r€E..dtLlt.a
c.b{*riib.>d!i}
!i t-t ahd ir rdil ir ir to
Ad!.lt ttrt liul h ln
.hdn th. .filiE .h.t ddist
- F
!'.tt!'
ri{ brr! or a..id.nt nrq!.rct. It
i. .Eci.d, fo irt !.c, ttr.t ..
l.trr iEd.r
io
of &tu.tr rlo di.d
-r..Sar.
.fG! thcy "t U d..P
.t ahc rb.rt" vrrr iD frct pu. ro
dc.D t{ orbon @rdi&. Thn
rcild i Mpun.ivctt .r!t to dc
t rEirE u.l ary ro .onc.r, bul
utrrll ttrddy m itrEtig.rio.r h.v.
b..n E d.. Th. .smotid htu .l
rayr b..tr th.! "urm;bila rhid
.rc o .lil. in alE i{tD..it rit
rliL in Ft€tv $ *ll, T!. Dltd.D
.t!dt for dE A r.d rori. Epida
niorolicir E@d rcn.th.ka
{.rty th.t
.t t d
"d6pit
ruF i.i.l .imi.
hriri6 in t*o me..niv!
|!t@obllo, rrcrc
tu Lc. of
_ai.t
.ubt nti.l
di[.nt6 in th. did.nt-ird!.in8
d.r.deri.rio o{ ach." Thc inFni
gird! h.d m douti $ra tuni.r
rtl.lr.h .ould c.r.bli{t vt.t th.
difi.r. !!.F!. it ba}.. or h.|dliShq
.lecring tar or lrindlhictd
eiFt!{d lhar d*.loptn8 r body
ol t|wHle
briIt .bour;
in tbtu i.ld
"..orinuir{.!d
could
rub
urtirl rldution Ir v.hidrhr ci.
It & inrErunr ro not &!t tlE
i.lur.rc.;dnEnv whicl.r r.r! irt
lor.Fic.d, Da;phrdu.d rtocr d't,
wllrtry.r t .tura E.d. qr "8'
qact dtd lor @1. it odf. a*o.n.
!ir, nor, if rho&rdit d, rolld ih.y
l. tcm.! cld rh.r, u Dr. Shcl
dctr put it itr $. A.Ml|. Jo!8.i
o".rI yt . "Co, "ll
ric indtatrt
ornorti!. ro it! trrmibilider, th.
c|tirt n Rc! thould b. rcmord
frorn ir iurildi.tion and bc lolv.d
bt rncrlod. €nplorld in rttl oth..
utdr Fut'lEhh
ibpanill t*rr.i
Prott@" An
rnd tadn! oFn.
!E DOE VTEICIJE gAFTfT
d-l tbt ruld ..tq.lt .r rt n
d.EDHq rd FNiid.g wlrid
dai! &Gta.t t'H dcL r!
r*& aili bUr .rh rh..Et'
t!.6iL i'{btl'Yt *rivc int rr* in
conrorlq tb. ui&nt .piddie
Srlct @r e. &U r . tdoli!€d
mtim, bur d . rmFti.it! f€.urc
ir Fuld ccrt inly .oni"nd *16.
rio. Il th. Nblic tw rold th.
De. of nrti
"A"
tlDr h.d !o F
c€|n m6. .aiiLnt! th.n mt
"8,"
th. @swDe rculd b. .Lh!t:t'
in8-ro tli. mnoh.tunr of cf
",{.'
hos.?cr. tafi(' lh|n ro hl| h|.
.urtdD.n. Su.h nrint! mignr loft.
@trut cronF lo .oDEt . os th.
b.rir of th. afav o{ !h.ir aE lrthcr
ih$ !h.ir .hlliry ro 80 lm aih.
Th. obviou privit ort .k.don
to tal. on reh . job rculd b. th.
Nrtidrl s:t€tr Courcil. lr h.! a
hrt .nd.otlp.tcnt afi. It .lmdy
prdida .n A.nuil Inrntory of
Tra6c S.Icty Activitier, ehi.h
nalurc. .h. Ftsturtrcr o{ to!€rn.
fncnl.l unitt tn ttc iDutant .alc
tori6 oI lic.n inE .nd ialic. oFi.
tiot! .t t{|t {rndard! .doF.d bt
th. Cdtn.il. lt 3..rrd dly .arural.
th@ldq rhrr.h. N.r Yort Tr.fi.
S.tey Polkr Coodin.tiotr CoFmir.
tc lboold pb}..., hi. in 1958, tb..
.h. Sfay Cor|ncil ?rtcnd ir, An-
Dul In@@rv ro ir.ludc an.nnual
rdng ot th. uf.ry h:u6 ol th.
td rut@nobiL oodeL bv nn
rnd n.nut .ruel
TrE e.tion of rt. S.f.rt Cdndl
top bru to this Ploponl vlr .r
pl@pt .! ir m! horrifd. cr4
sir! rtPlkd rlE M.jd Gd.r.l
(Rct.) r{ho {.r ,n ch.qe rt rh! rltr|.,
ru.h I Do!. vould t .!.io3l
poiiq. Tb. N.ri' Yorl CorlEfttc€
ftpli'| O.r jr l.3 Ell.srncof rhl
f.ct .nd w& in. fr.i rlgEati6! rbt
policy h. ch.ng.d. Thr o,Fpdd-
In tD. heinrim rh. SrLtr Co!.
.jl i. rhdi.it
d.r,
'Ttif,.
bt it !.rs. dthu.
&&ty S.M,"
Cllid i.iI oe-rE tbat eB th€
lc d&ric of th. tlrbt!.!6 @.
lut ornrSld to 4tdd
tion lriinn Ulung ffi
iu Fohibi.
ttua d.l!.
Itc lob*tr Blll
Ir would .?pca: t}n. dE onry 6-
SdtDtim bit @uth to trL on
lh. rdbmobil. indutn i! tbc fcd.
€..1 tov.lth.Dt itscu.'Atd tbis, it
!.cD!, ir rh. ElEtatrr @.cluioo of
R.prdnutiv. Kdn.ft A. Rob.rt!
(D., Al.h6E) .b.irn.. ot th. 'ubimmhra
on H6lth .nd S.t $ oa
rhc Hou!. Inr.abt .nd Forcigtr
Cdnlrc cornrnh|e. ,ho ha
rpcnr .loct lhr.€ y.aB in6
s;dn8 thc probld ol rhfrc Df..t.
Robcrn hd t Ecod of chalLry.
irg bi8 buiin.$ .nd .@ing our od
.op. In 1956, dBpit *rcnt injtirl
oomirid IrcD th. indunn and
,tii ocp..r.."t ot cmm.r.!. h.
got thFutb . bill Equirirg rdri8.
€htor! to b. cquipFd wnh a d€.
rie .r.bli!g th@ to b. oFn d
trom th. indd. i! ddcr to s.e. tbc
liltr ol .hildd wbo tlt fio€lvs
ldLd i! and dic of 'ufioc.rion.
Ro6..&! aid.s d*!ib€ hiF d
. t.l @untly @!gr6s.n-thdy
.an1 srt .t hie tuhos." rm€di-
.rcty iltcr hii 'dr d driteEt B
*d (@plcl.d, te .lmed rc ur6c
ef.ry. ln Jult, 1956, h. b.8a! a
si6 ol h.lrin8s on th. lubjct.
Lilc o m t ol th. phlticiatu d
ogil€! wlo ryF.Ed ber* hitu,
h. ffi to h.rc ihn d *ith th.
Modon that th. blr. hct3 of th.
titu.ti;d dnnlld o dnoiti.dlv to
!n obviotr .o.cl$io' dur th. de
bat. volld b. .U oB ona thc'
cc nrd. publi.. But tittL bt
lirrlc hc c.ttl. to .c.U.c, in th. {o.dt
of Em t nidoDy h. reiv.d or
th! vcry fnt
lbat
'Itr
rt.
dal of hi! h.adng!;
ca of rutomobilc
efcrt doi.6, ttE n..d i! reopized
..d lh. d*i8n .fisngg .r. hod,
bur thar rh. whol. Fogrqb grind!
to . disullsins h.h.' Tb. ,u.G
nobilc irduny did nor oppo6. hirn:
i! t;!ult. Robnt3. i im b+
licv.r itr rtgt t'.i8tt!, hd idtrodued
lcEiilario d6t rculd r€quiE thc
S€qc.rry of CotlD.e lo c{ablilh
uf.ry !6ndardr loi .urdobiL! md
Earc lr ili4rl fd rny @ to b.
.hippad h lnt ntll. co|nmoe rhat

d6 !d Det rh .r.!drdr lt
{eL .h.r d|}.i! b @ ,ci'sc. .ir
F !t in di|(rd!! tlE paibiUrt oI
thc indurty! r!!{Lrin! itrll T[.
F.d6d g@.n. siU hrv€ to do
rh. Fb- rr it pnrn ry $. se job
ttr. Civil A.Do.uti6 A(lninirt..tid
t r b..n doing in rh. n U
o{ rvi.tior lor lo.ty-lvc rcrlFnor
tt. La.. of it €ullt b.iE th.r it ir
Du.t {16 to nt h .n .i.pl$. thm
ro driv. in .n $t@bilc. It tlE
r.d.til lotmddt vc to do r'o
noF th.n duplior. tt! pre.dlr(r
fd .vi.tio. ui.tt, t6t piotrr.
.o.rld h. D.d. ptutieut aldi8ht.
lut rh.r d.Fnd. .nriEly o dE
frrc ol rhc t b.tu l.tid.ri€6. Un.
fdruul.ly, rh.r n no oB.nir.ridl
thrt iiu rp.rt up fo! Robcru rnd
lo$by lor hl bill. Oblioult. ro.
tlt ,l'tt'''l
MOTOB VEIIICIJD gArETl 281
u.l or h. dDccad ot Oc N:.
ddrr si.rlrr C.ui.jt ThG 'ho rE
hmili:r rith it! actiYiti6 do rot
.rFr lnt h.lp ftm tt. Atndidn
Au.mobil. Asi.tioo. Th. /LM.'r
hr u.& ir .L.r it.t lt v@ld.or}
dd.r 0d l.Sidrtim. hif Itclp, but
r[e i. r lidir ro th.r org.niuridl
.nth!d$n lo! .nv LrD oa FciLr.l
Th. F.dcEl tov.ridot h8 .l
'..dy !.r.0 & tx,o.s Dl of hithnr
.r..i!r ir th. rEtld. Al$oud
.|i. .r.r.t .t! .till t.tnielly in
chl!! oa bilhnt @nnru..ior,
f,h.r rhct {c ra|ly ln .tri!. ol it
MiDtcDn.a Th. ilc.tl nl. otr $c
Nd Ydt g.tc Tlj|wrt ,htch it
. FororyF f.r dt ..' F.d.rd IF
t nl:E Syrr@, dropFd Lt| Fr to
o.at! frEliti6 q hundtd t illbn
|'pl''d ly
AUTOMOTIVE CRASH INJURY
R.ESEARCH OF
CORNELI. UNIVERSITY
A prciet lponercd br tL co'misior or
Accid. .l Tfm. oI ih. .t.rnd Fotc. Epid.niolosisl
lo.!d, sd ruppo.kd i. Fn by
tl'. R...rch rd Dcv.lopcrt Dviri6, OGe
of dE Surls G.d.l, DlprftltAr oI .L
Ar6y. Fuad! u rlro fulri*Ed br th. Nr.iod.l
IDlillt r of H..hh ot th. Udi!.d Sr.cd Puuic
tlcrlrl senie, ead br rh. AurorDbil. r,LNf8luFn
Asi.tion.
vchi.:L 6iLr D.EII 6ft.cD F G.rr
oa dE utiorLl rEn... Mi lrb.fl,
rd hn fttr dli.r fc.l-tbrt tb. .ppli
c.don o{ F.il.r.l r.Dd.rdr io ruta
nobiL d6i8n @!ld b. iEt !
ct .tiv.. Tt. oocrl. hoFE, nt
Elr r.r.rdla o{ rDc ht. oI
thii tdt l.lirLdon, b |n. lorS
nn *. dn Gl.inly dFr .d.
itrr.'Fdng t lo t|@ rh.ltr th..
th. pobli.nrdd Fotdi@ i. !F'
uming it .I.rri.r rnrd rhc
pEbLtn or t|.6. .L.r. lt ut.uto
dobil. n.8tr.l. rDrddr rh.t $r.
c.tr rnc.n, h. raH do r€ll .o tun
dd io fttdSo to Ei6 !or.rim.n.
o6.hL i hit. @o livitrt
rhin af.ry ndng! ro dlc .ida ot
b..f a3 thq roll o[ rhc Fdirghour
pr.du.rion lin ..

?,82 Moaon yErncrrE.gAFETy
Mr. Ronr,nrs. I would like to_ include for the record without objoction
a stetemont by Dr. C. Hunter Sheldon, doted July Z, lli5g,
favorine H.R. 1341.-
(The-statement refened to is as^ follows )
P-{8ADENA, C^trN,, JuIu 7, 1969,
Re ILR. 1341 (Roberts, Ala.) motor vehicle Bafety billa.
Couurrrrs or Irlrrsterg ero Fonrrcrs Courrucr,.
Ho$,sc oI RzprescnlAtiuee, Washitglon, D.C.
(Attention df Subcommittee on l{eafth snd Safery.)
Glsrrrr.rupn: I do. not represent_ any orSaniration, although unomcially I am
c€rtain thet, my opiDioa express€s the id€as of all phy8iciatrs w=ho heve occdsion to
trcat personE injur€d in sutomobile accidenk.
I hope to eppear aa a witness, but if circumstano€g do not permit, I proDo€e that
this statement be read into the records ot the Eubcommittee on -Health &nd
8dety.
- I 6m Btrongly-in favor of the- Eotor vehicle safeiy bille (II.R. 1341) propoeed by
the Ilonorable Ketrneth A. Roberts.
Motor vehicle iDjuriea h6ve reached such sta(gerins totals that thev now constltut4
a national problem, and because of their very n-ature rnust be considered s,
nr,tionsl health problem,
-Il sueh iniurieB a,frect, ou! Nation,B he&lth, they mu8t
be coEsider€d ss a medical oroblem.
Aa a medical problem it ;u8t be attsoked in the same vigoroua hanner that is
ac4orded cancer aDd heart dise8se. If 40,000 persons diedeach year of a give[
dis€rse and ihe Eedical professioD made no riore efrort to contiol it tha; the
Nation is exfrtirg towsrd the Bolution of this problem, there would be prompt
coDcreasronsi actlotr.
, Ii is propoeed that 6 nrtional group be eet up by the President of the United
$tateB to regulate abd-rpprove autornobile safety. This group should be grsnted
powe! to preveDt public eale ol vehicles that do Dot meei requiremenh of eafety
de6lgn. This group should coD8ist of persoDs in .Bll related felds, appointed on tb-e
basis of ability and-exlrgrience. Thls erla,ngement would allow t[e industry to
pool safety idess stld submit to the nstion&l cbrnmittee those ides,s that the menufacture.s
believe would Afiord the g.eatest de{ree of safety with the smallest cost
to the public. There *ould be no competitiv;arDect to thjs festure of sutoDobile
cotrst.uction, since sdopted mes,rurea *ould be oi etandord desiqn. There would
be no financial risk, for the Bame ploductiotr costs would be tiadsmitted by sU
msnufactuFrs directly to the publi(.
The prot€ctioD of ibe pubtic through legislative cotrtrol of ssfety messures js an
oDcept€_d psrt of our daily life. Otre cannot buy food thst hss trot pa€sed jtup€ctlotr.
Drugs.mu-st be approved before being put on the morket-. Dangerous
drugs csnnot be dispemed sritbout prescription by a liceE€d physician. Airlineg
aDd railrcada caEDot operate without lulfiUinc gsfetv reouiiemente, A new
home csnnot be built and occupied without pa€silE numeroui aafetv insDec(roos.
Automobiles cannot be driven without adequatF tightB ond braLes,-nor ian they
be opereted by ddvers \Ifho have not passed a Sdate examinat,ioir. There are
countle€d exrmples of controle being exerted in behalf of puhlic safety, yet we
allor the eutomobile indu6try to conlinue manufscture of a-produet kn6wi to be
faultv in saletv d6icn.
Wi can exp6ct, snA we w.ill etrcounter, resistance to tbe susqestions and reuommetrdations.
Ilowever, we who 8€e titis sdm Dattern ree;;cted dailv reslize
thst it is our duty to demand that the pu-blic be protected as in any -netional
be*lth problem.
llncerely youla'
c. HuNrEr srrEr,DE[. M.D.
Mr. Rormrs. I elso have s, st&tement
from tr{r. A. P. X'ederline,
hiehwav sa,fetv consultant.
Would you itate your offcial connection, Mr. Federline?

MOTOD VDEICI,E SAI.DTrY 283
drATrIEf,T OF AIIDBEW P. rEDn&LItrD, wAsErtolor, D'c.
Mr. Fnnrnr,rxr. Yes. I am o lsfyer end my background includee
the period when I &cted as secretarv bf the conimitcee th8t, tprote the
Uniiorm Code, and I do o lot of woik lor the State legislatures on the
uui{orm vehicle leeislation.
Mr. Rorrnrs. We *re certainlv happv to have -you appe&r on
the amendment which vou susqeei in thl-consideratioh of {,he bill.
(The letter referred tb is os-f6llows:)
'
WasBtNetoN, D.Q., JtttY 8, 1969.
gubject: Techoical AtDendBent Needed iD H.R 722.
Reore*ntrt ive KIxNETE A. RoB&ETa,
Chi;nnax. Bubcommillce ot E.,,Lh and Sddr' Commillcc g+ Irlr''t.aot dr.d Fo.irn
Conhntct, Hou.t of 8.prQs.nlal es, Wathitgtott' D'C'
Dlea Cneraner Ro!EBr8: If the sbove bill were ensoted as qow draftad '
it would oreeent & Federal acetrcv jurisdictional problem thlt Eeed8 to bo congiaet€d
a;,a provided for before it ls reportod The problero i8 tfiG coldict it
wouta set up- witl the lnter8trt€ Commirce Comrission's duty to r€quire sdeduat€
Befetv ccuiDBeDt on bu8e8.
- .fhe deff;iti; 6f ,'motor vehicle" (Line8 22-25, p. 3) ie brosd onough to iDclude
oageenser buae6 now 8ubiect to ICC r€eulstion Bith regard to brskeE' llght4, eta.
thie piobabtv lg nothiD{'more thao o draftiDg oversighl' becouag there can be lo
aound reason for having two Federal ageDcies prescribe stlndo:d^8^of p€rformance
lpecifcations for safot; equipment on Euch vehicles. The ICC not onl;/ hls
liuiraiction iE such Eatte; riow, but is colnpeteot to do what is tre€d€rl io tLe
bublic '-fo itrt€rest.
r"6ia the aooerent confiot of iwisdiction, ihe followiug might bo added
eB - o&ra{moh (3) 6'the exclu8ions 8€t forth in section 4 of the bill:
a(3i
To'any
"notor
vehicle' used by or monufactured for sale or. delivery to
snv''mot,or cirrier' or 'Ddvat€ cerrier_of properiy by motor vebicle' or 'carrier
of -mir.art worLors bv 6otor vehicle'ae defnd iD s€ctlon 203 of the IDter€tate
Comderce - -wliti Act (49 U,s.C., sec. 303)."
i tiiiei'e ttris funiu8ce is'adequate, I recommend that it be eubmitted
to thJbommiroion for its -appioval bef6re it is used, since it i8 importsnt to the
regulated carriers sDd the pirblic thst it be adequsl,e in fact.
R€spectfully'
Anouw p. F&DEar,!ND,
H iglwag g df cl! C onarlbnt.
Mr. Rosnnre. I believe tbst tokes care of all the documonte which
mu8t so into the record.
I w6utd lite to thank all who participated in the hoaring, especielly
the members of the eubcommit Ge who haYe attended a.nd who hrvo
shown a crset desl of interest in theso herringe. Although they
have been- long, I think they have been very interesting and very
fruitfttl. -
i would like to thank the press for their covera.ge of-the hearings
and exprese the aporeciotion of the subcommittee to Mr. John O'
Moore.'director of'foe crash iniury rcearch projoct 8t Cornell, who
hae -gtien- of his time pnd, |as
piovbd of invaluable &id 8{d asf,istenc€
to t[e eubcommittee in thie work.
I would like to thank gll of the witnesses ond all others who have
osxticiuoted in our hearinq. This will conclude the hea'ring. lf
ihere iir no obiection. the (Ibuir would like to leovs the record open
ioi statemend thet r;ould be allowod to be prcentod at s lotsr date.

7
2V IfiOIOB VEEICLE SlfDTY
This will conclodo the hearings on tbese bills.
(Tho following material was liter received for the record:)
Lo. ANqDr'Es' C^'or" Julu g' 1969'
w. E, w.rr,ur.uso!r.
Aerh, CSmmiuec oi Intcrtta[. and Forci7n Commerce,
Eouae Off.ce Builttin4, Waehinglon, D.C.:
Tbe Los Angele€ Countv Board of Supervisors wholeheartedly supportB the
priDciples of H;R. 1346 to'b€ hesrd by tb-e Heslth aDd Ssfety Sibcofthir,i,ee ol
the Ilouse Interst|te and Foreign Commerce Commirtee Julv 7, 8, eDd 9. AB
cb.ailltr.Bn of the Air Pouution CoEmittee of the Los Ancelei C6uritv Board of
Sutrrervieors, and speskinS for th€ neerly 6 million smog-ieary residinte of Los
Angele8 County, I call the subcommittee's attention to a rcsolution &doDtrd bv
the Los Atrceles County Board of Supervi8ors. sDd to testimonv civen'bv Loi
Angeles CouDty counsei Horold W. K-ennedy. bnd air pollution 6fficcr g. Smith
Grhwold. whei 8 prlor bill. H.R. 9368, wae hiard by tlie Traffc Safety Subcommitt€e
of the Eoue€ Interstate 6nd Forcigo Commeice committee on 'Merch 17,
1968, R€s€alch conducted siDce the hearingB od E.R. 9368 evetr mole clearly
d€motstrotes thst eont.ol of moto. vehicle exhaust ia ma.odatory. Iq view o:f
our insbility to ottend the hesrinrB this year. I resoectfnllv reiuest thar our
resfrrmdtioir of support for th€ bill-be madl evident iri the cohmiit€e record.
w,|.Efl:N M. DoRN,
Eupenitor, Iifih DisAct, Loa Argeles County-
EocrlT? oF AnroMorry! Ewcrlroor,s, Inc..
rrovslolREPBESENT,4IYES.NeuYoth'N'Y'Juia30'1959'
Committae on l*tzrstala and F6teigt Commerce,
Sub.onm lee on Hcalth aful Salel,i.
Waohinolon, D.C.
(Attaniion Mr. W..E. William8on, Clerk).
DEAR SrRs: On behsf of the Boci€ty of Automotive Ensineers. mev I ecknowled8e
rea€ipt of your notico of the pubiic - hesrings of the Sibcomitritt6e on llealth
aud.qafeti on iu.tv 7. 8. aDd 9.
As yori rnay tirori, ine gociety of Automotivo Engineers is a professional
engineedn8 society shioh consists of more l,han 23,500 membels (engineers in the
motor vehicle, aircrrft, lnd telated industries) and Borne 5,000 enrolled students.
SAE members p'srticipst€ ss itrdividuats, coDtributing their personol engine.ring
judgment and e-xperieice. The sociery's main objecri-ve-out'lined in its;onstitu:
tion-tu the development. oollection, aDd diitribution of technioal information of
interest and rrse to-8AE membere-
Because of this, the Bocietv's chief sim iB to s€rve its melober8 in this technioal
iofortrgtion funciion, and tbcswe its memberE DorticiDate in SAE activities ag
iDdl"idual6, the Booiity tlkes no posil,ion on mattrrs ftl,oiiug to lcgislatiotr, lsw
enforcement. or trede._
It mly !a q1intr6r€r6 to tho Eouse SubcoDmitt€€ on Eealth snd Sdeiv to know
that the society's meetingB and public.ations provide medis through which engi-
De€rl exchaDge techDicrl information, fGtering the engineeriDg &dvance and devolopment
of seu-propelled vehicl$ aDd iheir componeniA. A typicsl exomple of
tbe way in which the society Derforms this function is the attoched publicotion
eEtitled "The Ssfety the Motorist Gets." Thie document is the rciult of the
rork of l7 engitreeB who contributed the iDforma.ioo as individua,ls to help
adv.nce the Btate of the ort of automotive eDfineering. Bolae 500 or more technical
papers and articles of this kind are cortributed esch year by individual
engi.neere and BoieDtists to the gAE member€hip through SAE meetings and
Dublics,tions.
-
The second functioD Derformed bv tbe $AE iB the development of staDdatds.
sp€olffcstions, snd reco;meDded pricticeo, This work is ca;ried on through th6
techaical committees of tbe socioly, More thaE 3,000 engineers serve otr aome
260 technical committees under t[e aegis of the SAE Tec-hnicsl Board. These
mon a.e Gelected otr the basis of their technical comD€tencv to contdbute to SAE
standsrdization sctivitiee, based oD their itrdividu;l knoi'ledce and exoerionce.
Mombe8 of techDical committ€es rr'ork iogether on curreot eoiineerinq iroblema
to $rive &t the best selection of engiDeerin-g anewere possible aithe tim'eidrowing
upon the techDicel expodence and luowtodge of eacli itrdividual membei.

MOTOB VEEICIJT SA3ETY X35
The stBDdsrds. BDecifcatioDB. strd leports developed bv the8e techDicsl oomroitte€€
bave pro'vod uaeful to Governm-oot rgeacier-civii
sB to itrdustrv,
snd Dilittry-rl w€ll
A simifcsirt
portioD of the work Derformed by theE€ technical committ€e6 i!
coDtaiied in the- $AE hstdbook, published ooDui ly by the Eociety. A copy of
of the lri€€t haadbook, which coDtriEs rta,Ddard! and BpecificatioDE currettly iD
use iD the de6igE snd maoufactuie of pas6€D8er carE, trucks, bus€E, snd other r€lforooelled
vehicles. is bsi!( msiled under a€pa,rate cover.
' We hope th,ot tho ebore outline cla'ri6e6 t-hs Bociety'6 pogition i!, snd ooDtribu-
tioD to. automotivo en!!n@rinE,
SAE deeply sppr€ciolee youi courteey iD notifyiBg the society ol the forthcoBirg
pubuc Leariogs and tru8ts that thi6 communicotioD aud attochments will be
helpful. giDc€r€ly youn,
JoEN A, C. WABNEE,
Geaad Manqet,
Dunr,ep & AaaocrrrEs, I!c..
Eta.mfotil, Con'., Jitlg 1, 1969.
Re notice of pubtic hearings; gubcornmittee on Eeslth and Safety; II.R' 710, 880'
883. 1341, 1346.
Mr. W. E. Wrr,r,rersor,
Chrk, Commitbe otu lrltefitoi/. aril Foteigt Conmarcc,
Houac Ofrce Brll,i/ia4, Wash;ntl.on' D.C,
Daea Bra: I heve received the lefereDced notice of hearingr rud regrtt I ehall
lrot be ablo to b€ Dre8ent st the heariDgs. Ilowever, I should like to prcvid€ the
followine commeuts vhich the eubcomiDitiee mev rish to include iu tbe racord.
8.R,722t I heartilv sub€cribe to the iBt€nt of this bill, to provide the public
with the Bafe8t poesib[e automobiles without uDreaaon8bly iacreasing automobilo
c.6ts. Ii i8 eeierallv occepted that all of tbe devices list'ed csD contribute to
sstetv. The -major -probleh lies, however, in ihe speciacatiotr ol the derigD
oharricteristics of'the 8afety devices. Dunlop & A8sooistes, Inc., the coDpaDy
E'lth which I sm assoclated, is currently eogaged in a study of this prcblem uDder
s cratrt frcm the Naiionsl Iri8titute8 of Health. Our preliminary Etudies ibdiceted
that littl€ ls now koown about the contributiotr of subtle vehjcle desig! characterigtics
to sccidentB, Der se (iD distinction from reductiou of ioiury severity aa a
result of a! accidenl). The Btandards which csD be gpecifed at thir time will
Burelv afrord Drotection which can be enhanced bv later Bodifcation.
H.R. 880: The odv ssDects of this biU upon which I 6EI qualified to comment lre
ihoss relatiuc to inspectibD or testing tor aafety. AgsiD, 8o little is deEonstnobly
hosn. in co-[trs8t to whst iB believad knosn, thst it iE impoEsible to deiiS! de'
tailed iDsD€ctlou or test criteris. Il this bill eakes it itrcumbeDt upoD the malufscturer
ib certify the safety of the vehicle; theD should the maDuftcturer bo reoui!8d
to certifv ih&t tho vdhicle'B brakea will never fail, or that th€ ooe6cient of
f-riction ie a civen amouut. or wbst? This would Eeem dincult to rchieve giveD
Dresetrt stat;f kDowledce, On the other haDd, if the leSsl intarp.etstioD ls thtt
;uch ceriLficstion requirea tbe certificstion ooly of the operability and ourteDt good
worLinr order. I am iu f.vor ol tbe biU'8 sdoptioD.
H.R.-883: fh6 retationship of odometer mileage to s&feiy i6 of conceh to me
here. If it can b€ demonstiaied that the safety of the vehicle decreas€8 Fith
mile€ tlsvelod. snd if tbe public is so iDlormed, I am in favor of this bill. It would
enrble esch odrson to srdds€ the risks associat4d with the putohrd€ or operatioD of
aDy motor iehiole oad would prcvent tho mirrepresentatiotr of a b&dly worD
vehiole.
H.R. l34l: I fsvor the passoge of this bill ifthe s€cretory of ComEercs trow hsa
or will be civeD the reseaich ft;ilities lece€srry tn develop tbe etandards required
in acction 1. Acain. ttris i5 a maior uDdertskiDg snd I urge tbc sppropriation or
allotment of sufncieit funds to develop the slsDdards.
The vast coats of sccidentg in humai sufering aDd iD do[ors dictst€B the rdoP
tion of this bill if useful st&Dderd8 csn be m&de available.
II.R. 1348: I do lot feel qusliffed to comDeDt on this bill &s an-exl€rt 8i!oe it8
coatcDt doeB lot reLt€ direitly to sccidentE' but as a laymo!, I thiDl thst it8
.iEs sr€ highly desirsblo.

F
zffi 1{OAOB VTFICI,E BATTTY
Iu qeneral. aU of theoe bils wil be beEeffoisl to the DoDul&tion of the United
8tat4s-if 8umsient inform.tioo ca! bo m&ds avsiloble, urfon which uEeful deciEiol8
cstr be drade. It ie my conclusion, horrever, that niaxiaum beEeffts will be obtabed
only &fter the sucoessful ooEpletion of scoident r€seerch prograEB not y€t
begutr or even contemplatod. The magnituds of the ourrent ree€arch gfrort is so
small that it doos not s.om Ukely thai the maximum will tr€ obtoined in ihe very
near future,
Rcepeotfully 6ubmitied.
J,{cr W. .DuNtaP, Ph, D.'
Pres lanl,
probibit th€ uso ,o i! in oommeroe comrneroe -of of any motor vehicle which dis-
ohalgos subatanoo
whicb are fouDd by the
Public Eeslth Ser
With reeD€ot to
gutgeoD CeDera.l of the
r bill to requirc pase€nger-carrying motor vehicles
purohssed for ure by the !'edersl ,rsl GoverDoeDt to meet certoln safety Etatrdsrd6,
ihe General gervicei ihe Genoral SGrvice; AditriDistratiou AdDiDistr8tion does not regard the propoasl 8a necesaary
and d therelors therefors do€s do€8 rot f&vor eE&ctrDeDt
eD&ctDeDt of ihe tb€ bill.
The Ihe reaaong re&Eon6 for this iD|s poeition poertron were set get lorth lomD in ln the nlle AdmiDistrstor's AonuurFonrror B leiter reller of or
JuDe 3, 1959, to Hon. Oren E&rris, ch&irmatr, gous€ GDNEBAL SDRVTCEB Aourttrsrr,rrrox,
Wdshir.1totu, D.C., Jdy 8, 1969.
Mr. W. E, Wru.rarBo$.
Acrh, Commitlce or Idirstatz
Wash;tulton, D.C,
onrt Foreip Commzrce, Hou.. o! ReprcEeatdtil)ct,
Dren Mn, Wrlr,raraoN: Thenk you for your letter of Jutre 18, 1959, advisiDg
thct the Subcommiitoe oo Health &;d Safeiy of the llouse Com;fttee on Intea
stste 6Dd ForeiF Commeroe ttlll hold heariltgs on July 7, $ and I on H.R. 722,
E.R. 8110. H.R. 883, ILB. 13,'1, and II.R 1846.
You rebueeted that we inforD you as to whetber the Gerleral
ComEittee on InteBtate
aod Foreictr b;;d;ft.-'*
Com@erc€,
In fieu 6f testilviDc st the hearinc, we are cont€nt to l€i our r€port of JuDe 3,
1959- on II-R. 1341 sD€lk for itself and lequest tbai it b€ E.d€ a part of the
geNices AdmiDistr&tiotr
wished to testity ai the besriog or fle a stst4meDt for the record.
The Drovisiobs ol tho JollowiDg billB do not concern the functioDs and re6ponaibilitteg'of
this Egetrcy sufncient-ly to warra,nt our testimoty or the 6liDC of s
statemeut:
H.R. 722, to rcquire oertaiu ssfety device6 on motor vehlcl€s sold, shipped, or
ured in iDt€rstaie commerte, atrd for other puapo8es.
H.R. 880, to require certificstes of ftnes8 iD ihe sale of automobiles, aDd for
otho! DurDose8.
H:R. 8b3. ameDdinf, title 16 of the Udted Stste8 Code Y/ith .especi io the
op€ration of speedorne_t€rs oD Dotor vehicle8'
In lieu of to
1959, oo H.R. epook
reque€t that it b€ E.d€ a psrt of the
record,
Sincerely youre,
ALtx.r.NDll M' LANE ,Ea,
S?i8ial A.si.larl to lh. Admi slro,lor.
(Whereupon, et 4:25 p.mt t,he heering was closed.)
X