people in the car. If the car runs off the road and turns over, the rounded roll shapes take the jolts out of the roll so the passengers aren't shaken out of their safety belts.

This bumper [2-6] is on hinges, so to speak, so that the bumper can turn when it hits, say, a telephone pole. If the corner of the bumper hits the side of another car, the bumper turns so that the force is spread over the whole front face of the bumper. That way it doesn't dig into the other car.

One of the features of this automobile that struck me when I met with the engineers out at Fairchild was this rigid sloping panel [2-17] which permits the engine on impact from the front to be deflected downward instead of inside onto the passengers. Even the engine mount [2-3] is designed to push the engine downward. Of course, this is one of the things that would be tested in performing the whole program.

Here on the side [2-11], you see that the high frame is cushioned from the side so that the whole car is more gradually accelerated if struck by another car from the side. This cushioning and the frame height are arranged to match other passenger cars, including sideswiping. The lower ends of the roll bars [2-13] project outward and positively prevent the bumper of another car from riding up over the frame. You know, many car bumpers are now so high that they strike into door well above the frame and they are sloped to ride up.

Moving along, in this next sketch we see how a typical engine would fit in front of the sloping panel [2-17]. In a front end crash up to 50 miles per hour this frame collapses in a way that is designed and tested, and it is part of the chain of protection for 50 miles per hour.

The people are seated in toward the center of the car so they are spaced away from the side windows. These are rather ordinary safety belts [2-52], but much easier to use. The headrests [2-39] are to prevent whiplash injury if the car is struck from the rear.

The whole interior of the car has the kind of thick padding you see in this door [2-11] and the storage spaces and levers are recessed and placed where the cushioning depth is least critical. The door hinges [2-27] are made of ductile material that can stretch so that brittle hinges don't allow the whole door to come off. Some recent experience shows that brittle materials shouldn't be used for door hinges and how necessary it is to detect brittle hinges before they're put into use.

This bassinet [2-53] is deeply cushioned on the inside and has a covering net. It fits into any of the passenger seats. The headrest folds down so the bassinet can be reached from either a rear seat or the front passenger's seat. It is quite possible to have other types of rear seat arrangement for small children so that they can move around, and here the deep interior cushioning is very important.

Also, in this sketch we see the side-to-side bulkhead [2-24] behind the rear seat passengers. People do travel with ladders and tool chests in the trunk, and on violent stopping of the automobile these objects have been propelled through the back, which is sometimes made of nothing but cardboard.

In this next sketch we see how a simple little feature like having the trunk lid open from the side and both ways adds to safety [3-5]. When you are going after things in the trunk you don't have to stand in the street or behind the car. You can still allow long objects to come out the back, and because of the periscope you can still see to the rear when the trunk lid is partly up.

This [2-15] is the gas tank opening. It is well protected both from the rear and from the side and there aren't any rubber slip joints that can come off inside the trunk.

I am talking quickly. I know your time limitations.

Here you see, too [2-18], how the cushioning in the door fits in with. the high side frame and you can see the dovetails [2-29] which interlock the door structure with the body structure all around. Most people don't realize that a car door is only fastened at three points so that the full crash strength isn't available. Again, you can see how it is easier to get in without jackknifing the body.

Now this report actually represents about 8 weeks of work by the engineers, but they have used a great deal of knowledge that has been available for a long time. It shows you what can be done.

I would like now just to make a couple of recommendations and respond to any questions, after my colleagues have had an opportunity to address themselves to this same subject.

FINANCING THE PROTOTYPE SAFE CAR

I request of this honorable body this morning that you seriously undertake to make available with us in New York State sufficient funds with which to immediately undertake to build and test this prototype safe car.

The next phase of this project would be the actual mechanical drawings from which the automobile would be fabricated. And then the testing would begin for proving out the crash safety and accident prevention capability of the prototype.

I would like to propose that we enter into the same kind of relationship that exists now with respect to Federal funding of the roads on which the car drives. The Federal Government gives 90 percent aid to the Federal Highway System. And I would like to propose here, sir, that we enter into the same arrangement with respect to this project, on a 90-10 relationship-and the State of New York produce its share of the participation here, since we have led the way, and since we have shown ability to go forward in this dirction. We can, by a cooperative effort between the Federal and State levels, move forward and undertake this project.

I am not sufficiently competent to say how this should be done at the Federal level. I have enough difficulty in Albany getting my money these days. But I would like to suggest that research grants are a possible approach, an incentive arrangement that would contemplate the Federal Government putting up the funds and contracting with an independent agent, perhaps even this one, although I make no plea for this particular company.

I think if alone we cannot keep the industry from dominating this, together we can. I suggest that this is the reason for our proceeding together at this time and, quite frankly, you can put your hands on the millions a great deal more readily than I can in Albany these davs.

Senator JAVITS. Would the witness yield for one question? One thing that I would like to know from you, in fact: Have you researched the question of whether any other State in the United States or any other agency that you can tell us about is this far advanced in any such project?

Mr. SPENO. I think when we first proposed this in 1962, we were the only ones that ever suggested that a legislative body could get into the field of promoting safer design. When we went out to Detroit, it was made quite clear to us we better keep our hands off and that the design is something apart from the safety aspects of the automobile.

To answer your question, Iowa recently held hearings on automobile safety and they were shown some safety car designs by a Dr. Carl Clark, who I believe is here today, and has done some work in his field. But I do not believe that a State or agency has undertaken to actually go into the field as New York has, with a specific Government-funded study of the whole subject by competent engineers. We have a product, to wit, this report. I think this is the first step. I think it does no violence to the opportunity of other States in traffic safety endeavors.

I think, sir, that this sets a pattern for future cooperative efforts on the part of other States. I would encourage other States to get into this program. And I think that there is a wide area here of incentive to leadership at all levels of government This is not a problem that belongs to any one level of government. As you point out quite properly, Mr. Chairman, this is bipartisan in its approach, and must be, and broad in its effect, and therefore should be attacked, it seems to me, at all levels of government.

FEDERAL-STATE LEGISLATORS COMMITTEE

Now, I would like to suggest that in that connection, that-and I propose to you here that we establish a Federal-State legislative incentive committee. You have had President's Committees on Traffic Safety, and Governors committees, and you were on one of them. The Senators and Congressmen have had committees. But I do not believe ever in our history, and most of us have been a bit afraid to come down here, have we ever suggested a joint effort on the part of State legislators and Federal legislators. This is a subject which lends itself to our joining hands in a united effort. And I suggest that you give some thought through this Government Operations Committee to creation of a Federal-State legislative initiative committee for the purpose of initiating legislation and action of this kind in such broad areas as traffic safety, and perhaps even go on from there into transit and traffic itself, which now becomes, as we saw in our recent strike, a Federal problem.

I like to think, as I said when I opened here, that this is a subject that transcends the business aims of the manufacturers of the automobile. I think this is a public health problem. And I suggest the pattern we might set with such cooperative effort could extend to air pollution, other problems of public health, mental health-all these subjects that are broader than the approach of one agency of Government.

We are talking, sir, about saving lives. I am not afraid to be specific. The industry must be prodded. I respect the automobile industry and I am aware of its importance in our economy. I believe there is a difference between responsible criticism of the automobile industry, and irresponsible attack. I think what you and I and this committee are doing, and what we have tried to do in New York, is responsible.

Thank you, sir.

Senator KENNEDY. I would like to commend Senator Speno on his testimony, which I think was very helpful.

Mr. SPENO. Thank you, sir.

Senator RIBICOFF. Šenator Liebowitz.

(The biography of New York State Senator Liebowitz follows:)

SIMON J. LIEBOWITZ

(The 10th District (5th, 20th and 22d assembly districts of Kings County))

Simon J. Liebowitz, Democrat, was born in Brooklyn and has been a resident of the senatorial district he represents for more than 30 years. He attended PS 129 and Boys High School, Brooklyn and attended City College of New