that getting essential changes made, device by device, is a long and difficult struggle.

We have followed Senator Speno's leadership in the New York Legislature as has directly and indirectly the rest of the Nation. have found that obsolete concepts of salability based on styling still reign in Detroit, despite recent assurances to the contrary.

As an indication, there is no one in the automotive industry in charge of safety design who has vice-presidential status, but each of the big three does have a vice president for styling.

A much better indication is the fact that 50,000 Americans were killed last year and 3,500,000 injured by smashing around inside the interior of the car, by being projected outside the car, or by being hit by a car.

We cannot stop the majority of accidents from occurring because at this point we do not have the knowledge which would permit such a utopia. But we can stop the majority of deaths and injuries from occurring, because the car is readily changed for safety purposes. Unfortunately, people are not readily changed.

In 1966, we again have bipartisan legislation under consideration to continue the safety car project. A $250,000 appropriation directed toward Federal grant subsidies and any and all public or private financial assistance. Cosponsors at this point are Senators Speno and Liebowitz, and Assemblyman Joseph M. Margiotta, Republican, of Nassau County, and myself. Two Democrats and two Republicans. We expect trouble, however.

PROTOTYPE SAFE CAR

Now, what have we here before us in this feasibility report? We have the first automobile design safety checklist, consisting of several hundred identified automobile hazards, the first such checklist for designers ever compiled in over 50 years of automobile engineering literature.

We have proof that a car can be built-the New York State safety car prototype that will prevent 75 percent of injuries and fatalities at crash impacts at 50 miles per hour, 70 percent inside collisions, 90 percent in rollover accidents, and 90 percent a car runs into the rear of another.

The study before us also shows ways to reduce accidents through mechanical changes, and how to cut down pedestrian injuries and deaths.

We have the concept of a car designed according to aerospace systems analysis, which protects the astronauts. It took 7 years of concentrated effort based on dedication and conviction to produce the safety-car prototype project in New York State. We believe that we are, by experience, experts in this subject of automotive safety, and we have had the advice and service of the best technicians, engineers, scientists, and physicians in doing our job.

We urge the Federal Government to join us in this essential effort now, continuing the only existing safety-car protoype project of its type in the world.

And I might disgress for a moment, gentlemen, by adding that at our hearing on Monday in Albany, the representatives of the Republic

Aviation Division of the Fairchild Hiller Corp. told us in response to one of my questions that this car can actually be not only designed, but plans drawn, prototypes built, and crash tested within a period of about 18 months from now. This is not in the future. This is right

now.

We welcome greater Federal effort in traffic safety and trust that the enthusiasm now being shown by certain Members of the Congress and various Federal agencies will not wane.

We welcome guidance from the Federal Government as time passes. Massive research projects will, we hope, be initiated and carried through. We ask you to show your intent, fighting spirit and conviction by joining us now in getting this prototype built.

It will tell us what should be done, what can be done, and how we can do it.

It is design, safety design from the beginning, that marks the difference between this project and the safest car now being manufactured for sale. Thank you.

Senator RIBICOFF. Thank you. And I understand with you is Mr. Kisburg, who has worked in this field? Would he like to testify, too? STATEMENT OF NICHOLAS KISBURG, RESEARCH AND LEGISLATIVE DIRECTOR, TEAMSTERS JOINT COUNCIL NO. 16

Mr. KISBURG. I would like to, Senator, if I might.

I am not sure it is testimony.

It may be a commercial-for what in New York we call this small but brave band of "Old Testament prophets," who have made some of us who are ordinarily pessimistic when we regard the New York State Legislature, very proud of them.

I think it is a tribute to the foundation laid

Senator RIBICOFF. Will you identify yourself for the record.

Mr. KISBURG. I am Nicholas Kisburg. I am research and legislative director of Teamsters Joint Council No. 16.

I think it is a tribute to the foundation laid by Senator Speno, Assemblyman Chananau, Senator Dominick in the past, and which Senator Liebowitz so ably carried on in this bipartisan fashion.

We don't, as you must suspect, Senator-we don't often have the kind of bipartisan demonstration in the State legislatures that are dominated by the squirearchies, as we have here. And it does seem to my union and that the Federal Government, the U.S. Senate in this particular instance, ought to do all it can to encourage States, wherever States are prepared to assume their responsibilities. It seems to me that we raise the whole question of the role of the States in our Federal system. Instead of just the General Services Administration of the U.S. Government contracting for a prototype car, I would like to see 50 different laboratories, 50 different States, competing with one another to develop the safest techniques. That ultimately the legislation would necessarily have to be Federal is a pessimistic conclusion that I feel forced upon me. I would prefer it would be different.

But certainly the early States-the experimentation-we don't know if this is the best of all cars. We have not even tested it with even cadavers or dummies, let alone human beings.

We haven't built it.

So the only contribution I do want to make, Senator, is to urge you, Senator Javits, and Senator Kennedy, to give every serious consideration to the possibility of some funding formula-whether it be the 90-10 suggested by Senator Speno or something else so that we can have the States competing to develop the safest possible car to be used on our roads.

Thank you very much.

Senator RIBICOFF. Since we only have 20 minutes left-since this is the New York day-as chairman I will defer my questioning to the two distinguished Senators from New York, my colleagues, who are so vitally interested.

I will allocate 10 minutes to Senator Javits and 10 minutes to Senator Kennedy. If there is anything left, I will use it.

Senator Javits?

Senator JAVITS. Mr. Chairman, thank you very much. You are most gracious, as usual.

Mr. Chairman, I congratulate our State and congratulate Senators Speno and Liebowitz, Assemblyman Chananau-and he was gracious enough to mention Assemblyman Volker, and the people of Republic Aviation, a very important factor in the development of this matter. From looking at the study, gentlemen, I would doubt that they made very much money on a $100,000 grant which the State of New York gave them. It seems to me that this was done at a very considerable loss.

I think that should be recognized. Obviously, our State is far out in front of other States, and ahead of the Federal Government in developing this feasibility plan for the building of a prototype safety

car.

This project recognizes the fact that although it may be difficult to control the human factor so as to prevent accidents from happeningwe can do something about preventing injury once the accident does occur by designing the proper packaging, as Senator Speno and Senator Liebowitz have testified.

LEGISLATION TO FUND PROTOTYPE SAFE CAR

Now the real problem to us as legislators is to keep this project from gathering dust. And so I have conferred with Senator Kennedy, and we have decided that we will jointly sponsor, within the next few days, a piece of special legislation for the purpose of federally funding a demonstration project for the building and studying of a prototype safety car. And I hope that upon completion of such a project, we will be able to draft further legislation so that certain safety devices would be adopted by the automobile industry.

Now, I am inclined to think that ultimately something mandatory will have to be done. But I must say with all respect to Assemblyman Chananau-I know how glamorous and dramatic it is to have somebody to oppose, you know-the bad automobile industry-the fact is this is an enormous industry, that it has great resources, and I would like to use the technique of the carrot and the stick.

You can be sure that Senator Kennedy and I will be very diligent. Certainly, Senator Ribicoff also has a very fine traffic safety bill. It

may very well be that whatever Senator Kennedy and I may do will be part of that bill.

Also, whatever we do must be made available to all the States.

But somehow or other we must find the legislative technique which will not allow the building of a prototype car to get lost in the morass of competition between States when New York is so ready.

Now this is a big problem for us. When we want to put a nuclear reactor or something else in one State, every other State, even if it is not ready, if it cannot use it, feels it has to compete, and it holds up administrative decision. We are blessed with a dedicated chairman, deeply interested in the subject when he was Governor, and now as Senator. So I do think it looks promising, gentlemen.

And I must say I feel very proud of our State. And just as you gentlemen have worked together as loyal friends, so you can be absolutely positive that Senator Kennedy and I will work together as loyal friends in order to bring to fruition what the State of New York has developed.

Now, I have just one favor which I would like to ask of Senator Speno and Senator Liebowitz, and anyone else who might wish to

comment.

I hope you will submit for the record a breakdown of the estimated costs to complete the design and building of a prototype.

We have already got an estimate of time. But I do think it ought to be authoritative-that is, come from perhaps Fairchild Hiller itself. What will it cost in detail, and why.

We will have to justify this proposition.

Also my staff, which has examined this magnificent report, for which I again congratulate Fairchild Hiller Republic Aviation Division-and as I say, I am sure they did not make any money on this, probably contributed a good deal themselves-believes that the language is rather vague on the question of whether this car can be mass produced, so that we would need assurance that in any feasibility study the problem of mass production, the problem of industry conversion-which comes to Assemblyman Chananau's point-to wit, whether it is feasible for the industry to move to a car of this kind, and how soon-taking everything into consideration-may also be available as part of the feasibility study.

Then as I say, Senator Kennedy and I will within the next few days put in a bill, Mr. Chairman, for the purpose of crystallizing New York's projects. It may be part of a program which our chairman, I think, is going to author, has already authored with such distinction. Thank you, Mr. Chairman.

Mr. SPENO. Mr. Chairman, first we are certainly delighted with the quick response you have given to us.

May I just suggest this because in using the carrot and the stick, will you use a small carrot and a big stick.

COST OF SAFETY CAR TO CONSTRUCT AND PRODUCE

Now, to try to answer your question: we, of course, inquired into this area, and our final report, that is the final report of Fairchild Hiller Republic Aviation Division will address itself more specifically to this in depth. However, in general, we are told that to develop

a crashproof car-that is crash rated at 50 miles per hour-can be done satisfactorily on a mass production level at the same price level as that of the car today.

To finish the prototype project, which would contemplate the drawing of designs, the crashing of equipment, and the building of six to eight prototype cars for research purposes, would cost from $3 to $5 million. Our estimate today is $4 million for the entire project. Senator JAVITS. We need a breakdown of that.

Mr. SPENO. We will give that to you, sir. We are not competent enough to give it to you in depth, but we will get it.

Senator JAVITS. Please get it from the company. And also as you say the big stick and the small carrot-let's get an estimate from Fairchild Hiller.

DEAR SENATOR RIBICOFF: Your request for information on the estimated cost of the New York State safety car project may be answered in the following

manner:

Phase I, feasibility study, which will be completed July 1, 1966, has been funded by the State of New York for $100,000.

Phase II, engineering design and materials study for safety prototype vehicles, is estimated at $300,000 with a completion date scheduled for March 31, 1967. It is anticipated that the legislative leadership of Senator Edward J. Speno and endorsement by Governor Rockefeller will provide funds from the State of New York for this phase.

Phase III, production of working drawings and manufacture of 15 prototype safety cars. This phase will include tooling, engineering liaison, and modifications which could reduce cost and improve reliability (value analysis) and manufacturing technical improvement.

Phase IV, testing. This phase will include full-scale operational testing in the traffic system and impact destruction testing to document and identify various levels of safety performance for the operational and crash resistance systems. It will further establish operating costs and overall safety capability, as well as allow reevaluation of performance tests and graded levels of safety.

Our contractors have furnished us budgetary estimates which indicate that phase III and phase IV can be accomplished at a cost of $5 million. I hope this information will assist you in substantiating your proposed amendment to the President's highway safety bill.

Very truly yours,

JOHN O. MOORE, Director of Research
(For William S. Hults, Commissioner).

Senator JAVITS. Make it part of the feasibility study that we will be informed as to the problems of conversion by the whole industry and how long it should take-not will, but how long it should. Mr. SPENO. We can't run away from these answers.

I would like while I am talking, Senator Ribicoff, to tell you I would not be here if it were not out of deep respect for what you are doing. I came reluctantly. As you know I have a jealous regard for State and Federal level of participation. I think we have joined hands here today, and I thank you for giving me this opportunity. I would like to introduce Mr. Hank Wakeland, who is the project director of the auto safety project with the Department of Motor Vehicles, State of