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Withdrawal/Redaction Sheet
Clinton Library
DOCUMENT NO.
SUBJECT/TITLE
DATE
RESTRICTION
AND TYPE
001. list
re: SSNs and DOBs [partial] (3 pages)
n.d.
b(6)
COLLECTION:
Clinton Presidential Records
Domestic Policy Council
Elizabeth Drye
OA/Box Number: 10450
FOLDER TITLE:
Child Safety Seats
2014-0046-S
rc1365
RESTRICTION CODES
Presidential Records Act |44 U.S.C. 2204(a)|
Freedom of Information Act 15 U.S.C. 552(b)]
P1 National Security Classified Information |(a)(1) of the PRA
b(1) National security classified information [(b)(1) of the FOIA]
P2 Relating to the appointment to Federal office [(a)(2) of the PRAJ
b(2) Release would disclose internal personnel rules and practices of
P3 Release would violate a Federal statute |(a)(3) of the PRA]
an agency [(b)(2) of the FOIA]
P4 Release would disclose trade secrets or confidential commercial or
b(3) Release would violate a Federal statute [(b)(3) of the FOIA]
financial information |(a)(4) of the PRAJ
b(4) Release would disclose trade secrets or confidential or financial
P5 Release would disclose confidential advice between the President
information [(b)(4) of the FOIA]
and his advisors, or between such advisors |a)(5) of the PRAJ
b(6) Release would constitute a clearly unwarranted invasion of
P6 Release would constitute a clearly unwarranted invasion of
personal privacy [(b)(6) of the FOIA]
personal privacy |(a)(6) of the PRA
b(7) Release would disclose information compiled for law enforcement
purposes |(b)(7) of the FOIA]
C. Closed in accordance with restrictions contained in donor's deed
b(8) Release would disclose information concerning the regulation of
of gift.
financial institutions [(b)(8) of the FOIA]
PRM. Personal record misfile defined in accordance with 44 U.S.C.
b(9) Release would disclose geological or geophysical information
2201(3).
concerning wells [(b)(9) of the FOIA]
RR. Document will be reviewed upon request.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
o
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
o
All new passenger cars, vans, and trucks - and all new child safety seats -- would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
o
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and the
District of Columbia have laws requiring their use. But child seats are_often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
o
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
o
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
o
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
*02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag -- a cutoff switch -- then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury -- but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution - easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
02/13/97
19:16
202 366 2106
NOA-01
E 004/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
o
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
All new passenger cars, vans, and trucks -- and all new child safety seats -- would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and the
District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
o
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
o
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag -- a cutoff switch -- then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution -- easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
02/13/97
19:16
202 366 2106
NOA-01
004/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
Regulators Plan
Safety Rúles
THE WALL STREET JOURNAL
THURSDA Y. FEBRUARY 13, 1997
For Child Seats
By ASRA Q. NOMANI
Staff Reporter of THE WALL. STREET JOURNAL
Continued From Page B1
Federal regulators are about to change
1995 also don't hold child seats securely.
problems all too well. In 1994, his three-
'We all have to take the blame,"
year-old niece, Dana Hutchinson, died
the way children get strapped into cars.
Most consumers assume their kids
says John Grosh, engineering and quality
when her child seat flew forward in a
are perfectly safe in child seats. What they
assurance manager at car-seat maker
crash and her head struck the dashboard of
don't know is that many of the more than 50
Gerry Baby Products Co., a unit of Huffy
the Mercury Cougar, made by Ford Motor
Corp. "Think about an electric outlet. Can
Co. Dana's father thought he had secured
varieties of child seats currently on the
you imagine if everyone that made a TV or
her safety seat to the front passenger seat.
market can't be safely secured by the
30 or so different seat-belt systems that
microwave built a different plug? That's
But later. scouring the car manual for an
auto makers use. The results can be
what happened with car seats.
explanation, Dana's father and uncle
tragic. The National Highway Traffic
Although consumers could buy hard-
found than the child seat was incompatible
Safety Administration says 80% of child
ware to tighten the slack on seat belts.
with the Cougar's seat-belt system, and
seats are secured in cars incorrectly: an
most dealers don't know enough to recom-
required special hardware to make it
safe.
estimated 600 children under five years of
mend it. And most user manuals are so
age die each year in crashes because they
complicated that even the most diligent
Mr. Colella, 31 years old, and his
parents can get-discouraged.
brother-in-law searched at six Ford
weren't properly restrained.
Joe Colella knows about car seats'
dealers to find the seat-belt hardware that
NHTSA is expected to propose rules
could have saved Dana. "The seventh
as early as this week backing a General
dealer had it, he says. "It's a cliche to say
Motors Corp. design that would change the
this will all be worth it if we save one kid's
way safety seats are attached to vehicles.
life. But it's true."
The proposed changes could cause safety
NHTSA chose a redesign that was
seats to double in price. with far-reaching
backed by GM and the country's major
effects on the $2 billion safety-seat indus-
child-seat makers, including Gerry, Cen-
try. But they also could ignite opposition
tury Products inc. and Evenflo Juvenile
from auto-industry opponents that endorse
Furniture Co., a division of Spalding &
a different design.
Evenflo Co., according to people familiar
The new design would require car
with the matter. But it rejected a different,
makers to install fixtures that would
more costly anchoring system endorsed by
anchor child seats in cars. industry and
a group of European car makers along with
government officials say. Child-seat
Ford Motor Co. and Chrysler Corp. The
makers would also have to redesign their
European proposal would attach the child
products to fit the new fixtures.
seat to a D-shaped bar installed where the
New child seats would have two straps
seat back meets the seat bottom. This plan
that would buckle to latches mounted be-
would boost the cost of child safety seats to
tween the seat cushion and the seat back. A
as much as $175.
"tether" strap attached to the top of the
Car-seat maker Cosco Inc., a unit of
child seat would hook onto a spot near the
Dorel Industries Inc. offered another plan
rear window, possibly on the car-roof
to have vehicle makers install new lap
interior, to reduce the child's head move-
belts to give child seats a tighter fit, but
ment in a crash. Although one person
NHTSA has rejected that as providing
familiar with the plan compares the com-
insufficent protection.
plexity of the design to "a medieval torture
The new rules would likely be phased in
system," it wouldn't depend on seat belts,
to go into effect in 2002 for all new vehicles
eliminating one of the potential problems
and child seats. NHTSA officials tell auto
with today's models.
and seat industry officials they plan to
GM estimates its proposal would in-
issue proposed new regulations "immi-
crease to $100 the price of a child seat that
nently" but won't detail their conclu-
sells today for about $55. That has raised
sions.
fears among some manufacturers that
Mr. Colella, meanwhile, has been cru-
some customers might be discouraged
sading from a cramped office in German-
from buying new seats. But GM says the
town, Md., for regulatory changes to en-
proposal likely wouldn't raise car prices
sure that child seats work. "When I started
much. because the changes would repre-
I wanted something done yesterday for the
sent such a small part of overall manufac-
next model year,' he says. "It's finally
turing costs.
happening.'
Industry, government and auto-safety
officials have crossed the globe since the
mid-1980s in an effort to find a way to
standardize and improve the way child
seats are secured in cars. NHTSA's propos-
als are "a big deal," says Kathleen
Weber, director of the child-passenger
safety program at the University of Michi-
gan Medical School. "It will be a huge
departure from the child-seat regulations
we've had in place since the 1970s.'
Currently. most child seats are
strapped in by seat belts that are designed
to fit loosely around an adult until there is
a crash: Thus, their hold on a child seat is
often lax. A properly installed child seat
wouldn't move from side to side or forward
more than one inch.
Making the problem worse, child seats
aren't compatible with many new seat-belt
designs created to make belts more com-
fortable for adults. Child seats aren't held
tight enough when they're strapped in by
belts that attach to buckles protruding
from the cushion backs on a stiff stalk, or
by door-mounted seat belts. The adjusta-
ble belt latches on cars built before Sept. 1.
Please Turn to Page B16, Column 1
A4 THE WALL STREET JOURNAL THURSDAY, FEBRUARY 13, 1997
B.A.T's Chief Hints Firm Might Join
Possible Pact to End U.S. Tobacco Suits
By LAWRENCE INGRASSIA
ment that satisfies all parties," said
Staff Reporter of THE WALL STREET JOURNAL
Julianne Jessup, an analyst at UBS Ltd. in
LONDON - B.A.T Industries PLC has
London. She added that the tobacco com-
publicly, albeit cautiously and with ca-
panies would sign on to an agreement
veats, indicated for the first time that it
only "if it wouldn't completely destroy
might consider an industrywide settlement
their profits. They would have to come out
to end tobacco-liability litigation in the
of it as viable entities going forward."
U.S.
Mr. Broughton, who wasn't available to
Martin Broughton, chief executive offi-
elaborate on his televised comments, criti-
cer of the British tobacco company, indi-
cized lawyers who have led the attack on
cated in a BBC television program broad-
tobacco companies, saying, "They're actu-
cast this week that B.A.T might consider
ally in the business of what I would call
"some kind of payment to somebody,' but
legalized blackmail." Further, he said,
any settlement would have to include im-
"We provide a product which hundreds of
munity from future litigation. B.A.T.
millions of people around the world enjoy
whose Brown & Williamson Tobacco Corp.
and it's a very pleasurable thing for
unit in the U.S. lost a major tobacco-liabil-
them."
ity case last August, is considered particu-
Desired Goal
larly exposed to future lawsuits.
But, asked about the possibility of long
'Everything that one sees around the
whole process
it's all trying to build up
and drawn-out litigation, he struck a more
a pressure to get some kind of financial
pragmatic note: "Clearly, it's not a pros-
settlement," Mr. Broughton told the BBC.
pect which we relish. I don't think anybody
"It's a business. A perfectly legitimate
wants to be, or would choose to be, in a
business. But that's what it is. So I think,
state of permanent warfare
That's
really, you're then into a business deal.
part of, think, the scene we face today and
They want to be paid off and we want a
in that context one would prefer not to be
peaceful life."
constantly battling. That's what we're
looking for is, is the right to continue to
Company's View
manufacture our product, legitimately,
A spokesman for B.A.T emphasized
free of harassment."
that Mr. Broughton's remarks, which are
One little-discussed complicating factor
in line with what the company has told
is whether a settlement in the U.S. might
analysts before, shouldn't be interpreted
spur liability lawsuits in other countries,
as meaning that such a settlement will
Ms. Jessup of UBS said. "At the moment.
ever be reached. "What it reflects is a shift
[tobacco companies] don't have much liti-
in the industry's position from, 'We would
gation problems overseas;" she said.
never settle,' to, 'Well, you know, maybe
"They have to consider the prospect
on the right terms it might be in our share-
of trading an end of litigation in the U.S.
holders' interest to do so, said Michael
for a potentially much bigger litigation
Prideaux, the B.A.T spokesman. "The
problem elsewhere. The industry would
right terms involve not only an acceptable
effectively admit liability in the U.S., and
price but immunity from all kinds of
you can't admit liability in one market and
future liability suits. It would have to be an
deny it in others."
industrywide settlement; a partial settle-
Mr. Prideaux of B.A.T emphasized that
ment simply wouldn't work. Moreover, he
any U.S. settlement wouldn't include an
said such an agreement would have to win
admission of liability. But, regarding any
U.S. congressional approval.
overseas impact, he acknowledged, "It's a
Others in the industry have indicated
concern. It's one of the things that would
they also might consider a settlement on
have to be factored into the price that be
the right terms. Steven F. Goldstone, chief
worth paying to achieve this [possible
executive officer of No. 2-ranked RJR Nabi-
settlement). It's another thing that would
SCO Holdings Corp., has publicly called for
keep the industry toward the lower end of
a legislative solution. Market leader Philip
the range [of any payment]- that people
Morris Cos. has been more reticent, but in
are inclined to talk about." He declined to
a 1996 "midyear update" its chief execu-
elaborate on any settlement figures, say-
tive officer, Geoffrey C. Bible, stated that
ing it is far too premature.
the company "will explore all reasonable
Still, noting that tobacco-liability litiga-
measures that may be in the best interest
tion is virtually unknown so far outside the
of our shareholders." Philip Morris de-
U.S., he added that such concerns might be
clined to comment on Mr. Broughton's
exaggerated. "No other overseas jurisdic-
remarks.
tion has quite the same legal system that
Given the terms the industry would
enables cases with very little merit to have
seek, some analysts are skeptical about the
a free run at an industry, to the extent that
prospects for such a settlement. "It will be
even if you lose as a plaintiff, you're not
difficult if not impossible to reach a settle-
liable for defendant's costs."
The White House
THE
HOW
strong
THE
m.m. 1
DOMESTIC POLICY
FACSIMILE TRANSMISSION COVER SHEET
TO:
Sally
FAX NUMBER:
5-3047
TELEPHONE NUMBER:
FROM:
Elizabeth Drye
TELEPHONE NUMBER:
6-5573
PAGES (INCLUDING COVER):
COMMENTS: Aens comments on fact sheet
or list? Both are drafts. David
Shiples is drafting remarks and will
have This eveny or tomorrow a m.
Taping is at 1:00 Friday.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997 DRAFT --
Announcement
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
All new passenger cars, vans, and trucks - and all new child safety seats - will have the
standard attachment. Vehicle seats will be required to have two flat latch plates -- like those
for safety belts located where the seat back and cushion come together. Child safety seats
will have a belt with a buckle on each side of the seat to attach to the vehicle latch plates. To
secure the top, there will be a ring behind the vehicle seat and a strap on the child seat that
hooks onto the ring.
The proposal is expected to improve proper use of safety seats, saving 24 to 32 lives and
preventing 2187 to 3615 injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration The requirements
will take effect two years after NHTSA issues a final rule.
Sally not quartied
in preamble-ok
Background
Child safety seats, when used properly, are the most effective safety device available for small
children. They reduce the risk of fatality for infants (up to age 1) by almost 70 percent and for
soy? say TO ?
toddlers (ages 1 to 5) by almost half. All fifty states and the District of Columbia have laws
requiring their use. But child seats are often difficult to use properly, and not all 100 models of
safety seats available fit in all 900 passenger vehicle models. As a result, an estimated 80% of
the time [need cite] parents and caretakers fail to properly secure children in seats or fully
attach seats to vehicle, putting children at risk. And two many parents don't use seats at all --
toddlers are in car seats less than 60% of the time. Properly securing children in car seats
100% of the time would save 200 live annually.
In 1995 Transportation Secretary Pena and NHTSA Administrator Ricardo Martinez convened
a "Blue Ribbon Panel" of experts -- including automobile and safety seat manufacturers, the
medical community, and safety advocates -- to recommend ways to solve the problems
associated with the installation and use of child safety seats. The panel's top recommendation
was a uniform attachment system like that proposed today.
President Clinton's Child Transportation Safety Agenda Includes:
o
Zero tolerance of alcohol -- the President called for legislation and DOT subsequently issued
a rule requiring states to pass laws making it illegal for people under 21 to drive with any
alcohol in their blood.
Teen drug tests as a condition of drivers licenses the President directed Federal agencies
to develop a plan to reduce teen drug use and drugged driving by testing and other measures.
(Dentis)-
apply for &
o
Measures to make air bags safer DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children, allow owners to
deactivate air bags where appropriate, and phase in "smart" air bags. DOT also launched a
public-private education campaign to teach families about air bag safety.
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nat onally.
by drug testing minors applying
for drivers licenses.
DRAFT
Radio Address Invitation List
1. Secretary-designate Rodney Slater
2. Deputy Secretary Mort Downey
3. NHTSA Administrator Ricardo Martinez
4. NHTSA Deputy Administrator Phil Recht
5. Other DOT Official
6. Phil Haseltine, co-chair of Blue Ribbon Panel
7. Joseph Colella, Dana Foundation, Blue Ribbon Panel member
8. Janet Dewey, Executive Director of Airbag Coalition
9. Dick McPherson, President of Nationwide Insurance (or Tim Hoyt)
10. Steve O'Toole, GM representative, Airbag Coalition Chair
11. Jerry Scannel, President of National Safety Council (or Chuck Hurley)
12. Judy Stone, President, Advocates for Highway Safety (or Jackie Gillan)
13. Laurie Flaherty, Emergency Nurses Association
14. Phil Hutchinson, Association of International Automobile Manufacturers
15. American Academy of Pediatrics representative
16. Chrysler representative
17. Ford representative
18. Century (child seat company) representative
19. Evenflo (child seat company) representative
20. International Association of Chiefs of Police representative
L>why not
M Chief Frazies
from Baltimare
NOA-01
Others:
1. Barbara Harsha, National Association of Governors Highway Safety Representatives
Add
2. Joan Claybrook, Public Citizen
3. Automotive Occupant Restraints Council representative
4. State Farm representative
5. Allstate representative
6. Sheriffs representative
Rundelt Kiser
ID
not kasur
U.S. Department of
Transportation
Office of the Secretary
of Transportation
February 11, 1997
TO: Elizabeth Drye
Chief of Staff
Domestic Policy Council
Attached are photos of the carseat. We can
produce more if you need.
Jackie Lowey
Deputy Chief of Staff
Attachment
SOFT ANCHORS
MEASUREMENT
/
/
DUAL STRAP
w/RETRACTOR
Soft ANchoR
DoAl BUTRAP
MANUAL
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
o
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
o
All new passenger cars, vans, and trucks -- and all new child safety seats -- would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
o
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and the
District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
o
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
o
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
o
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
0
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
o
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
o
All new passenger cars, vans, and trucks -- and all new child safety seats -- would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
o
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and the
District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
o
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
o
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
o
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
o
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
o
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
o
All new passenger cars, vans, and trucks -- and all new child safety seats -- would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
o
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and the
District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
o
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
o
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
o
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
o
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag -- a cutoff switch -- then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution -- easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
*02/13/97
19:16
202 366 2106
NOA-01
004/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag a cutoff switch - then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile. and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution - easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles - what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
*02/13/97
19:16
202 366 2106
NOA-01
E 004/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag -- a cutoff switch -- then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
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installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution -- easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
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How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
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MEMBERS OF THE BLUE RIBBON PANEL
ON CHILD RESTRAINT AND VEHICLE COMPATIBILITY
Philip Haseltine
Neil McLachlan
Moderator
Fisher-Price, Inc.
American Coalition for Traffic Safety, Inc.
Jonathan Reynolds
Thomas Baloga
Cosco, Inc.
Mercedes Benz of North America, Inc.
Gary Christman
Paul Butler
Evenflo
Ford Motor Company
Ed Johnson
W. Randall Edwards
Kolcraft Enterprises, Inc.
Chrysler Corporation
Dr. Marilyn Bull
Lawrence Fleming
Riley Hospital for Children
Nissan North America, Inc.
Joseph Colella
Dietmar Haenchen
DANA Foundation
Volkswagen of America, Inc.
Dr. Joseph Colella
David Raney
DANA Foundation
American Honda Motor Company
Deborah Stewart
William Scully
American Academy of Pediatrics
BMW
Lorrie Walker
Stephen Kraitz
PA Traffic Injury Prevention Project
Volvo Cars of North America
PA Chapter American Academy of
Pediatrics
Kenneth Stack
General Motors Corporation
Kathleen Weber
University of Michigan
Christopher Tinto
Toyota Motor Corporation Services of
Stephanie Tombrello
North America
SafetyBeltSafe U.S.A.
Howard Willson
Annemarie Shelness
Chrysler Corporation
Auto Safety Advocate
David Campbell
Wendell Lane
Century Products
TRW Vehicle Safety Systems, Inc.
James Lee
Robert Rogers
Gerry Baby Products
Takata, Inc.
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FACSIMILE TRANSMISSION COVER SHEET
OFFICE OF THE ADMINISTRATOR
National Highway Traffic Safety Administration, NHTSA
400 7th Street, SW., Room 5220, Nassif Bldg.
Washington, D.C. 20590
FAX #202-366-2106
DATE:
2/11/97
PLEASE DELIVER THE FOLLOWING 2 PAGE (s) TO:
NAME:
Elizabeth Drye
ORGANIZATION:
TELEPHONE NO.
FAX NO.
456-5581
FROM:
PHIL RECHT
TELEPHONE NO. 366-2775
REMARKS:
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FACSIMILE TRANSMISSION COVER SHEET
OFFICE OF THE ADMINISTRATOR
National Highway Traffic Safety Administration, NHTSA
400 7th Street, SW., Room 5220, Nassif Bldg.
Washington, D.C. 20590
FAX #202-366-2106
DATE:
February 11, 1997
PLEASE DELIVER THE FOLLOWING
PAGE (s) TO:
NAME:
Elizabeth Drye
ORGANIZATION:
White House Domestic Policy
TELEPHONE NO.
FAX No.
456-5581
FROM:
Philip Recht
Deputy Administrator, NHTSA, DOT
TELEPHONE NO.
(202) 366-2775
REMARKS:
002/003
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1.
002
PRESIDENT WILLIAM J. CLINTON
RADIO ADDRESS ON AUTO SAFETY
December 28, 1996
As we approach the New Year 1997, I hope all Americans will think about the blessings
we share - and our obligation to use those blessings wisely. The New Year is about opportunity
about renewed chances to make the most of our God-given potential. But as always, with
opportunity comes responsibility -- that is America's basic bargain. Today, I want to talk about
one of our greatest responsibilities: taking care to protect ourselves and our children.
One of the most important places to do that is on the road. Especially at this time of year,
too many people pose a threat to themselves and to others by drinking and driving. That's why I
fought to make it illegal for all people under 21 to drive with any alcohol in their blood - and
that is now the law in 34 states. We should use the privilege of a driver's license to demand
responsibility when it comes to drugs -- by insisting that teens pass a drug test as a condition of
getting a driver's license. Let's send a simple message to our children, our families and our
friends: driving under the influence of drugs or alcohol is wrong, it's illegal, and it can kill.
There is more we must do to meet the fundamental rules of safety: we must all wear
seatbelts, which are the first line of defense against injuries and fatalities, saving 10,000 lives last
year alone. We must use child safety seats for small children, and always keep children buckled
up in the back seat, where they are safest. And we must all learn about the proper use of airbags,
one of our most important safety tools.
In recent months, some concerns have been raised about airbags. This much is clear:
airbags save lives -- almost 1,700 since their introduction. At the same time, airbags inflate with
considerable force and can pose risks to children sitting unbuckled in the front passenger seat,
instead of buckled up in the back seat, where they belong. That is why our Department of
Transportation is working with auto and insurance companies, safety groups and parents and
families to make airbags safer for children - so that together with seatbelts and other safety
measures, they provide the full protection our families need.
Researchers are now developing a new generation of "smart" airbags, which will
determine the size of the passenger, and inflate just enough to protect them without hurting them.
But while we wait for this new technology, there are steps we can take to protect our children
right now.
This November, my administration's Department of Transportation announced that we
would soon propose a series of short-term steps to make airbags safer for children. Right away,
we required better and more visible warning labels in cars and on child safety seats -- so that no
one forgets to keep small children buckled up in the back seat,
Today, I am pleased to announce that we are sending forward three additional proposals
to protect our children, as outlined last month by the Department of Transportation. First, under
these new rules, auto manufacturers will be able to install less powerful airbags, to reduce the
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risk to children, and to smaller and older adults. Second, car dealers will be able to deactivate
the airbags of any owner who requests it as long as they understand the risks of doing so. For
both of these measures, we will begin taking public comment next week, and they could take
effect as early as this Spring. Finally, effective immediately, we are extending a rule that lets
manufacturers install cut-off switches in cars that don't have back seats or room for child safety
seats. Those who cannot buckle a child safely in the back seat will be able to switch-off the
airbag while that child rides in the front.
Of course, airbags have always been just part of the solution. In rear or side collisions,
airbags are not even meant to inflate. That is why we must always wear seatbelts, which protect
us in all kinds of collisions. If there is one thing we can do to save thousands of American lives,
it is to increase seatbelt use nationwide -- and today, I am directing the Secretary of
Transportation to work with the Congress, the states and other concerned Americans to report
back to me with a plan to do so.
These new rules will make our roads safer, and our children more secure. We are making
airbags safer for children. And we are demanding the responsibility that comes with the privilege
of driving. That's the way to ensure that families can go for a drive with safety, security, and
peace of mind. If we all take that responsibility, both on and off the road if we all do our share
to protect our children and families, and meet our obligations to each other we will be able to
seize the remarkable opportunities that each New Year brings.
In this season of renewal, let us seize that opportunity, and rise to that responsibility, to
make the most of 1997. Hillary and I are grateful for all you have done for our family in the past
year. We wish you and your families a happy New Year, and we look forward to working with
you in the years ahead -- to meet America's challenges, and make this nation a stronger, safer
place for all of us. Thanks for listening.
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FACSIMILE TRANSMISSION COVER SHEET
OFFICE OF THE ADMINISTRATOR
National Highway Traffic Safety Administration, NHTSA
400 7th Street, SW., Room 5220, Nassif Bldg.
Washington, D.C. 20590
FAX #202-366-2106
DATE:
2/11/97
PLEASE DELIVER THE FOLLOWING 11 PAGE (s) TO:
NAME:
Elizabeth Drye
ORGANIZATION:
TELEPHONE NO.
FAX NO.
456-5581
FROM:
Phil Recht
TELEPHONE NO.
REMARKS:
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Blue Ribbon Panel on
Child Restraint &
Vehicle Compatibility
Recommendations
May 30, 1995
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BLUE RIBBON PANEL ON
CHILD RESTRAINT AND VEHICLE COMPATIBILITY
Mission
The mission of the Blue Ribbon Panel on Child Restraint and Vehicle Compatibility is to explore
options for communicating the current issues of compatibility and for improving the compatibility
between child restraint systems (CRS) and vehicle seating positions and belt systems. The panel
will make recommendations to government, industry, and consumer groups that facilitate the
proper and secure installation of CRS in vehicle seating positions.
The panel was announced by Ricardo Martinez, M.D., Administrator of the National Highway
Traffic Safety Administration, on February 13, 1995. In his announcement, Dr. Martinez noted
that routine safety equipment "should be unequivocally easy to install and convenient to use."
Dr. Martinez asked the panel to develop recommendations by June 1, 1995.
Scope of the Problem
Child restraint systems can reduce the chance of serious or fatal injury in a crash by 70 percent or
more. The effectiveness of CRS is reduced considerably (or defeated altogether) when CRS are
not securely fastened into a motor vehicle.
The cause for concern is the range of CRS-vehicle compatibility issues that make secure installation
of a CRS in some vehicle seating positions difficult and, in some circumstances, impossible. The
need for supplemental attachment hardware (like auxiliary buckles, locking clips, seat belt
extenders) further complicates the task. Many parents and caregivers are unaware that necessary
information on CRS installation, including supplemental attachment hardware, is contained in
vehicle owner's manuals. These compatibility related issues are the Blue Ribbon Panel's focus of
attention.
In addition, CRS misuse occurs when parents or caregivers fail to secure a child in a CRS harness,
fail to fasten the CRS to the vehicle, or use a CRS that is inappropriate for the child.
The panel divided compatibility issues into three time-frames of reference with respect to product:
Long-Range (future products), Mid-Term (current products in the market and products under
development), and Existing (currently owned and past model products).
Long-Range. One reason for incompatibility is that vehicle safety belt systems are expected to
provide restraint for different types of "occupants" that have differing needs. Safety belts are
primarily designed to restrain adults and older children, with associated geornetric, comfort, and
regulatory requirements, but also are used to restrain CRS. While advances in safety belt systems
over the years have resulted in greater protection against injury for adults, these changes have
often made it more difficult to properly restrain CRS. It is becoming increasingly obvious that
given the complexity of CRS installation variables, the best long-range solution may be an entirely
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separate anchorage system for CRS installation. The panel has considered whether or not a system
of uniform structural attachment points in vehicles and on CRS is an appropriate long-range
approach to greatly reducing, if not eliminating, CRS-vehicle incompatibility in vehicles not
equipped with integrated CRS.
Mid-Term. The compatibility issue is not a new one, and joint efforts among interested parties
have been in progress for a number of years to try to enhance compatibility through communication
and voluntary technical practices. The formal result of these efforts is the Society of Automotive
Engineers (SAE) Recommended Practice J1819, which initially applied only to rear vehicle seats,
but now includes front passenger seats as well. It is generally agreed that, if all manufacturers
followed this voluntary practice, compatibility could be much improved although incompatibility
would certainly not be eliminated. One feature of SAE J1819, lockability of lap belts, has been
incorporated into Federal Motor Vehicle Safety Standard 208 effective September 1, 1995. The
panel has considered whether or not SAE J1819 should be more widely implemented and if so,
how; and whether or not and how consumers should be alerted to the fact that some seating
positions do not comply with SAE J1819 and could, therefore, make CRS installation more complex.
For new vehicles, the most likely first point of contact for a consumer is the automobile dealer.
Anecdotal information suggests that sales, service, and parts personnel are generally unaware of
CRS installation problems, techniques, and supplemental hardware needs. The panel has
considered how to integrate dealer personnel more effectively into the overall solution to
compatibility problems. Beyond that, the panel has considered the best avenues of further recourse
for the consumer and ways to ensure that such assistance is timely and accurate.
Other existing sources of information and assistance for the consumer are the printed manuals,
instructions, and labels provided by CRS and vehicle manufacturers. Some of this information is
mandated by regulation, but much is provided at the discretion of the manufacturer. The panel
has considered whether or not this information can be standardized, simplified, and made more
understandable and appealing.
Existing. The vast majority of consumers utilizing existing CRS and existing vehicles will not
be immediately affected by future technical changes nor revisions to point-of-sale information.
Moreover, many of these consumers do not recognize that they have a compatibility problem that
must be addressed. The panel has considered how best to alert consumers to the nature and
seriousness of the issue, how to provide them with easily accessible and accurate sources of
information and assistance, how to enlist the help and cooperation of existing private organizations
and public service groups and personnel, and how to ensure that information providers are
adequately trained.
The Blue Ribbon Panel agrees to continue to exist as a voluntary working group and will issue a
progress report in one year. In addition, the working group will assist in the development of
educational materials (such as standardized language for CRS instructions) as requested by
manufacturers and/or others.
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RECOMMENDATIONS
Long-Range Products
1. The National Highway Traffic Safety Administration (NHTSA) should expeditiously
complete a comprehensive evaluation of ISOFIX", including appropriate crash modes
and child comfort issues; and should initiate rulemaking that, if NHTSA's evaluation is
found acceptable, will permit ISOFIX or a uniform attachment points system that is
functionally compatible with ISOFIX under Federal Motor Vehicle Safety Standard
213.
2. The National Highway Traffic Safety Administration should strive to achieve international
compatibility of child restraint performance requirements for uniform attachment points.
3. In conjunction with the recommended rulemaking on a uniform attachment points
system, vehicle and CRS manufacturers, in accordance with the procedures under
49CFR Part 512 (Confidential Business Information), should advise the National Highway
Traffic Safety Administration of their plans concerning the introduction of uniform
attachment points capability in their products.
4. Upon completion of rulemaking permitting uniform attachment points, the National
Highway Traffic Safety Administration (NHTSA) should convene a cooperative working
group comprised of NHTSA, vehicle and CRS manufacturers, child passenger safety
advocates, and others in the safety community to develop educational materials promoting
the benefits of uniform attachment points hardware.
5. To encourage the early introduction and proliferation of uniform attachment points
hardware, any weight additions to the vehicle should be exempted from Corporate
Average Fuel Economy (CAFE) testing.
Mid-Term Products
6. Manufacturers should evaluate their products for compatibility using the Society of
Automotive Engineers Recommended Practice J1819 and/or other evaluative
measures. Vehicle manufacturers should identify in their owner's manuals and sales
literature which seating positions can accommodate a CRS.
7. CRS manufacturers should indicate in product literature if their products meet the
guidelines of the Society of Automotive Engineers Recommended Practice J1819.
8. Vehicle manufacturers should develop educational materials, for example, videos and
other pictorial illustrations, on correct CRS installation in their vehicles for use by dealer
sales, service, and parts personnel.
* A system using four uniform attachment points for child restraints and vehicle seating positions currently being developed
and evaluated by the International Standards Organization TC 22, Subcommittee 12, Working Group 1.
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9. Vehicle dealers should have at least one person on staff trained on correct CRS installation.
10. Vehicle manufacturers should develop educational materials for consumers describing and
demonstrating correct CRS installation and warning about CRS installation limitations for
each of their vehicle models. Videos, booklets, quick reference cards, or other delivery
mechanisms could be utilized.
11. Prominent warnings of incompatibility between vehicle seating positions and CRS
should be in owner's manuals and vehicles. Vehicle manufacturers should develop
comprehensive, consistent language and illustrations on correct CRS installation for use
in vehicle owner's manuals. While specific language would be tailored to individual
product lines, messages regarding compatibility issues should be uniform.
12. CRS manufacturers should develop comprehensive, consistent language and illustrations on
correct installation of CRS for use in their instructions. While specific language would be
tailored to individual product lines, messages regarding compatibility issues should be
uniform.
13. The National Highway Traffic Safety Administration should amend Federal Motor Vehicle
Safety Standard 213 labeling requirements which contribute to reader confusion and apathy.
14. Vehicle and CRS manufacturers, the National Highway Traffic Safety Administration, child
passenger safety advocates, and other organizations should strive to make all instructions
and educational materials understandable to people of all reading levels.
15. Designers and developers of new vehicle restraint technologies should consider their
interaction with CRS.
16. CRS manufacturers should investigate designs that can take advantage of the shoulder
portion of a 3-point belt to improve CRS static stability and crash performance.
17. The Children's Restraint Systems Standards Committee of the Society of Automotive
Engineers (SAE) should review and modify SAE Recommended Practice J1819 with respect
to seatback, restraint configuration, and seating surface profiles (including, but not limited
to dips, humps, and curvature) of seating positions.
Existing Products
18. An intensive educational campaign on correct use and installation of CRS should be
undertaken by the government, vehicle and CRS manufacturers, and child passenger safety
advocates to make the general public aware of emerging incompatibility issues such as air
bags and rear-facing CRS; known installation issues such as use of rear-facing CRS forward
facing; and their solutions. Reading of CRS instructions and vehicle owner's manuals
should be heavily promoted. Groups such as automotive dealers, health care providers,
day-care providers, pre-schools, fire departments, emergency medical services, law
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enforcement officers, judges, public officials, and employers should be integrated into
the campaign.
19. Vehicle manufacturers should develop a chart by make and model of supplemental
attachment hardware or procedures required for CRS installation in existing vehicles.
Educational materials containing this information should be prepared for use by dealer
sales, service, and parts personnel; CRS installation trainers; and CRS manufacturers.
20. Systematic training of manufacturer and child safety practitioner telephone operators
should be conducted. This training should include appropriate referrals of incompatibility
problems that are difficult to solve.
21. The National Highway Traffic Safety Administration should periodically send out a
"Consumer Alert"/News Release with all CRS and vehicle manufacturers' customer service
telephone numbers for use in answering compatibility questions.
22. The National Highway Traffic Safety Administration should continue and, when appropriate,
expand its programs to train Emergency Medical Services, police and fire personnel, and
child safety practitioners to be CRS installation instructors.
23. The National Highway Traffic Safety Administration (NHTSA) should establish an electronic
bulletin board system on child passenger safety to enable information on compatibility
problems and other CRS issues to be shared among state highway safety offices, CRS
trainers, and other users. Congress should provide adequate funding for NHTSA to
establish and maintain this system.
24. The National Highway Traffic Safety Administration should establish and continue to
support a national CRS information clearing house with phone lines, trained personnel,
and written materials.
25. Congress should direct that a portion of State and Community Highway Safety Program
(Section 402) funds be used by all recipient states for child passenger safety education. This
includes telephone lines for consumers with CRS questions, training for child passenger
safety specialists, and access to the National Highway Traffic Safety Administration's
(NHTSA) child passenger safety electronic bulletin board system (CPS-BBS). Recipients of
Section 402 funds should be required to be on-line with NHTSA's CPS-BBS. All state
highway safety offices should have, at a minimum, one designated staff person fully trained
in child passenger safety.
26. Vehicle manufacturers and/or related organizations, such as the American Coalition for
Traffic Safety, Inc., should seek media opportunities to advise the public of necessary
modifications and/or replacement equipment for specific CRS-vehicle incompatibilities.
27. Given the success of the Insurance Institute for Highway Safety's film "Children and Infants
Restrained and Unrestrained" as an educational tool, the panel recommends that the
Institute update this film to graphically portray what can happen to a child if no CRS is
used, a CRS and vehicle seating position are incompatible, or the CRS is misused.
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ONGOING ISSUES
Due to time constraints, the panel was unable to complete discussion of all compatibility
issues. Additionally, throughout the panel's discussions of child restraint and vehicle compatibility,
certain issues arose that, although not directly related to compatibility, have a significant effect on
child passenger protection. In the interest of optimizing child passenger safety, the panel, therefore,
encourages industry, the government, and others to address the following issues:
The need to visibly distinguish heavy-duty locking clips for belt shortening from regular-
locking clips.
Inclusion of general information about the types of CRS best suited for different types
of vehicles in educational material provided by vehicle and CRS manufacturers and in
generic point-of-sale information provided by retailers.
The continued need to evaluate top tethers for use in the U.S.
Encouragement to consumers to consider installation of CRS and inquire of dealer
and/or manufacturer about proper CRS installation before purchasing a vehicle.
The need for appropriate testing procedures and dummies when developing revisions
of Federal Motor Vehicle Safety Standard 213 to provide optimal protection for the range of
sizes of children at appropriate stages of neurophysiologic development including infants
weighing less than seven pounds and infants less than one year weighing up to 30 pounds.
Minimum weight requirements for booster occupants should also be addressed.
The need for appropriate testing procedures to evaluate use of restraint systems which are
compatible and suitable to provide optimal protection for infants and young children
transported on school buses.
Standards on aftermarket accessories to CRS and safety belts, such as foam inserts, play
tables, attachments to harnesses, and shoulder belt positioners.
Strict enforcement of child passenger protection laws.
Subsidization of CRS distribution and education for Aid to Families with Dependent
Children and Medicaid recipients.
Modification of child passenger protection laws in the fifty states and the District of
Columbia to be consistent with and to include the following components:
All children under age 16.
CRS required up to age four and 40 pounds, with safety belts or CRS allowed over
that age.
Properly restrained in all seating positions.
Primary enforcement.
Driver responsible for child passengers under age 16.
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All motor vehicles (in- or out-of-state) equipped with safety belts. Ban on
passengers in the cargo areas of pickup trucks.
A suggested fine of $50-75, the approximate cost of a convertible CRS.
Portion of the fine earmarked to help support state child passenger safety
educational and loaner programs.
The positive and correct depiction of CRS and safety belt use by the television and motion
picture industry and print media.
Replacement by insurance companies of any add-on CRS which is proven by an accident
report to have been used in a crash, and any safety belts or integrated CRS that have been
damaged in a crash.
Methods of ensuring that owner's manuals accompany every vehicle at resale, such as in
conjunction with title transfer.
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CHILD RESTRAINT SYSTEMS ON AIRCRAFT
The panel met with representatives of the Air Transport Association (ATA) to discuss the use
of CRS on commercial aircraft. According to the ATA representatives, air carriers are faced with a
dilemma. The Federal Aviation Administration (FAA) recommends the use of CRS, however, recent
tests by the Civil Aeronautics Medical Institute suggest that some types of current CRS do not
perform well on aircraft seats due to aircraft belt and seat configurations.
Panel members pointed out that seat belt anchorages on some aircraft are placed such that
the base of an installed CRS can be pulled forward by hand more than five inches. Current CRS
are designed for anchorages at or near the bight and cannot be securely fastened to any vehicle
seat, automobile, or aircraft, with anchorages so far forward.
Panel members noted that the issue on aircraft is one of compatibility between the CRS and
the aircraft seat and belts, not that CRS are "unsafe" for aviation use as some have suggested.
Panel members also described past meetings of the SAE S-9CR Ad Hoc Committee on Child Restraint
Systems about CRS use on aircraft. Aviation interests at those meetings were aware of the anchorage
location issue, but have not acted to address the issue.
The panel suggests that the SAE S-9CR Ad Hoc Committee on Child Restraint Systems reconvene
to conduct meetings of CRS and aircraft manufacturers, along with air carriers, National Highway
Traffic Safety Administration and FAA representatives, and child passenger safety advocates to
resolve the issue not only of CRS compatibility with seat space on commercial aircraft, but also
with aircraft belt systems.
9
011/012
02/11/97
19:19
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NOA-01
BRIEFINGS
The panel also received briefings and communications from other organizations interested
in child passenger safety and CRS-vehicle compatibility issues. This information was helpful to
the panel and these items are summarized below:
NHTSA ISOFIX and CRS Compatibility Sled Tests
Ms. Lisa Sullivan, Project Engineer at the National Highway Traffic Safety Administration's
(NHTSA) Vehicle Research & Test Center, reported preliminary results of sled tests on rear-
and front-facing ISOFIX prototypes. Ms. Sullivan reported that they performed very well. She
also informed members of the panel about CRS tests performed with lap belt anchorage points
four and ten inches forward of the seat bight. NHTSA has completed a report of the testing
program for the Blue Ribbon Panel.
Midas International Project Safe Baby
Mr. Bob Troyer of Midas International made a presentation about Midas' Project Safe Baby at
a panel meeting. This project has resulted in the sale, at low cost, of close to 100,000 convertible
CRS. Midas franchisees, who sell the seats, also offer financial incentives when the seats are
later returned.
Children's National Medical Center Investigation of Children Injured in
Vehicle Crashes
Ms. Catherine Gotschall, Sc.D., made a presentation to the panel moderator on a National
Highway Traffic Safety Administration funded intensive case investigation of restrained children
who were injured in motor vehicle crashes. The study has analyzed 108 crashes involving
children aged two weeks to 12 years.
Canadian and Australian Interest in Blue Ribbon Panel Deliberations
The panel moderator received telephone communications and two letters from Canadian
officials expressing Canada's support for the ISOFIX concept and the proposed Canadian
adaptation known as CANFIX, which utilizes two fixed attachment points at the seat bight for
rear-facing CRS with the addition of a tether anchorage for forward-facing CRS. A letter was
also received from the Australia Roads and Traffic Authority. The letter indicated support for
CANFIX. Copies of the letters were distributed to Blue Ribbon Panel members.
11
DRAFT 2/14/97 9:00 A.M.
PRESIDENT WILLIAM J. CLINTON
WEEKLY RADIO ADDRESS
FEBRUARY 15, 1997
Good morning. Today I am pleased to announce a major new step in our efforts to protect
America's children: A universal system for attaching child safety seats in cars. This system --
developed by a blue-ribbon commission of industry and consumer groups -- will make safety
seats easier to install and more secure on the road. It will save young lives.
In my State of the Union address, I issued a call to action to all Americans to prepare our
people for the 21st century. Building strong families is central to that mission. That's why we
must do all that we can to help parents do all that they can to live up to one of the greatest
responsibilities anyone can have: To care for and raise a child.
Parents are always on the lookout to make sure their children are safe. That's especially
true when you get in the car Motor vehicle accidents are a major cause of death for infants and
rup
very young children. They are the leading cause of death for children 5 and up. Thousands of
children are killed in car accidents every year; tens of thousands more are injured.
Even though America's cars and roads are the safest in the world, we must make them
safer. That's why today the final day of National Child Passenger Safety Week I'd like to
talk with you about the steps we are taking to save more lives on the road.
officials
of
Twis
First, we will continue to stress the fundamental rules of safety. Wear seat belts. Use
safety seats for small children. Keep children 12 and under buckled up and put them in the back
seat. Seat belts save 10,000 lives a year. We can save thousands more if we increase seat belt use
nationwide. We must continue to support law enforcement in its efforts to increase-eompliance
with child passenger safety laws. And last month, I instructed the Transportation Secretary to
develop a plan to get more Americans to buckle up. That plan is due in March and I am ready to
review it and act on it.
and
Second, we have taken action to make it clear that, on America's roads, there is no room
for alcohol or drugs. We fought to make it illegal for all young people under 21 to drive with any
alcohol in their blood 34 states now have these zero-tolerance laws. We are also developing a
plan to make teens pass a drug test as a condition of getting a driver's license.
Third, we have worked to make air bags -- one of our most important safety tools safer
for children. All cars and safety seats now come with warning labels to remind drivers to keep
children in the back seat. Plans are underway to permit manufacturers to install less powerful air
bags and to phase in a new generation of "smart" air bags. Air bags have saved a lot of lives.
With these improvements, they'll save even more.
And today, we're taking a fourth step: We will make child safety seats safer. These
seats are the most effective safety device to protect very young children. In car crashes, they
reduce the risk of death or serious injury to infants by 70%. They cut the fatality and injury rate
for children aged 1 to 4 in half. But let me add that child safety seats only work when they are
used, and used right. Though there are car seat laws in all 50 states, studies show that 40% of the
time young children do not even ride in safety seats; and even when they are placed in child
safety seats, 80% of the time children are either not fully secured or the car seats are not properly
attached.
The fact is, despite parents' best efforts, car seats are hard to install. Not all 100 models
of car seats fit in all 900 models of passenger cars. And even when they do, it's no simple task to
put them in place. Seat belts were not designed primarily to hold child safety seats. Anyone
who's wrestled with a car seat knows what I'm talking about. Thousands of frustrated parents
have called our Transportation Department hotline with questions about how to use car seats
properly.
Parents are not alone in their concern automobile and car seat makers, consumer
organizations, the medical community have all felt there was simply too much confusion
surrounding child seat safety. In response to this problem, my administration convened a blue-
ribbon panel -- with representatives from all these groups -- to find ways to make it easier for
parents to de the right thing, and 2 protect their children with safe, secure car seats.
the pund's
Today, I am pleased that we are acting on their number one proposal: A universal system
for attaching car safety seats. Under a plan put forward by the Department of Transportation,
every car safety seat would have two standard buckles at its base. Every car would be equipped
with standard latches in the back seat designed specifically to fasten to these buckles. There
would also be universal attachments to secure the top of the safety seat to the car's interior, so car
seats would be locked in from top to bottom. This plan will go out for public comment next
week. If approved, the new safety system could be on the market by 1999.
A car seat can protect a child from the violence of the worst crashes. So today we are
acting to solve a problem that's been around for too long: we are taking steps to make sure
that your child's car seat will stay put in your car every time. With this plan, we are
moving closer to the day when safe, well-attached car seats will be the rule of the road.
Together, these efforts represent a new spirit of cooperation in America with industry
and government working with the American people to support our families as they seek to make
life safer and better for our children. Thanks for listening.
Darby E. Stott
02/14/97 05:22:11 PM
Record Type:
Record
To:
Elizabeth Drye/OPD/EOP
CC:
Subject: EMBARGOED TRANSCRIPT: Radio Address 2/15
Forwarded by Darby E. Stott/WHO/EOP on 02/14/97 05:19 PM
SUNTUM_M @ A1
02/14/97 02:42:00 PM
Record Type:
Record
To:
See the distribution list at the bottom of this message
CC:
Subject: EMBARGOED TRANSCRIPT: Radio Address 2/15
THE WHITE HOUSE
Office of the Press Secretary
Embargoed For Release
Until 10:06 A.M. EST
Saturday, February 15, 1997
RADIO ADDRESS OF THE PRESIDENT
TO THE NATION
The Oval Office
THE PRESIDENT: Good morning. Today I'm pleased to
announce a major new step in our efforts to protect America's
children -- a universal system for attaching child safety seats in
cars. This system, developed by a blue-ribbon commission of industry
and consumer groups, will make safety seats easier to install and
more secure on the road. It will save young lives.
In my State of the Union address, I issued a call to
action to all Americans to prepare our people for the 21st century.
Building strong families is central to that mission. That's why we
must do all that we can to help parents do all that they can to live
up to one of the greatest responsibilities anyone can have -- to care
for a child.
Parents are always on the lookout to make sure their
children are safe. That's especially true when you get in the car.
Thousands of children are killed in car accidents every year; tens of
thousands more are injured.
Even though America's cars and roads are the safest in
the world, we must make them safer. That's why today -- the final
day of National Child Passenger Safety Week -- I'd like to talk with
you about the steps we're taking to save more lives on the road.
First, we will continue to stress the fundamental rules
of safety: seat belts, safety seats for small children, children 12
and under buckled up and in the back seat. Last month, I instructed
the outgoing Transportation Secretary, Federico Pena, to develop a
plan to get more Americans to wear seat belts. I'm delighted to be
joined today by our new Transportation Secretary, Rodney Slater, who
came to us from the Federal Highway Administration. He knows a lot
about this issue and he will present that plan to me in March. When
he does, I will be ready to review it and act on it.
We must also continue to support law enforcement in its
effort to increase compliance with safety laws.
Second, we have taken action to make it clear that, on
America's roads, there is no room for alcohol or drugs. We fought to
make it illegal for all young people under 21 to drive with any
alcohol in their blood, and 34 states now have these zero-tolerance
laws. We're also developing a plan to make teens pass a drug test as
a condition of getting a driver's license.
Third, we've worked to make air bags, one of our most
important safety tools, safer for children. All cars and safety
seats now come with warning labels to remind drivers to keep children
in the back seat. Plans are underway to permit manufacturers to
install less powerful air bags and to phase in a new generation of
"smart" air bags. Air bags have saved a lot of lives. With these
improvements, they'll save even more.
And today, we're taking a fourth step -- we will make
child safety seats safer. These seats are the most effective safety
device to protect very young children. In car crashes, they reduce
the risk of death or serious injury to infants by 70 percent. They
cut the fatality and injury rate for children aged 1 to 4 in half.
But while all 50 states have car seat laws, studies show that 40
percent of the time young children do not even ride in safety seats;
and even when they are placed in child safety seats, 80 percent of
the time children are either not fully secured or the car seats are
not properly attached.
The fact is, despite parents' best efforts, car seats
are hard to install. Not all 100 models of car seats fit in all 900
models of passenger cars. And even when they do, it's no simple task
to put them in place. Seat belts are not designed primarily to hold
child safety seats. Anyone who's wrestled with a car seat knows what
I'm talking about. Thousands of frustrated parents have called our
Transportation Department hotline with questions about how to use car
seats properly.
Parents are not alone in their concerns -- automobile
and car seat makers, consumer organizations, the medical community
all have felt there was too much confusion surrounding child seat
safety. In response to this problem, my administration convened a
blue-ribbon panel, with representatives from all these groups, to
find ways to make it easier for parents to protect their children
with safe, secure car seats.
Today, I am pleased that we are acting on the panel's
number one proposal -- a universal system for attaching car safety
seats. Under a Transportation Department plan, every car safety seat
would have two standard buckles at its base. Every car would be
equipped with standard latches in the back seat designed specifically
to fasten to these buckles. There would also be universal
attachments to secure the top of the safety seat to the car's
interior, so car seats would be locked in from top to bottom.
This plan will go out for public comment next week. If
approved, the new safety system could be on the market by 1999.
A car seat can protect a child from the violence of the
worst crashes. So today, we are acting to solve a problem that's
been around for too long -- we're taking steps to make sure that your
child's car set will stay put in your car every time. With this
plan, we're moving closer to the day when safe, well-attached car
seats will be the rule of the road.
Together, these efforts represent a new spirit of
cooperation in America -- with industry and government working with
the American people to support our families as they seek to make life
safer and better for our children.
Thanks for listening.
END
Message Sent To:
02/13/97
11:50
202 366 2106
NOA-01
002/002
RESOLUTION
AIR BAG SAFETY CAMPAIGN
THE AIR BAG SAFETY CAMPAIGN, A PARTNERSHIP OF AUTOMOTIVE
MANUFACTURERS, INSURANCE COMPANIES, CHILD SAFETY SEAT MANUFACTURERS.
OCCUPANT RESTRAINT MANUFACTURERS, GOVERNMENT AGENCIES, HEALTH
PROFESSIONALS, AND CHILD HEALTH AND SAFETY ORGANIZATIONS, IS WORKING TO
INCREASE THE PROPER USE OF SAFETY BELTS AND CHILD SAFETY SEATS AND TO
INFORM THE PUBLIC ABOUT HOW TO MAXIMIZE THE LIFESAVING CAPABILITIES OF AIR
BAGS WHILE MINIMIZING THEIR RISKS.
THE AIR BAG SAFETY CAMPAIGN IS CONDUCTING A WIDE-RANGING PUBLIC
EDUCATION EFFORT. THE CENTERPIECE OF THIS CAMPAIGN WILL BE A NATIONAL
MOBILIZATION OF PUBLIC OFFICIALS AND LAW ENFORCEMENT AGENCIES TO DELIVER
THE MESSAGE "AIR BAG SAFETY MEANS: BUCKLE EVERYONE! CHILDREN IN BACK!"
THE GOVERNORS RECOGNIZE THAT PROPER USE OF VEHICLE SAFETY RESTRAINT
DEVICES CAN ASSIST IN REDUCING FATALITIES AND SERIOUS INJURY ON OUR
NATION'S ROADWAYS. STUDIES HAVE AFFIRMED THAT STATES WITH PRIMARY
ENFORCEMENT LAWS HAVE SIGNIFICANTLY HIGHER SEAT BELT USE, THAT THE
CORRECT USE OF SEAT BELTS HAS CONTRIBUTED TO A DECREASE IN THE NUMBER OF
FATALITIES BY UP TO 45 PERCENT, AND THAT THE EFFECTIVENESS OF CORRECTLY
INSTALLED CHILD SAFETY SEATS REDUCES FATAL INJURY BY 60 PERCENT FOR
INFANTS.
THE GOVERNORS SUPPORT AND ENDORSE THE PUBLIC EDUCATION INITIATIVES OF
THE AIR BAG SAFETY CAMPAIGN, ITS MOBILIZATION OF PUBLIC OFFICIALS AND LAW
ENFORCEMENT AGENCIES, AND ORGANIZED PUBLIC INFORMATION PROGRAMS AND
EDUCATION INITIATIVES IN THE STATES TO INCREASE SEAT BELT USE AND RAISE
COMMUNITY AWARENESS ABOUT AIR BAG SAFETY AND OCCUPANT PROTECTION.
THE GOVERNORS ENCOURAGE INVOLVEMENT OF LAW ENFORCEMENT OFFICIALS
IN PROMOTING AIR BAG SAFETY AND GREATER ADHERENCE TO SEAT BELT AND CHILD
PASSENGER SAFETY LAWS ACCORDING TO THE LAWS OF EACH STATE
THE NATIONAL GOVERNORS' ASSOCIATION, THROUGH ITS COMMITTEE ON
ECONOMIC DEVELOPMENT AND COMMERCE, WILL ENCOURAGE AND SUPPORT THE
EFFORTS OF THE AIR BAG SAFETY CAMPAIGN BY INFORMING STATES OF THE
AVAILABILITY OF CAMPAIGN INFORMATION AND BY NOTIFYING THEM OF, AND
INVOLVING THEM IN, THE MOBILIZATION IN SPRING 1997.
Time limited (effective Winter Meeting 1997-Winter Meeting 1998).
-31-
Withdrawal/Redaction Marker
Clinton Library
DOCUMENT NO.
SUBJECT/TITLE
DATE
RESTRICTION
AND TYPE
001. list
re: SSNs and DOBs [partial] (3 pages)
n.d.
b(6)
COLLECTION:
Clinton Presidential Records
Domestic Policy Council
Elizabeth Drye
OA/Box Number: 10450
FOLDER TITLE:
Child Safety Seats
2014-0046-S
rc1365
RESTRICTION CODES
Presidential Records Act [44 U.S.C. 2204(a)]
Freedom of Information Act 15 U.S.C. 552(b)]
P1 National Security Classified Information |(a)(1) of the PRA]
b(1) National security classified information [(b)(1) of the FOIA]
P2 Relating to the appointment to Federal office [(a)(2) of the PRA]
b(2) Release would disclose internal personnel rules and practices of
P3 Release would violate a Federal statute |(a)(3) of the PRAJ
an agency [(b)(2) of the FOIA]
P4 Release would disclose trade secrets or confidential commercial or
b(3) Release would violate a Federal statute [(b)(3) of the FOIA]
financial information |(a)(4) of the PRA]
b(4) Release would disclose trade secrets or confidential or financial
P5 Release would disclose confidential advice between the President
information ((b)(4) of the FOIA]
and his advisors, or between such advisors [a)(5) of the PRA]
b(6) Release would constitute a clearly unwarranted invasion of
P6 Release would constitute a clearly unwarranted invasion of
personal privacy [(b)(6) of the FOIA]
personal privacy [(a)(6) of the PRA|
b(7) Release would disclose information compiled for law enforcement
purposes [(b)(7) of the FOIA]
C. Closed in accordance with restrictions contained in donor's deed
b(8) Release would disclose information concerning the regulation of
of gift.
financial institutions [(b)(8) of the FOIA]
PRM. Personal record misfile defined in accordance with 44 U.S.C.
b(9) Release would disclose geological or geophysical information
2201(3).
concerning wells [(b)(9) of the FOIA]
RR. Document will be reviewed upon request.
GUEST LIST
Secretary Rodney Slater
Ricardo Martinez, DOT
Phil Recht, DOT
Phil Haseltine, co-Chair of Blue Ribbon Panel
703-243-7501
(b)(6)
[001]
Joseph Colello, Dana Foundation, Blue Riboon Panel member
301-601-4330
(b)(6)
Janet Dewy, Executive Director of Airbag Coalition
202-293-2270
(b)(6)
Tim Hoyt, Vice President of Nationwide Insurance
614-249-6107
(b)(6)
Steve O'Toole, GM, Airbag Coalition Chair
202-775-5056
(b)(6)
Chuck Hurley, President President of National Saftey Council
708-285-1121
(b)(6)
Jackie Gillan, Vice Presdient, Advocates for Highway Saftey
408-1711
(b)(6)
Laurie Flaherty, Emergency Nurses Association
202-364-2461
(b)(6)
Phil Hutchinson, President AIAM
703-525-7788
(b)(6)
Janis Guerney, American Academy of Pediatrics
1-800-336-5475
(b)(6)
Robert Liberatore, Chrysler
414-6747
(b)(6)
Elliott Hall, Ford
962-5371
(b)(6)
Dave Campbell, Century
216-468-4393
(b)(6)
Randoplh L. Kaser III,
(b)(6)
Dan Rosenblatt, International Association of Chiefs of Police
703-836-6767
Barbara Harsha, National Association of Governors Highway Saftey
789-0942
(b)(6)
Joan Claybrook, Public Citizen
588-1000
(b)(6)
Brian O'Neill
Insuance Institute for Highway Saftey
703-247-1500
(b)(6)
Bob Wall/Chuck Peltier, International Association of Chiefs of Polic
703-836-6767
(b)(6)
Jim Hall, National Transportation Safety Board
(b)(6)
02/13/97
12:09
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NOA-01
001/002
FACSIMILE TRANSMISSION COVER SHEET
OFFICE OF THE ADMINISTRATOR
National Highway Traffic Safety Administration, NHTSA
400 7th Street, SW., Room 5220, Nassif Bldg.
Washington, D.C. 20590
FAX #202-366-2106
DATE:
February 13, 1997
PLEASE DELIVER THE FOLLOWING
1
PAGE (s) TO:
NAME:
Elizabeth Drye
ORGANIZATION:
White House
TELEPHONE NO.
FAX No.
456-5581
FROM:
Philip Recht
Deputy Administrator, NHTSA, DOT
TELEPHONE NO.
(202) 366-2775
REMARKS: President's Speech
-
Sure States have Jeg aggressive laws
Same - N.C /Gov Ctm t, - hour 10 law
for DRAT belts and child sofer 1
aggressive enforcement 1 high
visibilos efforts 65 83% Compliance
other 18 month
Howard Dean 1
barely for a Zerdary law Throe
Regarding
1
law enforcement - more energed
Message
FEB-11-97 TUE 17:13
P. 02
GREER, MARGOLIS
MITCHELL, BURNS
GMMB&A
&ASSOCIATES,ING
MEMORANDUM
TO:
Michelle Crisci
FROM:
Jim Margolis
David Mitchell
RE:
Key Message Points for President's Radio Address
DATE:
February 11, 1997
Here are the key points we think are important to include in the President's radio address:
This new child safety seat standard is important to save kids' lives, but it only helps
if safety seats are used;
If child safety seats were used by all young children in vehicles, approximately
53,000 injuries could be prevented and 500 lives saved every year;
Virtually all drivers are aware that small children belong in safety seats, and use of
child safety seats is the law in all 50 states. But too many parents are not putting
their kids in safety seats. In fact, nationally for children ages 1-4, child safety seat
use is only 60% (infants to age 1 are at 90%
the big problem is usage after the
first year);
That's why we must support law enforcement officials as they seek to increase
compliance with child passenger safety laws to protect children. Enforcement saves
lives by significantly increasing the use of child restraints. We should make
"unbuckled kids unacceptable in America."
In fact, at least 32 of 36 children killed by air bags were either unrestrained or
improperly restrained. Two of the last four children killed were riding completely
unrestrained on the lap of an adult in the front seat.
The President could also applaud the National Governors' Association which at its
winter meeting went on record in support of strengthening child passenger safety
Jall
laws and enforcement of those laws. The NGA is on record in support of a major
mobilization of public safety officials to increase compliance with child passenger
safety laws to be conducted by the Air Bag Safety Campaign this spring.
Please call DavidMitchell if you have questions - 202.338.8700. Thanks much.
Calley for Summer and encorragment of They
1010 Wisconsin Avenue, NW
Suite 800
Washington, DC 20007
(202) 338-8700
FAX (202) 338-2334
seeh to
2218 Main Street
Suite 202
Santa Monica, CA 90405
(310)314-4800
FAX (310) 314-4803
assure
enforcement
5/the
lous.
Radio Address Invitation List
1. Secretary-designate Rodney Slater
2. NHTSA Administrator Ricardo Martinez
DOT officals
3. NHTSA Deputy Administrator Phil Recht
4. Other DOT Official
chairlin pml
5. Phil Haseltine, co-chair of Blue Ribbon Panel (703) 243-7501
other
,ve
6. Joseph Colella, Dana Foundation, Blue Ribbon Panel member (301) 601-4330
7. Janet Dewey, Executive Director of Airbag Coalition (202) 293-2270
8. Dick McPherson, President of Nationwide Insurance (or Tim Hoyt) (614) 249-6107
Insurance Anto Deith Cirld seat
9. Steve O'Toole, GM, Airbag Coalition Chair (202) 775-5056
10. Jerry Scannell, President of National Safety Council (or Chuck Hurley) (708) 285-1121
11. Judie Stone, President, Advocates for Highway Safety (or Jackie Gillan) (202) 408-1711
12. Laurie Flaherty, Emergency Nurses Association (202) 364-2461
13. Phil Hutchinson, Association of International Automobile Manufacturers (703) 525-7788
14. Janis Guerney, American Academy of Pediatrics (800) 336-5475
15. Robert Liberatore, Chrysler (202) 414-6747
16. Elliott Hall, Ford (202) 962-5371
17. Dave Campbell, Century (child seat company) (216) 468-4393
18. Gary Christman, Evenflo (child seat company) (513) 778-5417
19. Dan Rosenblatt, International Association of Chiefs of Police (703) 836-6767
Dangl
Senders
altrematively
20. Barbara Harsha, National Association of Governors Highway Safety (202) 789-0942
Others to Invite if room
Priority
1. Joan Claybrook, Public Citizen (202) 588-1000
2. Brian O'Neill, Insurance Institute for Highway Safety (703) 247-1588
3. Charles Pulley, Automotive Occupant Restraints Council (606) 269-4240
N04. Bud Meeks, National Sheriffs Association (703) 836-7827
5. Herman Brandau, State Farm (309) 766-2720
6. Joe Groner, Allstate (847) 402-5362
7. Jim Hall, National Transportation Safety Board (202) 314-6010
01/12/97
12:34
202 366 2106
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003/004
FVB.12.1997 12:49PM
DEPT TRANSPORTATION
NO.054
P.2
U.S. Department
of Transportation
NTSA
National Highway
Traffic Safety
People Saving People
Administration
http://www.nhtsa.dot.gov
DOT HS 808 440
January 1996
Final Report
Patterns of Misuse of Child Safety Seats
This document is available to the public from the National Technical Information Service, Springfield, Virginia 22161.
02/12/97
12:34
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REB.12.1997 12:49PM DEPT TRANSPORTATION
NO.054
P.3
Technical Report Documentation Page
1. Report No.
2. Government Accession No,
3. Recipient's Catalog No.
DOT HS 808 440
4. Title and Subtide
6. Report Date
January 1996
PATTERNS OF MISUSE OF CHILD SAFETY SEATS
6. Performing Organization Code
7. Author(s)
B. Performing Organization Report No.
Lawrence E. Decina* and Kathleen Y, Knoebel
9. Performing Organization Name and Address
10. Work Unit No. (TRAIS)
KETRON Division of The Bionetics Corporation
350 Technology Drive
19. Contract or Grent No.
Malvern, PA 19355
DTNH22-93-C-05014
12. Sponsoring Agency Name and Address
13. Type of Report and Period Covered
National Highway Traffic Safety Administration
Final Report
Office of Program Development and Evaluation
October 1993 December 1995
400 Seventh Street, SW
14. Spensoring Agency Code
Washington. DC 20590
16. Supplementary Notes
*Currently with The Scientex Corporation, Landsdale, PA.
Michael F. Smith was the Contracting Officer's Technical Representative for this project.
16. Abstract
This project addressed the patterns of child safety seat (CSS) misuse in the nation and reported on the most
appropriate techniques to accurately and efficiently collect this data. CSS use and misuse observations were collected for
about 5,900 target young children (under 60 pounds) in over-4,000 vehicles in the following four states: Mississippi,
Missouri. Pennsylvania, and Washington.
Results showed overall restraint use for target children was 87.2%. CSS and safety belt use was 50.6% and
36.6%. respectively. The remainder of target children were unrestrained (12.8%). Correct CSS use was defined as
proper use of all of the following CSS elements: seat direction. vehicle safety belt routing, harness buckle and harness
strap. harness retainer (chest) clip, and locking clip (on safety belt. if needed). Overall correct CSS use was 20.5%. For
infants (children under 20 pounds), 96.6% were in a CSS and 20.6% of the CSSs were correctly used. For toddlers
(children between 20 and 40 pounds). 67.5% were in a CSS and 18.9% of the CSSs were correctly used. For pre-school,
booster seat weight children (between 40 and 60 pounds). 6.1% were in a CSS and 50% of the CSSs were correctly U
The strongest positive relationship between target child restraint use and CSS proper use was for drivers using safety belts.
Other positive relationships were found for the vehicle having air bags. the driver being a family member, the child in the
middle back seat position. and CSS infrequently removed from the vehicle.
Recommendations are provided for data-collection techniques and promoting CSS use and proper use. Data
collection should include: local support; "train-the-trainer" and local workshops; comprehensive classroom and field
instruction and supervision: and demonstrations using several CSS makes and types. To improve CSS use and proper use
the following is recommended: continue local programs; promote stronger state laws and restraint law enforcement:
provide easy to read and understand instructions with CSSs: and conduct periodic CSS misuse surveys. Consideration
should be given to modify CSS and vehicle restraint system designs that arise from CSS misuse. Research should be
conducted to quantify the impact of CSS misuse on children involved in motor vehicle crashes.
17. Key Words
18. Distribution Statement
Child Safety Seat Use, Misuse, Safety Belt Use, Proper Use,
Infant Seat. Convertible Seat, Booster Seat, Driver Relationships
19; Security Classif. (of this report)
20. Security Classif. (of this page)
21. No, of Pages
22. Price
Unclassified
Unclassified
Form DOT F 1700.7 (8-72)
Reproduction of completed page authorized
02/12/97
12:33
202 366 2106
NOA-01
002/004
Cite for Child Safety Seat Misuse Rates
Bionetics Corporation of Pennsylvania conducted the study as detailed in the report:
"Patterns of Misuse of Child Safety Seats."
The survey was conducted in four states: Mississippi, Missouri, Pennsylvania and
Washington.
Observed misuse of one or more child safety seat elements was 79.5%
FEB-12-97 12:36 FROM: NHTSA NTS-01
ID: 2023667149
PAGE
2/3
DEPARTMENT TRANSPORTATION
UNITED STATES of AMERICA
OFFICE PREPRESIDENT STATE UNITED
February 3, 1997
The President
The White House
Washington, DC 20500
Dear Mr. President:
We are pleased to submit the enclosed report in response to your October 19, 1996, directive for
a strategy to reduce drug use by youth and decrease driving under the influence of drugs in
general.
We believe that a systematic, comprehensive strategy will reduce drug use and drugged driving.
Our strategy emphasizes strong laws combined with effective enforcement, prosecution, and
adjudication of these laws; drug testing for driver's license applicants; comprehensive drug
prevention, education, and publicity; and treatment for drug abuse problems when appropriate.
These measures all work together to accomplish your goals.
Specifically, we recommend:
a state demonstration program for drug testing driver's license applicants;
state incentive grants to improve state drugged driving laws;
increased Federal assistance to improve state drugged driving enforcement, prosecution,
adjudication, and publicity, and
expanded drug prevention, education, and treatment so that youth know about drug use and
drugged driving consequences and to help young drivers who are identified with drug abuse
problems receive the treatment they need.
This report provides details of these recommendations, together with substantial background
information on drugs and driving. The Departments of Education, Health and Human Services,
and Justice played important roles in the preparation of the report, and we thank them for their
efforts. We appreciate the opportunity you have given us to recommend additional tools for the
Nation's fight against drug abuse.
Sincerely,
Kedrieo Peris
Federico Peña
Barry R McCaffrey
Secretary of Transportation
Director of National Drug Control Policy
FEB-12-97 12:37 FROM: NHTSA NTS-01
ID 2023667149
PAGE 3/3
Presidential Initiative on Drugs, Driving, and Youth
Recommendations from the Secretary of Transportation and the
Director of National Drug Control Policy
President Clinton's Directive. In his weekly radio address to the nation on October 19, 1996,
the President urged stronger measures to reduce the incidence of drug use by youth and reduce
driving under the influence of drugs in general. He directed the Director of the Office of
National Drug Control Policy and the Secretary of the Department of Transportation to report to
him within 90 days with a proposal for such measures. The report has been prepared with the
assistance of the Departments of Health, Education, Human Services, and Justice.
Drug Use by American Youth is Increasing. The 1996 Monitoring the Future study found that
40% of 12th graders reported having used illicit drugs, compared to 29% in 1991. The
proportion of 8th graders using marijuana in the past year has risen from 6% in 1991 to 18% in
1996. In focus groups conducted for this report, about two-thirds of teenagers said that they
personally know someone who has driven a car after using marijuana or another drug.
Recommendations. A systematic, comprehensive strategy will reduce both drug use by youth
and driving under the influence of drugs in general. The strategy's four components work
together to assure strong laws combined with effective enforcement, prosecution, and
adjudication of these laws; drug testing for driver's license applicants; comprehensive drug
prevention, education, and publicity; and treatment for drug abuse problems when
appropriate. Specific recommendations are:
Demonstration program for drug testing driver's license applicants -- is the first step
in helping states develop and implement effective testing programs. Drug testing will
send the message that drugs and driving don't mix and will identify youth who should be
referred to drug assessment and treatment A demonstration, in two to four states over
two years, will allow different drug testing strategies to be evaluated
State incentive grants -- will improve state drugged driving laws. To receive funding,
states must enact and enforce specified laws (for example, make it illegal to drive with
any amount of an illicit drug in the driver's body).
State drugged driving enforcement, prosecution, adjudication, and publicity -- will
be expanded and strengthened with Federal support. Continued basic research on drug
effects and drug detection is essential.
Prevention, education, and treatment -- will be expanded so that youth know about
drug use and drugged driving consequences and to assure that young drivers who are
identified with drug abuse problems receive the treatment they need.
FEB-12-97 12:36 FROM: NHTSA NTS-01
ID:2023667149
PAGE 1/3
NTSA
FAX COVER SHEET
National Highway Traffic Safety Administration
TRAFFIC SAFETY PROGRAMS, NTS-01
400 7th Street, S.W., Room 5125
Washington, DC 20590
(202) 366-1755
FAX: (202) 366-7149
Date: 2-12-97
PLEASE DELIVER THE FOLLOWING PAGE(S) TO:
Name:
Elizabeth Drye
Organization:
Telephone: 456-5573 FAX: 456-5581
From:
James Hedlund
Remarks:
Number of pages including cover sheet: 3
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint Systern?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag a cutoff switch then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution -- easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
02/13/97
19:16
202 366 2106
NOA-01
E 004/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
All new passenger cars, vans, and trucks - and all new child safety seats - would have a
standard attachment. Vehicle seats would be required to have two flat latch plates -- like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a. strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by almost 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and
the District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts - including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
02/13/97
19:14
202 366 2106
NOA-01
002/004
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The hardware
will always be the same, whether in a passenger car, light truck, or van. Each child seat will have
two standard buckles at its base. Every vehicle will be equipped with standard latches designed
specifically to fasten to these buckles. There will also be universal attachments to secure the top of
the child seat to the vehicle's interior, so child seats will be locked in from top to bottom.
Two rear seating positions will be required to have the universal attachment latches. If the vehicle
has a method of deactivating the passenger side air bag a cutoff switch then one seating position
in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be installed
in all new motor vehicles two years after publication of the final rule. The detailed proposal will be
published in the Federal Register during the week of February 17. There will be a 90 day comment
period, and these comments will be included in the final rule as appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely unrestrained --
no child seats or belts at all. Child seat usage is high for infants, but drops off rapidly for older
children.
Properly installed child seats are highly effective (70% for infants, 50% for toddlers) in reducing the
chance of death and serious injury but in practice their effectiveness is considerably reduced
because of problems fitting the seat to the vehicle. The difficulty of installing child seats leads to
improper use. In fact, checkpoints have shown that up to 80 percent of child seats are misused.
Tragically, there have been deaths because well-meaning people simply misunderstood how their
seats should be attached. Understandably, parents and care givers are very dissatisfied with the
current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers, and
the medical and safety communities, to recommend ways to solve the problems associated with the
02/13/97
19:15
202 366 2106
NOA-01
003/004
installation and use of child safety seats. The top recommendation was to come up with a uniform
system of attaching child seats to motor vehicles. Many vehicle and child seat manufacturers in the
U.S. and in other countries worked with NHTSA, culminating in a meeting with more than 100
participants in October, 1996. Focus groups and clinics helped the agency converge on the best
solution -- easy-to-use "soft" or flexible attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners have
with current child seat designs. There will be corresponding gains in proper, effective use. NHTSA
conservatively estimates that the proposed system itself will save 24 to 32 lives each year, and
prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a child
safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must read
instruction sheets diligently. Both the seat instructions and the motor vehicle manual must be
carefully reviewed. Take note of how belts should be routed to hold the seat for optimum security.
If additional hardware is supplied with the seat, learn how to attach and use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot provide
instruction on individual seats, the agency can send helpful printed information and the contact
phone numbers for manufacturers. Local hospitals can often provide information or referrals to
child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in
vehicles with no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
02/13/97
19:16
202 366 2106
NOA-01
04/04/004
How does this rule relate to the Administration's efforts to improve airbag safety?
A significant part of the Administration's airbag safety effort involves educating the public about the
need to always place children in the back seat and to make sure all occupants, including children, are
properly restrained. In particular, infants in rear-facing infant seats can never be placed in front of a
passenger airbag. Today's proposed rule provides that vehicles are to have child seat attachment points
only in the rear seats. Attachment points are allowed in the front seat only if a vehicle has an airbag
cutoff switch. These requirements will help guide parents to always place their children in a position
that does not expose them to airbag risk.
The President also is using this opportunity to once again remind parents to make sure all children 12
and under are properly restrained in the back seat.
What are the Other Blue Ribbon Panel Recommendations and NHTSA's Response to Them?
The Blue Ribbon Panel made 26 additional recommendations, the majority of which call for additional
and better information to be made available to parents to help them choose the correct seat for their
vehicle and child, and then install it correctly. NHTSA is pursuing the Panel's recommendations.
NHTSA recently completed initial work on an interactive CD-ROM database which allows consumers
to input information about their vehicle and their child's age and match it to an appropriate child seat.
NHTSA will be making the database available to dealers in the near future after ongoing pilot testing is
completed. NHTSA also just produced a video showing new parents how to transport their babies
safely. The video, called "Protecting Your Newborn," will be available in hospitals, pre-birth classes,
and many auto dealers.
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997
Announcement
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats.
o
All new passenger cars, vans, and trucks - and all new child safety seats - would have a
standard attachment. Vehicle seats would be required to have two flat latch plates - like
those for safety belts -- located where the seat back and cushion come together. Child safety
seats would have a belt with a buckle on each side of the seat to attach to the vehicle latch
plates. To secure the top, there would be a ring behind the vehicle seat and a strap on the child
seat that hooks onto the ring.
o
The proposal is expected to improve proper use of safety seats, saving dozens of lives and
preventing thousands of injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
would take effect two years after NHTSA issues a final rule.
Background
o
Child safety seats are the most effective safety device available for small children, but too
often are not used properly. They reduce the risk of fatality or serious injury for infants (up
to age 1) by almost 70 percent and for toddlers (ages 1 to 4) by over half. All fifty states and
the District of Columbia have laws requiring their use. But child seats are often difficult to use
properly, and not all 100 models of safety seats available fit in all 900 passenger vehicle
models. As a result, an estimated 80% of the time parents and caretakers fail to properly
secure children in seats or fully attach seats to vehicle, putting children at risk. And too many
parents don't use seats at all -- toddlers are in car seats only 60% of the time. Properly securing
children in car seats 100% of the time would save hundreds of lives annually.
To address the problems associated with child safety seat installation and use, two years
ago Transportation Secretary Peña and NHTSA Administrator Ricardo Martinez
convened a "Blue Ribbon Panel" of experts -- including automobile and safety seat
manufacturers, the medical community, and safety advocates. The panel's top
recommendation was a uniform attachment system like that proposed today.
Clinton Administration Actions to Improve Child Passenger Safety Include:
o
Zero tolerance of alcohol -- At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
Teen drug tests as a condition of drivers licenses -- the President directed Federal agencies
to develop a plan to reduce teen drug use and driving under the influence of drugs by testing
and other measures.
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
Increasing seat-belt use -- The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
Radio Address Of The President To The Nation
http://library.whitehouse.gov/Retrieve.cgf?dbtype=text&id=7504&queryalcohdl
White House Virtual Library
White House Press Release
Radio Address Of The President To The Nation
The White House
Office of the Press Secretary
Embargoed For Release
Until 10:06 A.M. Est
Saturday, November 9, 1996
Radio Address Of The President
To The Nation
The Oval Office
The President: Good morning. Today I want to talk with
you about what we can do as a nation to help parents as they try to
raise their children. This week the American people came together to
say that we are on the right track to the 21st century. They said we
must continue to make real our vision to create an America where we
offer opportunity to all, demand responsibility from all, and build a
stronger American community of all Americans where everyone has a
role to play.
At the heart of this mission has been our effort to
strengthen America's families. This is work I am determined to build
upon these next four years. We will continue to strengthen families
by creating economic opportunity, SO that hard-working parents can
provide for their children. To do that, I asked Congress to join
with me to finish the job of finally balancing the budget in a way
that protects our values.
We will continue to strengthen families by helping
parents to succeed at work and at home; by giving families safe
streets to walk on and communities free from gangs and guns and
drugs; and by expanding educational opportunity so that literacy is a
given and college is within reach of all Americans.
We will continue to strengthen families by helping
parents to protect their children from bad influences that come from
outside the home. American parents are working overtime to set good
examples, only to have the full force of popular culture make their
work harder. That's why we gave parents the v-chip and a television
system so they can keep televised violence and explicit sexuality out
1 of 3
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Radio Address Of The President To The Nation
http://library.whitehouse.gov/Retrieve.cgi?dbtype=text&.id=7504&query-alcohol
system so they can keep televised violence and explicit sexuality out
of their young children's lives. And that's why we'll continue our
efforts to help parents protect their children from the corrosive
dangerous influences of tobacco and alcohol.
We know the plower of tobacco advertising to reach out
to children every day and to get them hooked on a habit we know is
deadly. Every day nearly 3,000 young people start to smoke in this
country, even though it's illegal to sell cigarettes to them. This
week we received further chilling evidence why we must remain
vigilant in our efforts to protect our children from tobacco.
According to a report released by the Centers for
Disease Control and Prevention, more than 5 million Americans under
the age of 18 who smoke today will eventually die prematurely from
smoking. The Cdc estimates that today's teen smokers will run up an
estimated $200 billion in projected health care costs from
tobacco-related illnesses. Their premature deaths will cut
approximately 64 million years off the lives of Americans.
That's why my administration has taken tough,
unprecedented action to stop advertising and marketing of cigarettes
that can persuade teenagers to smoke. We're banning tobacco
advertising on billboards near schools, ending cartoon characters in
ads that children will likely see, restricting the cigarette machines
that make it easier for children to illegally buy cigarettes.
The Cdc report shows that when parents, teachers,
doctors, and government work together we can stop people from
smoking. The Cdc studied two states that have put in place strong
anti-smoking initiatives, California and Massachusetts. Both now
have smoking rates lower than the national average, and both have
seen smoking drop dramatically -- 15 percent in California, and 20
percent in Massachusetts.
These reports tell all of us, keep up the fight to
protect our children's health. It's worth it and it works. We've
worked so hard here to warn our children about the dangers of drugs,
to tell them drugs are illegal, drugs can kill them, drugs can ruin
their lives. We've worked hard to protect funding for Safe and
Drug-Free Schools SO the community can help parents. We must not
weaken in this fight to protect our children from the dangers of
tobacco.
We also have a duty to protect our families from the
consequences of alcohol abuse. In the last year alone, 2,200 young
people between the ages of 15 and 20 died in alcohol-related car
crashes. We've worked hard to keep our children away from alcohol.
Just last month I issued a rule telling the states they could lose
some of their federal highway funds if they did not make it illegal
for anyone under 21 to drive with alcohol in their blood -- zero
tolerance.
Now the American Liquor Industry has made a decision
that will make this hard work even harder. For a half-century now
liquor companies have agreed not to advertise their products on
television and radio for the simple reason that it was the right
thing to do. This week, however, the liquor industry announced it
would break its ban and put liquor ads on the air, exposing our
children to such ads before they know how to handle alcohol or are
legally allowed to do SO. That is simply irresponsible.
I commend the four major broadcast networks for saying
2 of 3
01/28/97 18:20:22
Radio Address Of The President To The Nation
http://library.whitehouse.gov/Retrieve.cgi?dbtype=text&zid=7504&query-alcohol
they continue to honor the ban and keep liquor ads off the air. I
urge all other broadcasters to follow that example. Parents have a
hard enough time raising good kids these days, and all of us have a
responsibility to help them to make those jobs easier, not harder.
To tobacco companies we should all say, sell your
products to adults, but draw the line on kids. And to liquor
companies we should say, you were right for the last 50 years when
you didn't advertise on television; you're wrong to change your
policy now. This is no time to turn back. Get back on the ban.
That's the best way to protect all our families.
Our goal must be to help parents pass on their values to
their children, help our children act responsibly, and teach them to
take charge of their own lives. If we do this, America's days --
best days are still ahead.
Thanks for listening.
End
To comment on this service: [email protected]
3 of 3
01/28/97 18:20:22
FEB 11 '97 05:12PM DOT/SECRETARY OFFICE
P.1/9
U.S. Department of
Chief of Staff
400 Seventh St., S.W.
Transportation
Washington, D.C. 20590
Office of the Secretary
of Transportation
FAX TRANSMISSION COVER SHEET
DATE:
/
/
TO:
Elizabeth Drye
FAX NO:
4565581
FROM:
Jackie Lowey
Deputy Chief of Staff
Office: (202) 366-6800
Fax: (202) 366-3956
Number of pages transmitted, including cover sheet: 9
Message:
As disussed, here 15 material.
FEB 11 '97 05:13PM DOT/SECRETARY OFFICE
P.2/9
DRAFT
Background on Child Passenger Safety Issues
Child and youth transportation safety issues have received enormous media attention as of late,
and have been the subject of various White House and Administration initiatives. In the last two
years, the President has used radio addresses to personally announce initiatives on teen drinking
and driving (calling for zero tolerance laws), teen drug use and driving (calling for pre-license
testing and other measures), and, most recently, NHTSA rulemakings to improve the
performance of airbags. In that last address, the President delivered the key airbag safety
messages--i.e., for parents to place children 12 and under in the back seat, and for all occupants
to always use proper restraints. Also, the President directed DOT to report back on ways to
increase seat belt use in this country. DOT's report is due March 9, 1997.
The President's announcement of NHTSA's proposal for a universal means of attaching child
safety seats in automobiles will continue this focus on child and youth transportation safety, and
offer the President a particularly timely opportunity--in light of this week being National Child
Passenger Safety Week--to reiterate the airbag safety messages noted above. Some background
information follows.
1. The Child Transportation Safety Picture Generally
Motor vehicle crashes are the leading cause of death of persons aged 5-27 in the U.S., and are a
significant cause of death to children aged 0-5. Specifically, about 600 children aged 0-5 die and
about 70,000 such children are injured each year in highway crashes. Tragically, a significant
number of the deaths and injuries could be avoided by the proper use of child safety seats. Such
seats are 70% effective in preventing death and injury to infants (up to 1 year old) and 50%
effective for toddlers (ages 1-5). While the use of child seats is relatively high for infants (over
85%), use for toddlers is no more than 60%. Indeed, in 350 of the 600 annual child fatalities, the
child is completely unrestrained. NHTSA estimates that proper use of child seats saves close to
300 children aged 0-5 a year, and an additional 200 children could be saved if use was at 100%.
2. The Current-Day Problem with Child Safety Seats
While highly effective when properly used, child safety seats are often difficult to use properly.
Currently, there are over 900 separate makes and models of vehicles, and over 100 separate
models of child seats, sold in the U.S. Not all seats fit in all cars, and until the recent creation by
NHTSA of a CD-ROM database on the matter, there was no place to go to find out definitively
which seats fit in which cars.
Moreover, even assuming a seat fits the dimensions of a vehicle, it is often an extremely
complicated to attach the seat to the vehicle.
FEB 11 '97 05:13PM DOT/SECRETARY OFFICE
P.3/9
The result has been widespread consumer confusion and frustration. Child seat checkpoints and
clinics routinely report misuse rates of 80% and higher. (Misuse includes placement of seats in
improper positions, mis-attachment of seats, and use of an inappropriate seat for the size and age
of the child.) Misuse of seats results in significant degradation of their safety potential. Focus
groups and clinics reveal parents to be extremely frustrated with the situation.
3. DOT's Initiative to Solve the Problem
About 2 years ago, DOT set about to address the issues of child seat incompatibility. NHTSA
Administrator Dr. Ricardo Martinez convened a blue ribbon panel of experts in the field--auto
manufacturers, child seat manufacturers, child safety groups, medical groups, etc., to develop
and recommend solutions. The panel included one individual whose niece had died as a result of
a misattached child seat.
While the panel acknowledged that the overall situation was complex, requiring a variety of
educational and technical undertakings to solve, the panel's central recommendation was the
need for NHTSA to mandate a uniform and easy-to-use system of attaching child seats to
vehicles. Over time, the panel considered a number of such options. Ultimately, the vast
majority of panel members concurred on a system involving mini-seat belts, with the buckle part
attached to the child seat and the latch part attached to the car. Also, most panel members
recommended the use of tethers attaching the top of the child seat to the shelf behind the vehicle
seat (as required in Canada). Consumer clinics showed parents to strongly favor this system
over current systems. NHTSA tests showed the system to be safe. NHTSA has prepared a
rulemaking proposal which would require the system to be placed on child seats and new
passenger vehicles within 2 years of the rule becoming final. NHTSA believes, based on
consumer comments in clinics on the matter, that the additional estimated costs of $14 per seat
and $4-8 per vehicle will not pose an impediment to consumers. While the agency does not have
authority to require retrofitting of existing vehicles, it has been encouraged by the fact that some
of the major vehicle manufacturers have expressed a desire to offer retrofit kits.
NHTSA estimates that the proposal, once fully instituted, will save 24-32 lives and prevent
2,200-3,600 injuries a year. It will significantly reduce consumer frustration. In turn, it
hopefully will increase child seat use.
4. The Relationship of the Child Seat Issue to the Airbag Situation
To date, 35 children aged 9 and under have died from passenger side airbag injuries. Nine of the
35 were in rear-facing infant seats, which should never be placed in front of a passenger side
airbag. The remaining 26 in almost all cases were either not restrained at all, or improperly
restrained (e.g., shoulder belt behind back, should have been in child seat instead of using seat
belt).
NHTSA has a comprehensive program designed to reduce the immediate risk from the existing
fleet of vehicles and the vehicles delivered before advanced designs can be implemented. The
agency is in the midst of rulemaking that would allow automakers to take some power out of the
air bags and allow consumers to have their air bags disconnected. This comes on top of two
FEB 11 '97 05:14PM DOT/SECRETARY OFFICE
P.4/9
rules that are already final. One gives automakers two more years to install air bag shut-off
switches, the other requires big, bold warning labels on all vehicles and child safety seats sold in
this country.
Also, the Administration is working hard to spread the key airbag safety messages--i.e., children
12 and under must be in the back, rear-facing infant seats should never be in front of a passenger
airbag, and all occupants must use proper restraints. Summary of three step regulatory plan: 1)
Depower, 2) Cutoff; 3) Smart Air Bag. Among other things, the Administration urged the
creation of a coalition of auto and airbag manufacturers, insurance companies, and safety
organizations to improve public education on the matter, also to seek stronger seat belt laws and
better enforcement of those laws so as to increase restraint use, and reduce airbag risks, in the
U.S.
To date, the coalition has raised $14 million for these efforts. At present, the coalition is
particularly focused on seeking stronger enforcement of the child seat use laws in this country.
While fully 38 states only allow secondary enforcement of adult seat belt use laws, all 50 states
have primary enforcement laws which require parents to transport children in child safety seats.
Traditionally these laws have not been vigorously enforced. If they were, child seat use by
parents likely would increase significantly.
A call on Governers and States to do their part to improve child transportation safety by strongly
enforcing their child passenger safety laws would fit in well with the President's announcement
of NHTSA's child seat attachment proposal. Along with a call on parents to insist on restraint
use by the entire family, the message shows the Administration crafting a comprehensive
solution--involving both mechanical and behavioral components--to the child safety problem.
Also, improved enforcement of both child and adult restraint laws certainly will be a matter
recommended by DOT in its March 9 report to the President on increased seat belt use.
The President's message to parents will be consistent with the theme of personal responsibility--
i.e., that families must take greater responsibility for their own health and safety.
Finally, increased restraint use will have a dramatic impact on the nation's health care costs. The
average cost of treating unrestrained drivers admitted as inpatients is $5,000 greater than the cost
for those using restraints. A sizable portion of these costs are born by the public through
Medicaid and Medicare. Increasing restraint use by all occupants from the current level of 68%
to 90% would save over 5,500 lives a year.
FEB 11 '97 05:14PM DOT/SECRETARY OFFICE
P.5/9
DRAFT
Radio Address
Talking Points
The safest place for a child in a car is in the back seat properly restrained in a safety seat.
Remember, kids in back.
Motor vehicle crashes are the leading cause of death for children of every age from 5 to 14 years
old. Every day, eight children under the age of 14 are killed and 932 are injured in traffic
crashes.
Child safety seats, when used properly, are the most effective safety device available. They
reduce the risk of fatality for infants by almost 70 percent and for toddlers by almost half.
All fifty states and the District of Columbia have noted this effectiveness and passed laws
requiring safety seat use. The first law was passed by the state of Tennessee back in 1978.
Regrettably, seats are still not used often enough. Forty percent of children are riding without
any child safety seats or beits at all. When used, child seats are often installed or attached
improperly. Checkpoints have shown up to 80 percent misuse.
In 1995, 350 children under the age of five, completely unrestrained, were killed in crashes.
Many of these deaths could have been avoided if the children had been buckled up in seats. In
that same year, NHTSA estimates that 279 children 0-5 were saved by occupant restraints. If
every child under 5 years old had been restrained, 200 more children would have survived motor
vehicle crashes in 1995.
The benefits of child safety seats are well understood by the public. Hospitals and community
organizations join in making them available to the needy and in educating young parents on their
use. Yet there is major dissatisfaction with current safety seats.
Why? Because of the difficulty in installing them and fitting them to automobiles. Parents learn
that some seats cannot be used at all in certain cars. Assuming the seat fits, conscientious
parents then must work through complicated instructions and study owners manuals. Using a
child seat can be a frustrating experience, leading some to give up on their use.
Clearly, a new approach was needed. Two years ago, Secretary Peña and the National Highway
Traffic Safety Administration convened a "Blue Ribbon Panel" of experts on child safety to
develop and recommend solutions. It was led by Philip Haseltine, of the American Coalition for
Traffic Safety. A key participant was Mr. Joseph Colella, whose own niece died as a result of a
misattached child restraint.
The panel's top recommendation was for a uniform, easy-to-use system for attaching child seats
to motor vehicles.
FEB 11 '97 05:15PM DOT/SECRETARY OFFICE
P.6/9
NHTSA worked with industry and other interested parties in workshops and a public meeting to
present and discuss engineering solutions for the key issue of a uniform and easy-to-use
attachment system. Gradually, in this spirit of cooperation in the service of America's children,
a consensus emerged. Under NHTSA's leadership, a single proposal has been formulated.
NHTSA is proposing that all new cars be required to have uniform, universal "soft" attachment
points . just like safety belts - in a standard location. A top-attaching tether will provide a secure
connection exceeding that of current designs. Seats will have matching attachment points - just
like the other part of a safety belt.
No longer will it be necessary to worry about differing methods of installing seats. The
awkwardness of wrestling a seat from one car into another will be substantially reduced.
This is one of those things that seems simple in retrospect -- what took us so long? A single
method of attaching seats to cars is logical, necessary, and long overdue. In an industry full of
competitive innovation, sometimes we lose sight of the goal of simplicity -- but that is what
reinventing government is about. We seek to identify the underlying concerns and work together
with all our partners to make things better.
In the meantime, NHTSA is taking many steps to make everyone aware that proper child seat
and safety belt use can save lives and to teach parents how to install child seats properly. For
example, NHTSA is producing an easy-to-use CD-ROM that matches every child seat with
every recent model car. It shows which seats fit in each seat position and gives complete
installation instructions. Also, NHTSA has just produced a video showing new parents how to
transport their babies safely. "Protecting Your Newborn" will be available in hospitals, pre-birth
classes, and many auto dealers.
Finally, in cooperation with the Air Bag Safety Campaign, NHTSA has mounted intensive public
education activities to inform everyone that children belong in the back seat, properly buckled up
in the child seat or belt appropriate for their size.
Far too many children -- that 40% mentioned earlier -- are riding with no restraints at all. This is
unfortunate, and the public should support strict enforcement of existing laws. For parents who
cannot afford seats, many organizations have instituted loaner programs.
Child seats and safety belts save the lives of younger and older riders alike. Already, they are
saving 10,000 riders a year. If we could increase use from the current level (68%) to 90%, 5,000
more lives a year would be saved.
That's why last month the President directed DOT to prepare a national plan to increase safety
belt use and report back within 45 days.
We urge Governors and legislatures to renew their commitment to protecting their citizens from
one of the leading causes of death motor vehicle crashes. We urge the passage of laws that
will make failure to wear a safety belt in itself a matter for appropriate enforcement.
FEB 11 '97 05:15PM DOT/SECRETARY OFFICE
P.7/9
DRAFT
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The
hardware will always be the same, whether in a passenger car, light truck, or van. (An
illustration of the system will be provided on a separate page.) In the vehicle, there will be
two flat latch plates for the lower attachment, and there will be a ring on the top shelf for a
tether anchorage. On the child restraint, there will be a hook on the top for anchoring the
tether. Below, on each side, there will be a belt with a buckle to attach to the vehicle latch
plate.
Two rear seating positions will be required to have the Universal Attachment Systems. If the
vehicle has a method of deactivating the passenger side air bag -- a cutoff switch -- then one
seating position in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be
installed in all new motor vehicles two years after publication of the final rule. The detailed
proposal will be published in the Federal Register during the week of February 17. There
will be a 90 day comment period, and these comments will be included in the final rule as
appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely
unrestrained -- no child seats or belts at all. Child seat usage is high for infants, but drops
off rapidly for older children.
Properly installed child seats are highly effective 70% for infants, 50% for toddlers) in
reducing the chance of death and serious injury but in practice their effectiveness is
considerably reduced because of problems fitting the seat to the vehicle. The difficulty of
installing child seats leads to improper use. In fact, checkpoints have shown that up to 80
percent of child seats are misused. Tragically, there have been deaths because well-meaning
people simply misunderstood how their seats should be attached. Understandably, parents and
care givers are very dissatisfied with the current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
FEB 11 '97 05:16PM DOT/SECRETARY OFFICE
P.8/9
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers,
and the medical and safety communities, to recommend ways to solve the problems
associated with the installation and use of child safety seats. The top recommendation was to
come up with a uniform system of attaching child seats to motor vehicles. Many vehicle and
child seat manufacturers in the U.S. and in other countries worked with NHTSA,
culminating in a meeting with more than 100 participants in October, 1996. Focus groups
and clinics helped the agency converge on the best solution -- easy-to-use "soft" or flexible
attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners
have with current child seat designs. There will be corresponding gains in proper, effective
use. NHTSA conservatively estimates that the proposed system itself will save 24 to 32 lives
each year, and prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a
child safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must
read instruction sheets diligently. Both the seat instructions and the motor vehicle manual
must be carefully reviewed. Take note of how belts should be routed to hold the seat for
optimum security. If additional hardware is supplied with the seat, learn how to attach and
use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot
provide instruction on individual seats, the agency can send helpful printed information and
the contact phone numbers for manufacturers. Local hospitals can often provide information
or referrals to child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in vehicles with
no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
P.9/9
FEB 11 DRAD '97 05:16PM DOT/SECRETARY OFFICE
Background on Universal Attachment Child Restraint System
Motor vehicle crashes are a major cause of death of children ages five and under in the
United States and abroad. In the U.S., these crashes result in 600 deaths and 70,000 injuries
yearly of children in this age group. Child seats are very effective in reducing the chance of
death and serious injury if properly installed and used. Unfortunately, a large number of
seats are not used properly, resulting in a substantial reduction in their effectiveness. These
child seats rely on the vehicle belt system to be restrained to the vehicle seat. These belts
are built to protect all sizes of adults passengers but also a wide range of ages of children. It
is a very difficult task to design and build these belts and to accommodate all these age
groups without compromising some safety protection.
The effectiveness of child seats is also reduced by incorrect securing of children and child
restraints. To properly install child seats, devices such as lockable retractors, locking clips,
and supplemental belts must be used in many cases. Many people installing a child seat are
either unfamiliar with the use of these devices, or unable to understand instructions
concerning their proper use. People generally are frustrated about the difficulty in installing
child seats correctly in vehicle seats.
In February 1995, the National Highway Administration announced the formation of a Blue
Ribbon Panel of safety experts to recommend ways to install and use child seats. The
agency undertook an extensive evaluation program of the various solutions to this problem.
In turn, more than 20 US and foreign manufacturers of motor vehicles and child seats have
petitioned to require a universal system dedicated to only attach child seats to motor vehicles.
On October 16 and 17, 1996, DOT held a meeting with about 100 representatives from the
US, Canada, Europe, Japan, Australia and New Zealand. The findings of the meeting
showed that all options seemed to improve the current situation, but a system proposed by a
group led by General Motors, consisting of 14 manufacturers of motor vehicles and child
seats, offers the most advantages to solving this problem with the lowest cost impact to
consumers. The system uses a "buckle and latchplate" similar to that currently used in motor
vehicles. The system also uses an upper attachment or tether.
NHTSA is proposing a universal attachment child seat system that is based on the GM
concept that uses two lower flat latchplates located where the seat back and cushion come
together and an upper ring on the package shelf. Current child seats would be modified to
have two belts with a buckle on each side of the seat and a belt with a hook to attach the
child seat to the top anchor. A second child seat system that is predominantly supported by
European manufacturers but is more costly, would be allowed as long as it has an adapter to
allow it to attach to the proposed universal attachment system. The proposal requires that
vehicles - all passenger cars, light trucks and vans-- have two seating positions equipped
with the universal attachment system. It requires that child seats equipped with a universal
attachment system also be usable in current vehicles that are not equipped with a universal
attachment system.
The proposal requires a two-year lead time and is expected to save 24 to 32 lives and prevent
2187 to 3615 serious injuries of children of ages less than five yearly. The proposal would
result in increasing the price of a child seat by about $14 and the vehicle by $4 to $8. The
system has been harmonized with the international safety community and is expected to have
the support of all US child restraint manufacturers and child safety organizations.
FEB-11-97 TUE 17:13
P. 02
GREER,MARGOLIS
MITCHELL, BURNS
GMMB&A
&ASSOCIATES,INC
MEMORANDUM
TO:
Michelle Crisci
FROM:
Jim Margolis
David Mitchell
RE:
Key Message Points for President's Radio Address
DATE:
February 11, 1997
Here are the key points we think are important to include in the President's radio address:
This new child safety seat standard is important to save kids' lives, but it only helps
if safety seats are used;
If child safety seats were used by all young children in vehicles, approximately
53,000 injuries could be prevented and 500 lives saved every year;
Virtually all drivers are aware that small children belong in safety seats, and use of
child safety seats is the law in all 50 states. But too many parents are not putting
their kids in safety seats. In fact, nationally for children ages 1- - 4, child safety seat
use is only 60% (infants to age 1 are at 90% the big problem is usage after the
first year);
That's why we must support law enforcement officials as they seek to increase
compliance with child passenger safety laws to protect children. Enforcement saves
lives by significantly increasing the use of child restraints. We should make
"unbuckled kids unacceptable in America."
In fact, at least 32 of 36 children killed by air bags were either unrestrained or
improperly restrained. Two of the last four children killed were riding completely
unrestrained on the lap of an adult in the front seat.
The President could also applaud the National Governors' Association which at its
winter meeting went on record in support of strengthening child passenger safety )
laws and enforcement of those laws. The NGA is on record in support of a major
mobilization of public safety officials to increase compliance with child passenger
safety laws to be conducted by the Air Bag Safety Campaign this spring.
Please call David Mitchell if you have questions - 202.338.8700. Thanks much.
1010 Wisconsin Avenue, NW
Suite 800
Washington, DC 20007
(202) 338-8700
FAX (202) 338-2334
2218 Main Street
Suite 202
Santa Monica, CA 90405
(310) 314-4800
FAX (310) 314-4803
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The
hardware will always be the same, whether in a passenger car, light truck, or van. (An
illustration of the system will be provided on a separate page.) In the vehicle, there will be
two flat latch plates for the lower attachment, and there will be a ring on the top shelf for a
tether anchorage. On the child restraint, there will be a hook on the top for anchoring the
tether. Below, on each side, there will be a belt with a buckle to attach to the vehicle latch
plate.
Two rear seating positions will be required to have the Universal Attachment Systems. If the
vehicle has a method of deactivating the passenger side air bag -- a cutoff switch -- then one
seating position in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be
installed in all new motor vehicles two years after publication of the final rule. The detailed
proposal will be published in the Federal Register during the week of February 17. There
will be a 90 day comment period, and these comments will be included in the final rule as
appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely
unrestrained -- no child seats or belts at all. Child seat usage is high for infants, but drops
off rapidly for older children.
Properly installed child seats are highly effective 70% for infants, 50% for toddlers) in
reducing the chance of death and serious injury -- but in practice their effectiveness is
considerably reduced because of problems fitting the seat to the vehicle. The difficulty of
installing child seats leads to improper use. In fact, checkpoints have shown that up to 80
percent of child seats are misused. Tragically, there have been deaths because well-meaning
people simply misunderstood how their seats should be attached. Understandably, parents and
care givers are very dissatisfied with the current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers,
and the medical and safety communities, to recommend ways to solve the problems
associated with the installation and use of child safety seats. The top recommendation was to
come up with a uniform system of attaching child seats to motor vehicles. Many vehicle and
child seat manufacturers in the U.S. and in other countries worked with NHTSA,
culminating in a meeting with more than 100 participants in October, 1996. Focus groups
and clinics helped the agency converge on the best solution -- easy-to-use "soft" or flexible
attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners
have with current child seat designs. There will be corresponding gains in proper, effective
use. NHTSA conservatively estimates that the proposed system itself will save 24 to 32 lives
each year, and prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a
child safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must
read instruction sheets diligently. Both the seat instructions and the motor vehicle manual
must be carefully reviewed. Take note of how belts should be routed to hold the seat for
optimum security. If additional hardware is supplied with the seat, learn how to attach and
use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot
provide instruction on individual seats, the agency can send helpful printed information and
the contact phone numbers for manufacturers. Local hospitals can often provide information
or referrals to child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in vehicles with
no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The
hardware will always be the same, whether in a passenger car, light truck, or van. (An
illustration of the system will be provided on a separate page.) In the vehicle, there will be
two flat latch plates for the lower attachment, and there will be a ring on the top shelf for a
tether anchorage. On the child restraint, there will be a hook on the top for anchoring the
tether. Below, on each side, there will be a belt with a buckle to attach to the vehicle latch
plate.
Two rear seating positions will be required to have the Universal Attachment Systems. If the
vehicle has a method of deactivating the passenger side air bag -- a cutoff switch -- then one
seating position in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be
installed in all new motor vehicles two years after publication of the final rule. The detailed
proposal will be published in the Federal Register during the week of February 17. There
will be a 90 day comment period, and these comments will be included in the final rule as
appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely
unrestrained -- no child seats or belts at all. Child seat usage is high for infants, but drops
off rapidly for older children.
Properly installed child seats are highly effective 70% for infants, 50% for toddlers) in
reducing the chance of death and serious injury -- but in practice their effectiveness is
considerably reduced because of problems fitting the seat to the vehicle. The difficulty of
installing child seats leads to improper use. In fact, checkpoints have shown that up to 80
percent of child seats are misused. Tragically, there have been deaths because well-meaning
people simply misunderstood how their seats should be attached. Understandably, parents and
care givers are very dissatisfied with the current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers,
and the medical and safety communities, to recommend ways to solve the problems
associated with the installation and use of child safety seats. The top recommendation was to
come up with a uniform system of attaching child seats to motor vehicles. Many vehicle and
child seat manufacturers in the U.S. and in other countries worked with NHTSA,
culminating in a meeting with more than 100 participants in October, 1996. Focus groups
and clinics helped the agency converge on the best solution -- easy-to-use "soft" or flexible
attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners
have with current child seat designs. There will be corresponding gains in proper, effective
use. NHTSA conservatively estimates that the proposed system itself will save 24 to 32 lives
each year, and prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a
child safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must
read instruction sheets diligently. Both the seat instructions and the motor vehicle manual
must be carefully reviewed. Take note of how belts should be routed to hold the seat for
optimum security. If additional hardware is supplied with the seat, learn how to attach and
use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot
provide instruction on individual seats, the agency can send helpful printed information and
the contact phone numbers for manufacturers. Local hospitals can often provide information
or referrals to child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in vehicles with
no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
02/12/97
13:35
202 366 2106
NOA-01
002/002
Radio Address Invitation List
1. Secretary-designate Rodney Slater
2. NHTSA Administrator Ricardo Martinez
3. NHTSA Deputy Administrator Phil Recht
4. Other DOT Official
5. Phil Haseltine, co-chair of Blue Ribbon Panel (703) 243-7501
6. Joseph Colella, Dana Foundation, Blue Ribbon Panel member (301) 601-4330
7. Janet Dewey, Executive Director of Airbag Coalition (202) 293-2270
8. Dick McPherson, President of Nationwide Insurance (or Tim Hoyt) (614) 249-6107
9. Steve O'Toole, GM, Airbag Coalition Chair (202) 775-5056
10. Jerry Scannell, President of National Safety Council (or Chuck Hurley) (708) 285-1121
11. Judie Stone, President, Advocates for Highway Safety (or Jackie Gillan) (202) 408-1711
12. Laurie Flaherty, Emergency Nurses Association (202) 364-2461
13. Phil Hutchinson, Association of International Automobile Manufacturers (703) 525-7788
14. Janis Guerney, American Academy of Pediatrics (800) 336-5475
15. Robert Liberatore, Chrysler (202) 414-6747
16. Elliott Hall, Ford (202) 962-5371
17. Dave Campbell, Century (child seat company) (216) 468-4393
18. Gary Christman, Evenflo (child seat company) (513) 778-5417
19. Dan Rosenblatt, International Association of Chiefs of Police (703) 836-6767
Danyl Sen ders President, altrematicly a
20. Barbara Harsha, National Association of Governors Highway Safety (202) 789-0942
Others to Invite if room
priority
1. Joan Claybrook, Public Citizen (202) 588-1000
2. Brian O'Neill, Insurance Institute for Highway Safety (703) 247-1588
3. Charles Pulley, Automotive Occupant Restraints Council (606) 269-4240
NO4. Bud Meeks, National Sheriffs Association (703) 836-7827
5. Herman Brandau, State Farm (309) 766-2720
6. Joe Groner, Allstate (847) 402-5362
7. Jim Hall, National Transportation Safety Board (202) 314-6010
Background on Universal Attachment Child Restraint System
Motor vehicle crashes are a major cause of death of children ages five and under in the
United States and abroad. In the U.S., these crashes result in 600 deaths and 70,000 injuries
yearly of children in this age group. Child seats are very effective in reducing the chance of
death and serious injury if properly installed and used. Unfortunately, a large number of
seats are not used properly, resulting in a substantial reduction in their effectiveness. These
child seats rely on the vehicle belt system to be restrained to the vehicle seat. These belts
are built to protect all sizes of adults passengers but also a wide range of ages of children. It
is a very difficult task to design and build these belts and to accommodate all these age
groups without compromising some safety protection.
The effectiveness of child seats is also reduced by incorrect securing of children and child
restraints. To properly install child seats, devices such as lockable retractors, locking clips,
and supplemental belts must be used in many cases. Many people installing a child seat are
either unfamiliar with the use of these devices, or unable to understand instructions
concerning their proper use. People generally are frustrated about the difficulty in installing
child seats correctly in vehicle seats.
In February 1995, the National Highway Administration announced the formation of a Blue
Ribbon Panel of safety experts to recommend ways to install and use child seats. The
agency undertook an extensive evaluation program of the various solutions to this problem.
In turn, more than 20 US and foreign manufacturers of motor vehicles and child seats have
petitioned to require a universal system dedicated to only attach child seats to motor vehicles.
On October 16 and 17, 1996, DOT held a meeting with about 100 representatives from the
US, Canada, Europe, Japan, Australia and New Zealand. The findings of the meeting
showed that all options seemed to improve the current situation, but a system proposed by a
group led by General Motors, consisting of 14 manufacturers of motor vehicles and child
seats, offers the most advantages to solving this problem with the lowest cost impact to
consumers. The system uses a "buckle and latchplate" similar to that currently used in motor
vehicles. The system also uses an upper attachment or tether.
NHTSA is proposing a universal attachment child seat system that is based on the GM
concept that uses two lower flat latchplates located where the seat back and cushion come
together and an upper ring on the package shelf. Current child seats would be modified to
have two belts with a buckle on each side of the seat and a belt with a hook to attach the
child seat to the top anchor. A second child seat system that is predominantly supported by
European manufacturers but is more costly, would be allowed as long as it has an adapter to
allow it to attach to the proposed universal attachment system. The proposal requires that
vehicles -- all passenger cars, light trucks and vans-- have two seating positions equipped
with the universal attachment system. It requires that child seats equipped with a universal
attachment system also be usable in current vehicles that are not equipped with a universal
attachment system.
The proposal requires a two-year lead time and is expected to save 24 to 32 lives and prevent
2187 to 3615 serious injuries of children of ages less than five yearly. The proposal would
result in increasing the price of a child seat by about $14 and the vehicle by $4 to $8. The
system has been harmonized with the international safety community and is expected to have
the support of all US child restraint manufacturers and child safety organizations.
Radio Address
Talking Points
The safest place for a child in a car is in the back seat properly restrained in a safety seat.
Remember, kids in back.
Motor vehicle crashes are the leading cause of death for children of every age from 5 to 14 years
old. Every day, eight children under the age of 14 are killed and 932 are injured in traffic
crashes.
Child safety seats, when used properly, are the most effective safety device available. They
reduce the risk of fatality for infants by almost 70 percent and for toddlers by almost half.
All fifty states and the District of Columbia have noted this effectiveness and passed laws
requiring safety seat use. The first law was passed by the state of Tennessee back in 1978.
Regrettably, seats are still not used often enough. Forty percent of children are riding without
any child safety seats or belts at all. When used, child seats are often installed or attached
improperly. Checkpoints have shown up to 80 percent misuse.
In 1995, 350 children under the age of five, completely unrestrained, were killed in crashes.
Many of these deaths could have been avoided if the children had been buckled up in seats. In
that same year, NHTSA estimates that 279 children 0-5 were saved by occupant restraints. If
every child under 5 years old had been restrained, 200 more children would have survived motor
vehicle crashes in 1995.
The benefits of child safety seats are well understood by the public. Hospitals and community
organizations join in making them available to the needy and in educating young parents on their
use. Yet there is major dissatisfaction with current safety seats.
Why? Because of the difficulty in installing them and fitting them to automobiles. Parents learn
that some seats cannot be used at all in certain cars. Assuming the seat fits, conscientious
parents then must work through complicated instructions and study owners manuals. Using a
child seat can be a frustrating experience, leading some to give up on their use.
Clearly, a new approach was needed. Two years ago, Secretary Peña and the National Highway
Traffic Safety Administration convened a "Blue Ribbon Panel" of experts on child safety to
develop and recommend solutions. It was led by Philip Haseltine, of the American Coalition for
Traffic Safety. A key participant was Mr. Joseph Colella, whose own niece died as a result of a
misattached child restraint.
The panel's top recommendation was for a uniform, easy-to-use system for attaching child seats
to motor vehicles.
NHTSA worked with industry and other interested parties in workshops and a public meeting to
present and discuss engineering solutions for the key issue of a uniform and easy-to-use
attachment system. Gradually, in this spirit of cooperation in the service of America's children,
a consensus emerged. Under NHTSA's leadership, a single proposal has been formulated.
NHTSA is proposing that all new cars be required to have uniform, universal "soft" attachment
points - just like safety belts - in a standard location. A top-attaching tether will provide a secure
connection exceeding that of current designs. Seats will have matching attachment points - just
like the other part of a safety belt.
No longer will it be necessary to worry about differing methods of installing seats. The
awkwardness of wrestling a seat from one car into another will be substantially reduced.
This is one of those things that seems simple in retrospect -- what took us so long? A single
method of attaching seats to cars is logical, necessary, and long overdue. In an industry full of
competitive innovation, sometimes we lose sight of the goal of simplicity -- but that is what
reinventing government is about. We seek to identify the underlying concerns and work together
with all our partners to make things better.
In the meantime, NHTSA is taking many steps to make everyone aware that proper child seat
and safety belt use can save lives and to teach parents how to install child seats properly. For
example, NHTSA is producing an easy-to-use CD-ROM that matches every child seat with
every recent model car. It shows which seats fit in each seat position and gives complete
installation instructions. Also, NHTSA has just produced a video showing new parents how to
transport their babies safely. "Protecting Your Newborn" will be available in hospitals, pre-birth
classes, and many auto dealers.
Finally, in cooperation with the Air Bag Safety Campaign, NHTSA has mounted intensive public
education activities to inform everyone that children belong in the back seat, properly buckled up
in the child seat or belt appropriate for their size.
Far too many children -- that 40% mentioned earlier -- are riding with no restraints at all. This is
unfortunate, and the public should support strict enforcement of existing laws. For parents who
cannot afford seats, many organizations have instituted loaner programs.
Child seats and safety belts save the lives of younger and older riders alike. Already, they are
saving 10,000 riders a year. If we could increase use from the current level (68%) to 90%, 5,000
more lives a year would be saved.
That's why last month the President directed DOT to prepare a national plan to increase safety
belt use and report back within 45 days.
We urge Governors and legislatures to renew their commitment to protecting their citizens from
one of the leading causes of death -- motor vehicle crashes. We urge the passage of laws that
will make failure to wear a safety belt in itself a matter for appropriate enforcement.
Background on Child Passenger Safety Issues
Child and youth transportation safety issues have received enormous media attention as of late,
and have been the subject of various White House and Administration initiatives. In the last two
years, the President has used radio addresses to personally announce initiatives on teen drinking
and driving (calling for zero tolerance laws), teen drug use and driving (calling for pre-license
testing and other measures), and, most recently, NHTSA rulemakings to improve the
performance of airbags. In that last address, the President delivered the key airbag safety
messages--i.e., for parents to place children 12 and under in the back seat, and for all occupants
to always use proper restraints. Also, the President directed DOT to report back on ways to
increase seat belt use in this country. DOT's report is due March 9, 1997.
The President's announcement of NHTSA's proposal for a universal means of attaching child
safety seats in automobiles will continue this focus on child and youth transportation safety, and
offer the President a particularly timely opportunity--in light of this week being National Child
Passenger Safety Week--to reiterate the airbag safety messages noted above. Some background
information follows.
1. The Child Transportation Safety Picture Generally
Motor vehicle crashes are the leading cause of death of persons aged 5-27 in the U.S., and are a
significant cause of death to children aged 0-5. Specifically, about 600 children aged 0-5 die and
about 70,000 such children are injured each year in highway crashes. Tragically, a significant
number of the deaths and injuries could be avoided by the proper use of child safety seats. Such
seats are 70% effective in preventing death and injury to infants (up to 1 year old) and 50%
effective for toddlers (ages 1-5). While the use of child seats is relatively high for infants (over
85%), use for toddlers is no more than 60%. Indeed, in 350 of the 600 annual child fatalities, the
child is completely unrestrained. NHTSA estimates that proper use of child seats saves close to
300 children aged 0-5 a year, and an additional 200 children could be saved if use was at 100%.
2. The Current-Day Problem with Child Safety Seats
While highly effective when properly used, child safety seats are often difficult to use properly.
Currently, there are over 900 separate makes and models of vehicles, and over 100 separate
models of child seats, sold in the U.S. Not all seats fit in all cars, and until the recent creation by
NHTSA of a CD-ROM database on the matter, there was no place to go to find out definitively
which seats fit in which cars.
Moreover, even assuming a seat fits the dimensions of a vehicle, it is often an extremely
complicated to attach the seat to the vehicle.
The result has been widespread consumer confusion and frustration. Child seat checkpoints and
clinics routinely report misuse rates of 80% and higher. (Misuse includes placement of seats in
improper positions, mis-attachment of seats, and use of an inappropriate seat for the size and age
of the child.) Misuse of seats results in significant degradation of their safety potential. Focus
groups and clinics reveal parents to be extremely frustrated with the situation.
3. DOT's Initiative to Solve the Problem
About 2 years ago, DOT set about to address the issues of child seat incompatibility. NHTSA
Administrator Dr. Ricardo Martinez convened a blue ribbon panel of experts in the field--auto
manufacturers, child seat manufacturers, child safety groups, medical groups, etc., to develop
and recommend solutions. The panel included one individual whose niece had died as a result of
a misattached child seat.
While the panel acknowledged that the overall situation was complex, requiring a variety of
educational and technical undertakings to solve, the panel's central recommendation was the
need for NHTSA to mandate a uniform and easy-to-use system of attaching child seats to
vehicles. Over time, the panel considered a number of such options. Ultimately, the vast
majority of panel members concurred on a system involving mini-seat belts, with the buckle part
attached to the child seat and the latch part attached to the car. Also, most panel members
recommended the use of tethers attaching the top of the child seat to the shelf behind the vehicle
seat (as required in Canada). Consumer clinics showed parents to strongly favor this system
over current systems. NHTSA tests showed the system to be safe. NHTSA has prepared a
rulemaking proposal which would require the system to be placed on child seats and new
passenger vehicles within 2 years of the rule becoming final. NHTSA believes, based on
consumer comments in clinics on the matter, that the additional estimated costs of $14 per seat
and $4-8 per vehicle will not pose an impediment to consumers. While the agency does not have
authority to require retrofitting of existing vehicles, it has been encouraged by the fact that some
of the major vehicle manufacturers have expressed a desire to offer retrofit kits.
NHTSA estimates that the proposal, once fully instituted, will save 24-32 lives and prevent
2,200-3,600 injuries a year. It will significantly reduce consumer frustration. In turn, it
hopefully will increase child seat use.
4. The Relationship of the Child Seat Issue to the Airbag Situation
To date, 35 children aged 9 and under have died from passenger side airbag injuries. Nine of the
35 were in rear-facing infant seats, which should never be placed in front of a passenger side
airbag. The remaining 26 in almost all cases were either not restrained at all, or improperly
restrained (e.g., shoulder belt behind back, should have been in child seat instead of using seat
belt).
NHTSA has a comprehensive program designed to reduce the immediate risk from the existing
fleet of vehicles and the vehicles delivered before advanced designs can be implemented. The
agency is in the midst of rulemaking that would allow automakers to take some power out of the
air bags and allow consumers to have their air bags disconnected. This comes on top of two
rules that are already final. One gives automakers two more years to install air bag shut-off
switches, the other requires big, bold warning labels on all vehicles and child safety seats sold in
this country.
Also, the Administration is working hard to spread the key airbag safety messages--i.e., children
12 and under must be in the back, rear-facing infant seats should never be in front of a passenger
airbag, and all occupants must use proper restraints. Summary of three step regulatory plan: 1)
Depower; 2) Cutoff; 3) Smart Air Bag. Among other things, the Administration urged the
creation of a coalition of auto and airbag manufacturers, insurance companies, and safety
organizations to improve public education on the matter, also to seek stronger seat belt laws and
better enforcement of those laws so as to increase restraint use, and reduce airbag risks, in the
U.S.
To date, the coalition has raised $14 million for these efforts. At present, the coalition is
particularly focused on seeking stronger enforcement of the child seat use laws in this country.
While fully 38 states only allow secondary enforcement of adult seat belt use laws, all 50 states
have primary enforcement laws which require parents to transport children in child safety seats.
Traditionally these laws have not been vigorously enforced. If they were, child seat use by
parents likely would increase significantly.
A call on Governers and States to do their part to improve child transportation safety by strongly
enforcing their child passenger safety laws would fit in well with the President's announcement
of NHTSA's child seat attachment proposal. Along with a call on parents to insist on restraint
use by the entire family, the message shows the Administration crafting a comprehensive
solution--involving both mechanical and behavioral components--to the child safety problem.
Also, improved enforcement of both child and adult restraint laws certainly will be a matter
recommended by DOT in its March 9 report to the President on increased seat belt use.
The President's message to parents will be consistent with the theme of personal responsibility--
i.e., that families must take greater responsibility for their own health and safety.
Finally, increased restraint use will have a dramatic impact on the nation's health care costs. The
average cost of treating unrestrained drivers admitted as inpatients is $5,000 greater than the cost
for those using restraints. A sizable portion of these costs are born by the public through
Medicaid and Medicare. Increasing restraint use by all occupants from the current level of 68%
to 90% would save over 5,500 lives a year.
- Vohnkeers check Domas.
- Child Seat clinics
Blue rubb
- Studies
ng way Hmm Mm smank wase any
FEB 11 '97 05:07PM DOT/SECRETARY OFFICE
P.1/9
U.S. Department of
Chief of Staff
400 Seventh St., S.W.
Transportation
Washington, D.C. 20590
Office of the Secretary
of Transportation
FAX TRANSMISSION COVER SHEET
DATE:
/ /
TO:
Elizabeth Drye
FAX NO:
456581
FROM:
Jackie Lowey
Deputy Chief of Staff
Office: (202) 366-6800
Fax: (202) 366-3956
Number of pages transmitted, including cover sheet: 9
Message:
As disussed, here 15 material.
FEB 11 '97 05:07PM DOT/SECRETARY OFFICE
P.2/9
DRAFT
Background on Child Passenger Safety Issues
Child and youth transportation safety issues have received enormous media attention as of late,
and have been the subject of various White House and Administration initiatives. In the last two
years, the President has used radio addresses to personally announce initiatives on teen drinking Zero
and driving (calling for zero tolerance laws), teen drug use and driving (calling for pre-license tolerance laus
testing and other measures), and, most recently, NHTS rulemakings to improve the
performance of airbags. In that last address, the President delivered the key airbag safety
pre icense
messages i.e., for parents to place children 12 and under in the back seat, and for all occupants
to always use proper restraints. Also, the President directed DOT to report back on ways.to
increase seat belt use in this country DOT's report is due March 9, 1997.
The President's announcement of NHTSA's proposal for a universal means of attaching child
safety seats in automobiles will continue this focus on child and youth transportation safety, and
offer the President a particularly timely opportunity--in light of this week being National Child
Passenger Safety Week--to reiterate the airbag safety messages noted above. Some background
information follows.
1. The Child Transportation Safety Picture Generally
Motor vehicle crashes are the leading cause when of death of persons aged 5-27 in the U.S., and are a
used proner ?
significant cause of death to children aged 0-5. Specifically, about 600 children aged 0-5 die and
about 70,000 such children are injured each year in highway crashes. Tragically, a significant
number of the deaths and injuries could be avoided by the proper use of child safety seats. Such
seats are 70% effective in preventing death and injury to infants (up to 1 year old) and 50%
effective for toddlers (ages 1-5): While the use of child seats is relatively high for infants (over
85%), use for toddlers is no more than 60%. Indeed, in 350 of the 600 annual child fatalities, the
child is completely unrestrained. NHTSA estimates that proper use of child seats saves close to
300 children aged 0-5 a year, and an additional 200 children could be saved if use was at 100%.
2. The Current-Day Problem with Child Safety Seats
While highly effective when properly used, child safety seats are often difficult to use properly.
Currently, there are over 900 separate makes and models of vehicles, and over 100 separate
models of child seats, sold in the U.S. Not all-seats fit in all cars and until the recent creation by
NHTSA of a CD-ROM database on the matter, there was no place to go to find out definitively
which seats fit in which cars.
Moreover, even assuming a seat fits the dimensions of a vehicle, it is/often.an.extremely>
complicated to attach the seat to the vehicle
FEB 11 '97 08PM DOT/SECRETARY OFFICE
P.3/9
DOT
chris
?
-Bite?
DOT clinics ?
Dounent misual rates
The esult has been widespread consumer confusion and frustration. Child seat checkpoints and
clinics routinely report misuse rates of 80% and higher. (Misuse includes placement of seats in
improper positions, mis-attachment of seats, and use of an inappropriate seat for the size and age
of the child.) Misuse of seats results in significant degradation of their safety potential. Focus
groups and clinics reveal parents to be extremely frustrated with the situation.
knowners parent
3. DOT's Initiative to Solve the Problem
frustation
About 2 years ago, DOT set about to address the issues of child seat incompatibility. NHTSA
Administrator Dr. Ricardo Martinez convened a blue ribbon panel of experts in the field-auto
manufacturers, child seat manufacturers, child safety groups, medical groups, etc., to develop
and recommend solutions. The panel included one individual whose niece had died as a result of
a misattached child seat.
While the panel acknowledged that the overall situation was complex, requiring a variety of
educational and technical undertakings to solve, the panel's central recommendation was the
need for NHTSA to mandate a uniform and easy-to-use system of attaching child seats to
vehicles. Over time, the panel considered a number of such options. Ultimately, the vast
majority of panel members concurred on a system involving mini-seat belts, with the buckle part?
cattached to the child seat and the latch part attached to the car.) Also, most panel members
recommended the use tethers attaching the top of the child seat to the shelf behind the vehicle
seat (as required in Canada). (Consumer clinics showed parents to strongly favor this system
over current systems. NHTSA tests showed the system to be safe. NHTSA has prepared a
rulemaking proposal which would require the system to be placed on child seats and new
passenger vehicles within 2 years of the rule becoming final NHTSA believes, based on
consumer comments in clinics on the matter, that the additional estimated costs of $14 per seat
and $48 per vehicle will not pose an impediment to consumers. While the agency does not have
authority to require retrofitting of existing vehicles, it has been encouraged by the fact that some
a like hour
of the major vehicle manufacturers have expressed a desire to offer retrofit kits.
lassming current rates & sear Child
NHTSA estimates that the proposal, once fully instituted, will save 24-32 lives and prevent
2:200-3,600 injuries a year It will significantly reduce consumer frustration In turn, it>
hopefully will increase child seat use.
4. The Relationship of the Child Seat Issue to the Airbag Situation
To date, 35 children aged 9 and under have died from passenger side airbag injuries. Nine of the
35 were in rear-facing infant seats, which should never be placed in front of a passenger side
airbag. The remaining 26 in almost all cases were either not restrained at all, or improperly
restrained (e.g., shoulder belt behind back, should have been in child seat instead of using seat
belt).
NHTSA has a comprehensive program designed to reduce the immediate risk from the existing
fleet of vehicles and the vehicles delivered before advanced designs can be implemented. The
agency is in the midst of rulemaking that would allow automakers to take some power out of the
air bags and allow consumers to have their air bags disconnected. This comes on top of two
FEB 11 '97 05:08PM DOT SECRETARY OFFICE
P.4/9
rules that are already final- One gives automakers two more years to install auf bag shut-off
switches, the other requires big, bold warning labels on all vehicles and child safety seats sold in
this country
Also, the Administration is working hard to spread the key airbag safety messages--i.e., children
12 and under must be in the back, rear-facing infant seats should never be in front of a passenger
airbag, and all occupants must use proper restraints. Summary of three step regulatory plan: 1)
Depower; 2) Cutoff; 3) Smart Air Bag. Among other things, the Administration urged the
creation of a coalition of auto and airbag manufacturers, insurance companies, and safety
who.
organizations to improve public education on the matter, also to seek stronger seat belt laws and
better enforcement of those laws so as to increase restraint use, and reduce airbag risks, in the
U.S.
To date, the coalition has raised $14 million for these efforts. At present, the coalition is
particularly focused on seeking stronger enforcement of the child seat use laws in this country.
While fully 38 states only allow secondary enforcement of adult seat belt use laws, all 50 states
have primary enforcement laws which require parents to transport children in child safety seats.
Traditionally these laws have not been vigorously enforced If they were, child seat use by
parents likely would increase significantly.
A call on Governers and States to do their part to improve child transportation;safety by strongly-
enforcing their child passenger safety laws would fit in well with the President's announcement
me,
of NHTSA's child seat attachment proposal. Along with a call on parents to insist on restraint
law
cuse by the entire family, the message shows the Administration crafting a comprehensive
ne
solution-involving both mechanical and behavioral components--to the child safety problem.
Also, improved enforcement of both child and adult restraint laws certainly will be a matter
It
as
recommended by DOT in its March 9 report to the President on increased seat belt use.
eah
The President's message to parents will be consistent with the theme of personal responsibility--
i.e., that families must take greater responsibility for their own health and safety.
A Untom
Finally, increased restraint use will have a dramatic impact on the nation's health care costs. The
average cost of treating unrestrained drivers admitted as inpatients is $5,000 greater than the cost
for those using restraints. A sizable portion of these costs are born by the public through
Medicaid and Medicare. Increasing restraint use by all occupants from the current level of 68%
to 90% would save over 5,500 lives a year.
FEB 11 '97 09PM DOT/SECRETARY OFFICE
P.5/9
DRAFT
12 and in vandor
What that means is
Radio Address
!
young V12 and under
Talking Points
child safety
?
The safest place for a child in a car is in the back seat properly restrained in a safety seat.
Remember, kids in back.
0.5 in safers seats, all kids 12 and under in back.
Motor vehicle crashes are the leading cause of death for children of every age from 5 to 14 years
old. Every day, eight children under the age of 14 are killed and 932 are injured in traffic
crashes.
Child safety seats, when used properly, are the most effective safety device available. They
reduce the risk of fatality for infants by almost 70 percent and for toddlers by almost half.
All fifty states and the District of Columbia have noted this effectiveness and passed laws
requiring safety seat use. The first law was passed by the state of Tennessee back in 1978.
Regrettably, seats are still not used often enough. Forty percent of children are riding without
any child safety seats or belts at all. When used, child seats are often installed or attached
improperly. Checkpoints have shown up to 80 percent misuse.
In 1995, 350 children under the age of five, completely unrestrained, were killed in crashes.
Many of these deaths could have been avoided if the children had been buckled up in seats. In
that same year, NHTSA estimates that 279 children 0-5 were saved by occupant restraints. If
every child under 5 years old had been restrained, 200 more children would have survived motor
vehicle crashes in 1995.
The benefits of child safety seats are well understood by the public. Hospitals and community
organizations join in making them available to the needy and in educating young parents on their
use. Yet there is major dissatisfaction with current safety seats.
Why? Because of the difficulty in installing them and fitting them to automobiles. Parents learn
that some seats cannot be used at all in certain cars. Assuming the seat fits, conscientious
parents then must work through complicated instructions and study owners manuals. Using a
child seat can be a frustrating experience, leading some to give up on their use.
Clearly, a new approach was needed. Two years ago, Secretary Peña and the National Highway
Traffic Safety Administration convened a "Blue Ribbon Panel" of experts on child safety to
develop and recommend solutions. It was led by Philip Haseltine, of the American Coalition for
Traffic Safety. A key participant was Mr. Joseph Colella, whose own niece died as a result of a
misattached child restraint.
The panel's top recommendation was for a uniform, easy-to-use system for attaching child seats
to motor vehicles.
P.6/9
FEB 11 '97 05:09PM DOT/SECRETARY OFFICE
NHTSA worked with industry and other interested parties in workshops and a public meeting to
present and discuss engineering solutions for the key issue of a uniform and easy-to-use
attachment system. Gradually, in this spirit of cooperation in the service of America's children,
a consensus emerged. Under NHTSA's leadership, a single proposal has been formulated.
NHTSA is proposing that all new cars be required to have uniform, universal "soft" attachment
points - just like safety belts - in a standard location. A top-attaching tether will provide a secure
connection exceeding that of current designs. Seats will have matching attachment points - just
like the other part of a safety belt.
No longer will it be necessary to worry about differing methods of installing seats. The
awkwardness of wrestling a seat from one car into another will be substantially reduced.
This is one of those things that seems simple in retrospect -- what took us so long? A single
method of attaching seats to cars is logical, necessary, and long overdue. In an industry full of
competitive innovation, sometimes we lose sight of the goal of simplicity -- but that is what
reinventing government is about. We seek to identify the underlying concerns and work together
with all our partners to make things better.
In the meantime, NHTSA is taking many steps to make everyone aware that proper child seat
when who trailas R that and
and safety belt use can save lives and to teach parents how to install child seats properly. For
example, NHTSA is producing an easy-to-use CD-ROM that matches every child seat with
TO
every recent model car. It shows which seats fit in each seat position and gives complete
who
Call?
installation instructions. Also, NHTSA has just produced a video showing new parents how to
transport their babies safely. "Protecting Your Newborn" will be available in hospitals, pre-birth
classes, and many auto dealers.
63
all
seats
Finally, in cooperation with the Air Bag Safety Campaign, NHTSA has mounted intensive public
education activities to inform everyone that children belong in the back seat, properly buckled up
in the child seat or belt appropriate for their size.
Far too many children -- that 40% mentioned earlier -- are riding with no restraints at all. This is
unfortunate, and the public should support strict enforcement of existing laws. For parents who
cannot afford seats, many organizations have instituted loaner programs.
Child seats and safety belts save the lives of younger and older riders alike. Already, they are
saving 10,000 riders a year. If we could increase use from the current level (68%) to 90%, 5,000
more lives a year would be saved.
That's why last month the President directed DOT to prepare a national plan to increase safety
belt use and report back within 45 days.
We urge Governors and legislatures to renew their commitment to protecting their citizens from
one of the leading causes of death -- motor vehicle crashes. We urge the passage of laws that
will make failure to wear a safety belt in itself a matter for appropriate enforcement.
FEB 11 '97 05:10PM DOT/SECRETARY OFFICE
P.7/9
DRAFT
Questions and Answers
On Universal Attachment Child Restraint System
What is NHTSA proposing as a Universal Attachment Child Restraint System?
NHTSA is proposing a standard method of attaching child safety seats to vehicles. The
hardware will always be the same, whether in a passenger car, light truck, or van. (An
illustration of the system will be provided on a separate page.) In the vehicle, there will be
two flat latch plates for the lower attachment, and there will be a ring on the top shelf for a
tether anchorage. On the child restraint, there will be a hook on the top for anchoring the
tether. Below, on each side, there will be a belt with a buckle to attach to the vehicle latch
plate.
Two rear seating positions will be required to have the Universal Attachment Systems. If the
vehicle has a method of deactivating the passenger side air bag -- a cutoff switch -- then one
seating position in the front seat would be allowed to have the universal attachment points.
New child seats with the universal attachment system must also be capable of safe, secure
installation in existing vehicles that do not have the attachment points.
When will the rule take effect?
The rule proposes to require the new systems as part of all new child safety seats and to be
installed in all new motor vehicles two years after publication of the final rule. The detailed
proposal will be published in the Federal Register during the week of February 17. There
will be a 90 day comment period, and these comments will be included in the final rule as
appropriate.
Why is NHTSA doing this?
Each year, crashes kill 600 children less than 5 years old. There are 70,000 non-fatal injuries
annually in this age group. Forty percent of children are observed to ride completely
unrestrained -- no child seats or belts at all. Child seat usage is high for infants, but drops
off rapidly for older children.
Properly installed child seats are highly effective 70% for infants, 50% for toddlers) in
reducing the chance of death and serious injury -- but in practice their effectiveness is
considerably reduced because of problems fitting the seat to the vehicle. The difficulty of
installing child seats leads to improper use. In fact, checkpoints have shown that up to 80
percent of child seats are misused. Tragically, there have been deaths because well-meaning
people simply misunderstood how their seats should be attached. Understandably, parents and
care givers are very dissatisfied with the current seats.
Why did NHTSA pick this particular system?
In February 1995, Secretary Peña and the administrator of NHTSA, Dr. Ricardo Martinez,
P.8/9
FEB 11 '97 05:10PM DOT/SECRETARY OFFICE
convened a Blue Ribbon Panel of experts including automobile and safety seat manufacturers,
and the medical and safety communities, to recommend ways to solve the problems
associated with the installation and use of child safety seats. The top recommendation was to
come up with a uniform system of attaching child seats to motor vehicles. Many vehicle and
child seat manufacturers in the U.S. and in other countries worked with NHTSA,
culminating in a meeting with more than 100 participants in October, 1996. Focus groups
and clinics helped the agency converge on the best solution - easy-to-use "soft" or flexible
attachment points with a top tether for increased safety.
What are the estimated benefits of the system?
The new universal attachment system will vastly reduce the difficulty and frustration owners
have with current child seat designs. There will be corresponding gains in proper, effective
use. NHTSA conservatively estimates that the proposed system itself will save 24 to 32 lives
each year, and prevent up to 3,600 injuries.
What is the cost to the consumer?
NHTSA estimates that at the retail level, the new system will add about $14 to the cost of a
child safety seat. The added cost for a motor vehicle would be between $4 to $8.
This is for future vehicles -- what advice can you give parents now?
Just as with other products designed to protect children's health, the adults responsible must
read instruction sheets diligently. Both the seat instructions and the motor vehicle manual
must be carefully reviewed. Take note of how belts should be routed to hold the seat for
optimum security. If additional hardware is supplied with the seat, learn how to attach and
use it.
NHTSA operates a toll-free Hotline number, 1-800-424-9393. While NHTSA cannot
provide instruction on individual seats, the agency can send helpful printed information and
the contact phone numbers for manufacturers. Local hospitals can often provide information
or referrals to child safety organizations.
What is DOT doing to stop air bags from killing and injuring children?
DOT has announced a seven step approach to reduce air bag dangers:
new, bold warning labels in vehicles
new warning labels on child safety seats
phase-in schedule for the next generation or "smart" air bags
extend time period for existing policy of permitting cut-off switches in vehicles with
no rear seat
allow manufacturers to take some power out of air bags
allow owners of existing vehicles to have their air bags disconnected
increase public awareness
FEB 11 '97 05:11PM DOT/SECRETARY OFFICE
P.9/9
DRAD Background on Universal Attachment Child Restraint System
Motor vehicle crashes are a major cause of death of children ages five and under in the
United States and abroad. In the U.S., these crashes result in 600 deaths and 70,000 injuries
yearly of children in this age group. Child seats are very effective in reducing the chance of
death and serious injury if properly installed and used. Unfortunately, a large number of
seats are not used properly, resulting in a substantial reduction in their effectiveness. These
child seats rely on the vehicle belt system to be restrained to the vehicle seat. These belts
are built to protect all sizes of adults passengers but also a wide range of ages of children. It
is a very difficult task to design and build these belts and to accommodate all these age
groups without compromising some safety protection.
The effectiveness of child seats is also reduced by incorrect securing of children and child
restraints. To properly install child seats, devices such as lockable retractors, locking clips,
and supplemental belts must be used in many cases. Many people installing a child seat are
either unfamiliar with the use of these devices, or unable to understand instructions
concerning their proper use. People generally are frustrated about the difficulty in installing
child seats correctly in vehicle seats.
In February 1995, the National Highway Administration announced the formation of a Blue
Ribbon Panel of safety experts to recommend ways to install and use child seats. The
agency undertook an extensive evaluation program of the various solutions to this problem.
In turn, more than 20 US and foreign manufacturers of motor vehicles and child seats have
petitioned to require a universal system dedicated to only attach child seats to motor vehicles.
On October 16 and 17, 1996, DOT held a meeting with about 100 representatives from the
US, Canada, Europe, Japan, Australia and New Zealand. The findings of the meeting
showed that all options seemed to improve the current situation, but a system proposed by a
group led by General Motors, consisting of 14 manufacturers of motor vehicles and child
seats, offers the most advantages to solving this problem with the lowest cost impact to
consumers. The system uses a "buckle and latchplate" similar to that currently used in motor
vehicles. The system also uses an upper attachment or tether.
NHTSA is proposing a universal attachment child seat system that is based on the GM
concept that uses two lower flat latchplates located where the seat back and cushion come
together and an upper ring on the package shelf. Current child seats would be modified to
have two belts with a buckle on each side of the seat and a belt with a hook to attach the
child seat to the top anchor. A second child seat system that is predominantly supported by
European manufacturers but is more costly, would be allowed as long as it has an adapter to
allow it to attach to the proposed universal attachment system. The proposal requires that
vehicles -- all passenger cars, light trucks and vans-- have two seating positions equipped
with the universal attachment system. It requires that child seats equipped with a universal
attachment system also be usable in current vehicles that are not equipped with a universal
attachment system.
The proposal requires a two-year lead time and is expected to save 24 to 32 lives and prevent
2187 to 3615 serious injuries of children of ages less than five yearly. The proposal would
result in increasing the price of a child seat by about $14 and the vehicle by $4 to $8. The
system has been harmonized with the international safety community and is expected to have
the support of all US child restraint manufacturers and child safety organizations.
patients
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997 DRAFT
Announcement
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), X will propose a new universal attachment
system for child safety seats.
All new passenger cars, vans, and trucks - and all new child safety seats - will have a
standard attachment. Vehicle seats will be required to have two flat latch plates -- like those
for safety belts located where the seat back and cushion come together. Child safety seats
would
will have a belt with a buckle on each side of the seat to attach to the vehicle latch plates. To
secure the top, there will be a ring behind the vehicle seat and a strap on the child seat that
hooks onto the ring.
dozens or
o
The proposal is expected to improve proper use of safety seats, saving lives and
Thousands
preventing 2187 to 3615 injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
will take effect two years-after NHTSA issues a final rule.
Add cost estmate
would.
Background
Child safety seats, when used properly, are the most effective safety device available for small
children. They reduce the risk of fatality for infants (up to age 1) by almost 70 percent and for
toddlers (ages 1 to 4) by over half. All fifty states and the District of Columbia have laws
requiring their use. But child seats are often difficult to use properly, and not all 100 models of
estwated
safety seats available fit in all 900 passenger vehicle models. As a result, 80% of the time
parents and caretakers fail to properly secure children in seats or fully attach seats to vehicle,
putting children at risk. And two many parents don't use seats at all toddlers are in car seats
Mardes st
only 60% of the time. Properly securing children in car seats 100% of the time would save
200 lives annually.
In 1995 Transportation Secretary Pena and NHTSA Administrator Ricardo Martinez convened
a "Blue Ribbon Panel" of experts including automobile and safety seat manufacturers, the
medical community, and safety advocates to recommend ways to solve the problems
associated with the installation and use of child safety seats. The panel's top recommendation
was a uniform attachment system like that proposed today.
At actums talen
President Clinton's Child Transportation Safety Agenda Includes:
Zero tolerance of alcohol At the President's urging, Congress passed legislation and DOT
subsequently issued a rule requiring states to pass laws making it illegal for people under 21 to
drive with any alcohol in their blood.
Teen drug tests as a condition of drivers licenses the President directed Federal agencies
to develop a plan to reduce teen drug use by-testing minors applying for drivers' licenses
Measures to make air bags safer -- DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
DOT proposed rules to depower air bags/so they will be safer for children and to allow owners
to deactivate air bags where appropriate. DOT plans to propose to phase in "smart" air bags.
DOT also launched a public-private education campaign to teach families about air bag safety.
Increasing seat-belt use The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally.
tosing wo
and drugged drung resing and other
massures,
Eliz -
January 24, 1997
whit d. r
MEMORANDUM TO:
thank?
DON BAER
BRUCE REED
BR
FROM:
RAHM EMANUEL
RE:
CHILD PASSENGER SAFETY WEEK EVENT
Marydas
February 10-14 is Child Passenger Safety Week sponsored by the Department of Transportation.
The DOT is trying to put together an event with the President. Enclosed are the National
Highway Taffic Safety Administration's suggestions for this event. What do you think of these
ideas?
Also, I just wanted to pass along an idea for an education event February 7 or 8. What do you
think of this idea?
- Lisa Grove -
7
GOOD - resonate w/people -
EGI
OIRA
policy 800% misuse
500 lives saved annually w/100% Caplian le
Cost Dor - 150 bar 8$2.7 million per adult saved.
nile sareo million 20-30 - $5 Ives millon per love seved life
kids have more years of life lost.
JAN 17 '97 11:35AM DOT/SECRETARY OFFICE
P.2/3
Memorandum
U.S. Department
of Transportation
National Highway
Traffic Safety
Administration
Subject:
Child Passenger Safety Week
Date:
Philip
Reply to
From:
Attn. of:
Deputy Administrator
To:
Kitty Higgins
This memorandum is in response to your conversation with Jackie Lowey. February 9-16, is
the annual Child Passenger Safety Week. Suffice it so say, child passenger safety issues are
very much in the news, and deserving of some important message from the White House.
We at the National Highway Traffic Safety Administration (NHTSA) have considered a
number of ideas that might be the basis of a Presidential event or message. One idea we
considered, and which I understand is also being considered at the White House, is to have the
Department of Transportation (DOT) submit its report on how to increase seat belt use in the
country (i.e., the subject of the President's recent directive to DOT) to the President during the
week, and build an event around the report and its recommendations. The report no doubt will
contain recommendations on improving the quality and enforcement of child passenger safety
laws. The event could feature the presence of child safety groups, legislators, police, etc., with
the President delivering a strong message about the need to properly restrain children when
driving.
While such an event has some obvious-appeals, it also has some drawbacks. Most particularly,
the directive to prepare the report dealt with all occupants, not only children. Also, from the
highway safety community's point of view, the most critical current seat belt issue is the need
to encourage states to upgrade their adult seat belt laws from secondary to primary
enforcement laws. To the extent the report is unveiled at an event focused on children, the
recommendations on how to encourage primary seat belt laws may not get the attention they
deserve. Moreover, the President may not get the credit he will otherwise get for embracing
such recommendations.
An alternative idea, and one which NHTSA is enthusiastic about, involves the release of our
rulemaking proposal (NPRM) on child safety seat compatibility. Currently, there are over 30
different models of child seats in the market. Moreover, there are over 100 different models of
cars and trucks sold in the U.S. There is no uniform system of attaching child seats to such
vehicles; nor are there any requirements as to the size of the child seats or the vehicle seats into
which they are supposed to fit. All this has led to a situation where a significant number of
Bath
SAFETY BELTS SAVE LIVES
JAN 17 '97 11:35AM DOT/SECRETARY OFFICE
P.3/3
child seats are not compatible--by virtue of their size, design, or attachment scheme--with a
significant number of vehicles. Parents who must buy child seats are often bewildered trying to
choose the right one for their vehicle. Even when they do so, parents are often confused by
the attachment instructions. Shocking as it may seem, numerous surveys have shown that
approximately 80% of parents do not succeed in properly locating and/or attaching their child
seats in their vehicles. Of course, when child seats are not used properly, their safety benefits
are greatly diminished.
Approximately 2 years ago, NHTSA created a blue ribbon commission of child seat makers,
auto manufacturers, and health and safety groups to make recommendations to NHTSA on
how best to solve this problem. From/the start, the group recommended improved consumer
information for parents. On the technical side, the group focused on developing a uniform
attachment mechanism which would eliminate one of the major causes of child seat:car seat
incompatibility and thereby simplify the processes both of choosing the right child seat and of
attaching it properly.
In recent weeks, after receiving the commission's most recent recommendations on the matter,
NHTSA decided to propose a particular system of uniform attachments, and began drafting an
NPRM on the subject. Essentially, the proposal will require child seats to have either a mini-
seat belt tongue (called the "soft attachment" option), or a rigid cylindrical attachment, on
either side of the seat. Vehicles, in turn, will be required to have mini-seat belt latches which
are capable of receiving either the soft or rigid attachment from the child seat.
NHTSA believes that an excellent event could be built around the release of the NPRM. Child
safety groups, consumer organizations, seat makers, and car companies will applaud a solution
on this most vexing consumer problem. The President can highlight the fact that, while this
problem has been around for years, his is the first administration to even try to tackle it, let
alone solve it. Moreover, he can use the event to deliver a strong message about the need for
parents to use child safety seats on every trip, and to be careful to install them properly.
While the focus of the NPRM would be children ages 0-4/5, the President of course could also
discuss the critical need for older children, who no longer need to be in child seats, to buckle
up as well.
Please let me (366-2775) or Jackie (366-6800) know if we can provide additional information
about any of these matters.
cc: Jackie Lowey
Redrafts 3:00 pm
President Clinton Announces new Uniform, Easy-to-Use System
for Attaching Child Safety Seats to Vehicles
February 15, 1997 DRAFT --
Announcement
President Clinton announced today that the Department of Transportation (DOT), National
Highway Traffic Safety Administration (NHTSA), will propose a new universal attachment
system for child safety seats
would
All new passenger cars, vans, and trucks -- and all new child safety seats -- will have the
standard attachment. Vehicle seats will be required to have two flat latch plates -- like those
for safety belts -- located where the seat back and cushion come together. Child safety seats
would will have a belt with a buckle on each side of the seat to attach to the vehicle latch plates. To
secure the top, there will be a ring behind the vehicle seat and a strap on the child seat that
hooks onto the ring.
thousands of
dozens of
The proposal is expected to improve proper use of safety seats, saving 24 to 32 lives and
preventing 2187 to 3615 injuries annually of children four years old and younger. It is
also expected to increase safety seat use by reducing consumer frustration. The requirements
one
will (woud take effect two years after NHTSA issues a final rule.
Sally -not quartied
Background
in meande-ok
TO
Child safety seats, when used properly, are the most effective safety device available for small
Say
?
children. They reduce the risk of fatality for infants (up to age 1) by almost 70 percent and for
toddlers (ages 1 to by almost half. All fifty states and the District of Columbia have laws
requiring their use. But child seats are often difficult to use properly, and not all 100 models of
safety seats available fit in all 900 passenger vehicle models. As a result, au estimated 80% of
roughby
the time [need cite] parents and caretakers fail to properly secure children in seats or fully
attach seats to vehicle, putting children at risk. And two many parents don't use seats at all
toddlers are in car seats less-than 60% of the time. Properly securing children in car seats
100% of the time would save 200 live annually.
In 1995 Transportation Secretary Pena and NHTSA Administrator Ricardo Martinez convened
a "Blue Ribbon Panel" of experts including automobile and safety seat manufacturers, the
medical community, and safety advocates to recommend ways to solve the problems
associated with the installation and use of child safety seats. The panel's top recommendation
was a uniform attachment system like that proposed today.
Actims Taken by to enherce AH
viging The Congress passed
President Clinton's Child Transportation Safety Agenda Includes:
Zero tolerance of alcohol the President called for legislation and DOT subsequently issued
a rule requiring states to pass laws making it illegal for people under 21 to drive with any
alcohol in their blood.
Status
Teen drug tests as a condition of drivers licenses the President directed Federal agencies
to develop a plan to reduce teen drug use and drugged driving by testing and other measures
(Dentis)-
applysis for
Measures to make air bags safer DOT issued final rules requiring bold warning labels on
vehicles and child safety seats and permitting cut-off switches on vehicles with no back seats;
and to
DOT proposed rules to depower air bags so they will be safer for children allow owners to
deactivate air bags where appropriate and phase in "smart" air bags. DQT also launched a
public-private education campaign to teach families about air bag safety.
Increasing seat-belt use The President directed DOT to develop a plan, due in March, to
signfiicantly raise seatbelt use rates nationally
the enged parents to
STET
Dor plans to proposet
by drug testing minors applying
planst
next
for driver's liunses.
to
TO
Q last December the President dissussed
theser highlighted nes
Regulators Plan
Safety Rules
THE WALL STREET JOURNAL
THURSDAY. FEBRUARY 13, 1997
For Child Seats
By ASRA Q. NOMANI
Continued From Page B1
Staff Reporter of THE WALL. STREET JOURNAL
problems all too well. In 1994, his three-
Federal regulators are about to change
1995 also don't hold child seats securely.
year-old niece, Dana Hutchinson, died
the way children get strapped into cars.
"We all have to take the blame,"
when her child seat flew forward in a
Most consumers assume their kids
says John Grosh, engineering and quality
crash and her head struck the dashboard of
are perfectly safe in child seats. What they
assurance manager at car-seat maker
the Mercury Cougar, made by Ford Motor
don't know is that many of the more than 50,
Gerry Baby Products Co., a unit of Huffy
Co. Dana's father thought he had secured
varieties of child seats currently on the
Corp. "Think about an electric outlet. Can
her safety seat to the front passenger seat.
market can't be safely secured by the
you imagine if everyone that made a TV or
But later, scouring the car manual for an
30 or so different seat-belt systems that
microwave built a different plug? That's
explanation, Dana's father and uncle
auto makers use. The results can be
what happened with car seats."
Although consumers could buy hard-
found that the child seat was incompatible
tragic. The National Highway Traffic
ware to tighten the slack on seat belts,
with the Cougar's seat-belt system, and
Safety Administration says 80% of child
required special hardware to make it
seats are secured in cars incorrectly; an
most dealers don't know enough to recom-
safe.
estimated 600 children under five years of
mend it. And most user manuals are SO
complicated that even the most diligent
Mr. Colella, 31 years old, and his
age die each year in crashes because they
brother-in-law searched at six Ford
weren't properly restrained.
parents can get discouraged.
dealers to find the seat-belt hardware that
NHTSA is expected to propose rules
Joe Colella knows about car seats'
could have saved Dana. "The seventh
as early as this week backing a General
dealer had it," he says. "It's a cliche to say
Motors Corp. design that t-would change the
this will all be worth it if we save one kid's
way safety seats are attached to vehicles.
life. But it's true."
The proposed changes could cause safety
NHTSA chose a redesign that was
seats to double in price. with far-reaching
backed by GM and the country's major
effects on the S2 billion safety-seat indus-
child-seat makers, including Gerry, Cen-
try. But they also could ignite opposition
tury Products Inc. and Evenflo Juvenile
from auto-industry opponents that endorse
Furniture Co., a division of Spalding &
a different design.
Evenflo Co., according to people familiar
The new design would require car
with the matter. But it rejected a different,
makers to install fixtures that would
more costly anchoring system endorsed by
anchor child seats in cars, industry and
a group of European car makers along with
government officials say. Child-seat
Ford Motor Co. and Chrysler Corp. The
makers would also have to redesign their
European proposal would attach the child
products to fit the new fixtures.
seat to a D-shaped bar installed where the
New child seats would have two straps
seat back meets the seat bottom. This plan
that would buckle to latches mounted be-
would boost the cost of child safety seats to
tween the seat cushion and the seat back. A
as much as $175.
"tether" strap attached to the top of the
Car-seat maker Cosco Inc., a unit of
child seat would hook onto a spot near the
Dorel Industries Inc., offered another plan
rear window, possibly on the car-roof
to have vehicle makers install new lap
interior, to reduce the child's head move-
belts to give child seats a tighter fit, but
ment in a crash. Although one person
NHTSA has rejected that as providing
familiar with the plan compares the com-
insufficent protection.
plexity of the design to "a medieval torture
The new rules would likely be phased in
system," it wouldn't depend on seat belts,
to go into effect in 2002 for all new vehicles
eliminating one of the potential problems
and child seats. NHTSA officials tell auto
with today's models.
and seat industry officials they plan to
GM estimates its proposal would in-
issue proposed new regulations "immi-
crease to $100 the price of a child seat that
nently" but won't detail their conclu-
sells today for about $55. That has raised
sions.
fears among some manufacturers that
Mr. Colella, meanwhile, has been cru-
some customers might be discouraged
sading from a cramped office in German-
from buying new seats: But GM says the
town, Md., for regulatory changes to en-
proposal likely wouldn't raise car prices
sure that child seats work. "When I started
much, because the changes would repre-
I wanted something done yesterday for the
sent such a small part of overall manufac-
next model year," he says. "It's finally
turing costs.
happening:
Industry, government and auto-safety
officials have crossed the globe since the
mid-1980s in an effort to find a way to
standardize and improve the way child
seats are secured in cars. NHTSA's propos-
als are "a big deal," says Kathleen
Weber, director of the child-passenger
safety program at the University of Michi-
gan Medical School. "It will be a huge
departure from the child-seat regulations
we've had in place since the 1970s."
Currently, most child seats are
strapped in by seat belts that are designed
to fit loosely around an adult until there is
a crash. Thus, their hold on a child seat is
often lax. A properly installed child seat
wouldn't move from side to side or forward
more than one inch.
Making the problem worse, child seats
aren't compatible with many new seat-belt
designs created to make belts more com-
fortable for adults. Child seats aren't held
tight enough when they strapped in by
belts that attach to buckles protruding
from the cushion backs on a stiff stalk, or
by door-mounted seat belts. The adjusta-
ble belt latches on cars built before Sept. 1.
Please Turn to Page B16, Column 1
Date: 02/15/97 Time: 08:28
CPresident orders parent-friendly rules for child safety seats
WASHINGTON (AP) President Clinton is ordering new government
standards to make goof-proof child safety seats the rule of the
road'' and reduce the number of children killed and injured in car
wrecks.
Under new Transportation Department regulations announced in the
president's weekly radio address this morning, every child safety
seat on the market would be standardized by 1999, ensuring that any
seat would easily fit any vehicle.
EMBARGOED FOR 10:06 a.m. EST.
No more variations in the way they attach to confuse and
frustrate parents, the president said. ``We're moving closer to the
day when safe well-attached car seats will be the rule of the
road.
Under the regulations, every child safety seat would have two
standard buckles at its base, and every new car would be equipped
with standard latches in the back seat specially designed to fasten
to these buckles.
A universal attachment system for kids' car seats was
recommended in 1995 by a panel of experts commissioned by the
National Highway Traffic Safety Administration.
The transportation agency says some 80 percent of child car
seats are not properly installed, contributing to the deaths of
some 350 preschool children in 1995 traffic accidents. Properly
used restraints are thought to reduce the risk of death or serious
injury for toddlers by more than half.
Phil Haseltine of the American Coalition of Traffic Safety, who
headed the NHTSA panel, estimated that standardizing child seats
would add between $11 and $20 to the cost of a safety seat. Most
child seats now cost between $40 and $125, he said.
Kids will be safer and parents will be certain they're doing
everything right, said Joe Colella, executive director of The
Dana Foundation, who has been lobbying for a universal model since
his 3-year-old niece, Dana, was killed in a 1993 crash.
She was in a car seat that should have saved her life, if not
for being improperly installed, he said.
Colella offered a tip to parents waiting out the new equipment:
If a car seat can be pulled forward or side-to-side by more than an
inch, it's not strapped in right.
White House press secretary Mike McCurry, a father of three
young children, put the problem in plain English: You never know
how to get the little thingy in through the back and get it stuck
into the little deal
You never know if it's plugged in or
not.
It's a mess, so we're going to fix it, he told reporters
Friday.
APNP-02-15-97 0835EST