I am pleased we are holding this hearing on the Reauthorization of the
National Highway Traffic Safety Administration (NHTSA). This hearing should
allow us to examine the resource needs of this agency, and its current
priorities. I have always viewed a reauthorization of an agency, which is for a
fixed period of time, to be separate from decisions to change the underlying
laws which the agency administers. Should Congress, during the reauthorization
process, consider writing new laws for the agency to administer, we should be
guided by several factors:
First, we must guard against regulating before the experts have an
adequate understanding of both the problem we seek to solve and the effect
proposed solutions may have on overall safety and public health. Time after
time, when NHTSA has been forced to regulate without a complete understanding of
the problem and the ramifications of its proposed solution, the unintended
consequences have been grave. Good intentions alone are not sufficient for
regulating vehicle safety.
Second, we must not divert resources away from regulations and
innovations that have the most potential to save the greatest number of lives.
Every time Congress mandates that NHTSA promulgate a rule on a specific subject,
there is less time and money for NHTSA to spend on other safety priorities. As
information and research improve, we must allow the expert agency adequate
flexibility to determine what actions will save the greatest number of lives.
Third, we must recognize that irresponsible regulation of the
automobile will sacrifice important high paying manufacturing jobs. At a time
when this country is hemorrhaging jobs, we must take extraordinary care to
ensure that new regulations are both appropriate and implemented wisely.
The automobile industry is responsible for creating 6.6 million direct and
spin-off jobs across the United States, and it produces more than $243 billion
in payroll compensation. A manufacturer typically does not begin to realize a
profit for a particular vehicle model until the 3rd or 4th year of that model's
cycle.
There are legislative proposals currently being considered that would require
multiple redesigns of most models of cars and trucks across the fleet over a
short period of time. The cost of such mandates, while unknown, is estimated to
be in the billions of dollars. The effect that poorly planned regulations, such
as those, could have on employment is unnerving. And possible safety gains from
ongoing voluntary efforts could be placed in jeopardy.
There are times when legislative action is necessary. We worked diligently in
this Committee on the TREAD Act, and that law continues to yield fruit today.
The Early Warning System established under TREAD helps NHTSA and manufacturers
identify problems sooner and recall affected vehicles faster.
Due in part to the TREAD Act's success, times have changed.
- NHTSA has established an aggressive agenda for vehicle safety that will be
implemented on a responsible timetable.
- Consumers are demanding safer vehicles and manufacturers have responded.
According to JD Power and Associates, 9 out of the 10 most popular vehicle
options now relate to safety.
- Every major manufacturer has joined forces with the Insurance Institute
for Highway Safety to create an unprecedented voluntary agreement on vehicle
compatibility that is enforceable by Federal regulators. The same working
group is also continuing its efforts on the issue of rollover avoidance and
crash worthiness.
But we must not forget that, in the end, human behavior remains the most
significant factor in reducing motor vehicle fatalities. There were
approximately 36,000 occupant fatalities in 2001, yet when you remove from that
statistic accidents involving alcohol and unbelted passengers, the number drops
by about 75 percent. Over 17,000 occupant deaths were related to alcohol in
2002, and that number continues to climb. That is an outrage. And although
seatbelt usage is at a record high, there remains significant room for
improvement. In rollover accidents alone, more than 75 percent of passengers who
died were not wearing their seatbelts when the accident occurred. Whether it be
belt-minders, interlocks, Federal incentives, or primary seatbelt laws, we can
and should do more to increase seatbelt use.
Mr. Chairman, thank you for holding this hearing, and I thank the witnesses
here today for their assistance in addressing these important issues.
