He added, «It`s not a regulation, it`s not a rule, just federal leadership.» NHTSA`s ten regional offices and their staff help states identify their road safety issues and evaluate safety programs and activities. Provide training to local program managers; and provide NHTSA program publications and manuals, safety promotional materials, and other resources. After the Federal Highway Assistance Act of 1956, concerns about the impact of Interstate Highway construction led to simultaneous concerns from the road safety community about delays in the program. Access control to the proposed interstate system, one of the key security features, was a major concern as it differed from the common full access on most numbered U.S. highways that formed the existing interstate highway system. The Order in Council authorized the Committee to continue to present advisory groups such as the Business Advisory Council and to form others to carry out its activities. Through these connections, the committee aims to «help municipal leaders develop effective support organizations, help officials identify specific needs and implement corrective actions, plan and lead road safety education efforts nationwide, and advance all areas of road safety.» The committee would also work with federal, state and local officials and interested national organizations, «encouraging them to study road safety needs, adopt uniform transportation laws and regulations, and implement balanced road safety programs.» Minister Mueller tasked the OPI, under the authority of Federal Highway Administrator Bertram Tallamy, with establishing and maintaining the Driver Register. Müller stressed, however, that the federal government does not enter into the areas of driving licences or traffic enforcement. Under the provisions of the new Act, the registry would be operated as a voluntary federal enterprise of the State. The report considered the many elements of road design, including lanes («a lane width of 12 feet is required on major road facilities»), hard shoulders («at least 10 feet wide to accommodate trucks while allowing for nominal lane clearance»), safety cross sections («reduces the likelihood of vehicles tipping over»), visual distance («must correspond to traffic speed») and bottlenecks, and Danger Points («Remedial treatments can be carried out on a selective schedule to meet the most urgent need first»). In addition to these mistakes, Moynihan explained that the «greatest malservice of the Road Safety Council» was the emphasis on individual responsibility in the event of an accident: The President`s Committee on Road Safety, which worked through its advisory board, «was very helpful» in assembling and leading «the many powerful privacy forces dedicated to reducing traffic accidents.» However, the report requires a parallel group in government circles to «develop formal programs of equal scope and promote their use at all levels of government, federal, state and local.» The report recommended that the Minister of Commerce assume the chairmanship, together with other members, including the Minister of Defence; the Minister of Health, Education and Welfare; the Chairman of the Interstate Commerce Commission (ICC); and the Chairman of the Federal Communications Commission (FCC).
Saul explained that because of the Byrd Amendment, the program was extended beyond the original 13 years to 15 or 16 years (named after Senator Harry Flood Byrd (D-Va.), chairman of the Finance Committee, the Byrd Amendment required that allocated funds be reduced if the Highway Trust Fund was at risk of running a deficit). But Saul was more concerned about the need for public hearings and their «potential to impede and delay the program.» He considered the hearings «democratic and appropriate,» but he had one major concern about who would show up: President Eisenhower`s last act in the name of highway safety came on December 2, 1960, when he signed Executive Order 10898 establishing the Interdepartmental Bureau of Highway Safety. The Commission should «take the direction and direction of current and future official activities that affect traffic safety on public roads and highways, and establish a coordinated road safety program for federal agencies.» The Minister of Trade was appointed President of the Council, which included the Ministers of Defence and Health, Education and Social Welfare; the Minister of Posts, the President of the CCI and the Director of the GSA. From the beginning, the interstate system has been credited with having a potentially significant impact on road safety. The safety of Americans is directly affected by the choices we all make on the road while driving, driving, or walking. NHTSA works with local and state law enforcement agencies to ensure we comply with all traffic rules and works with other safety partners to address specific safety challenges, such as drinking or distracted driving. NHTSA works to educate Americans about this dangerous driving behavior and the things they can do to protect themselves and others. Nevertheless, the vehicle is «an extension of the driver`s capabilities and wishes». Since the «element of surprise» is the common denominator in most road accidents, «it is imperative that the driver or a fully proven failure mechanism has the best possible control over the vehicle.» Therefore, the vehicle should be studied as a road safety factor. One of the most effective countermeasures to reduce road fatalities is to create a general deterrent through high-profile law enforcement in collaboration with national and local law enforcement, such as Drive Sober or Get Pull Over and Click It or Ticket. that help reduce unsafe driving behaviour by increasing the perceived risk of being caught by law enforcement. In addition to leading and coordinating the road safety aspects of federal programs, the council would assess the continued need for road safety research to focus on «most needed research.» Advise and work with state and local authorities in the development, improvement and enforcement of road safety standards, such as uniform traffic laws, enforcement practices, accident records, driver approvals, automotive equipment and inspection, traffic engineering and safety education; carry out ongoing studies on national road safety needs in relation to the legislative and administrative needs of the Confederation; submit national road safety progress reports to the President; and perform such other duties as the President may direct.
By 1959, the Interstate Highway Program was in trouble. The OPR had prepared a new estimate that increased the cost from $27 billion to $41 billion (federal share: $37 billion). At the same time, Congress had increased building permits to counter a recession, but had not increased revenues to pay for additional work each year. Under the Byrd Amendment, this meant that the amount available for building the Interstate had to be reduced. Harris explained that at the end of his testimony before the Roberts Subcommittee in 1959, the president told him: The U.S. National Transportation Safety Board (NTSB) is an independent federal agency that provides certain safety guidance and investigates mass traffic accidents such as airplane and train accidents. The agency works on major investigations in the United States and abroad. The NTSB wants information from Board investigations to improve transportation safety.