Закон о безопасности дорожного движения и автотранспорта США 1966 года

United States federal law

The National Traffic and Motor Vehicle Safety Act was enacted in the United States in 1966 to empower the federal government to set and administer new safety standards for motor vehicles and road traffic safety. The Act was the first mandatory federal safety standards for motor vehicles. The Act created the National Highway Safety Bureau (now National Highway Traffic Safety Administration). The Act was one of a number of initiatives by the government in response to increasing number of cars and associated fatalities and injuries on the road following a period when the number of people killed on the road had increased 6 fold and the number of vehicles was up 11 fold since 1925. The reduction of the rate of death attributable to motor vehicle crashes in the United States represents the successful public health response to a great technologic advance of the 20th century—the motorization of the United States.

Systematic motor vehicle safety efforts began during the 1960s. In 1960, unintentional injuries caused 93,803 deaths; 41% were associated with motor vehicle crashes. In 1966, after Congress and the general public had become thoroughly horrified by five years of skyrocketing motor vehicle related fatality rates, the enactment of the Highway Safety Act created the National Highway Safety Bureau (NHSB), which later became the National Highway Traffic Safety Administration (NHTSA). The systematic approach to motor vehicle related injury prevention began with NHSB's first director, William Haddon. Haddon, a public health physician, recognized that standard public health methods and epidemiology could be applied to preventing motor vehicle related and other injuries. He defined interactions between host (human), agent (motor vehicle), and environmental (highway) factors before, during, and after crashes resulting in injuries. Tackling problems identified with each factor during each phase of the crash, NHSB initiated a campaign to prevent motor vehicle related injuries. When he signed the bill into law on September 9, 1966, President Lyndon B. Johnson noted that while 29 American soldiers had died over the recent Labor Day weekend, 614 Americans died in automobile accidents. In 1966, passage of the Highway Safety Act and the National Traffic and Motor Vehicle Safety Act authorized the federal government to set and regulate standards for motor vehicles and highways, a mechanism necessary for effective prevention The Highway Safety Act resulted in the national adoption of the Manual on Uniform Traffic Control Devices, while the National Traffic and Motor Vehicle Safety Act led to the national adoption of the Federal Motor Vehicle Safety Standards. Many changes in both vehicle and highway design followed this mandate. Vehicles (agent of injury) were built with new safety features, including head rests, energy absorbing steering wheels, shatter resistant windshields, and safety belts Roads (environment) were improved by better delineation of curves (edge and center line stripes and reflectors), use of breakaway sign and utility poles, improved illumination, addition of barriers separating oncoming traffic lanes, and guardrails. The results were rapid. By 1970, motor vehicle related death rates were decreasing by both the public health measure (deaths per 100,000 population) and the traffic safety indicator (deaths per VMT). Government and community recognition of the need for motor vehicle safety prompted initiation of programs by federal and state governments, academic institutions, community based organizations, and industry. NHTSA and the Federal Highway Administration within the U. S. Department of Transportation have provided national leadership for traffic and highway safety efforts since the 1960s. State and local governments have enacted and enforced laws that affect motor vehicle and highway safety, driver licensing and testing, vehicle inspections, and traffic regulations. Factors that may have contributed to this decline included increased public awareness of the dangers of drinking and driving; new and tougher state laws; stricter law enforcement; an increase in the minimum legal drinking age; prevention programs that offer alternatives such as safe rides (e. g., taxicabs and public transportation), designated drivers, responsible alcohol serving practices and a decrease in per capita alcohol consumption. Strategies that had contributed to improved motor vehicle safety among young drivers included laws restricting purchase of alcohol among underaged youths
Pedestrians: From 1975 to 1997, pedestrian fatality rates decreased 41%, from 4 per 100,000 population in 1975 to 2.3 in 1997 but still account for 13% of motor vehicle related deaths. The prevalence of safety belt use after enactment of primary laws increased 1.5 4.3 times, and motor vehicle related fatality rates decreased 13% 46%. From 1975 to 1997, deaths among children aged less than 5 years had decreased 30% to 3.1 per 100,000 population, but rates for age groups 5–15 years had declined by only 11% 13%. In addition, parents failed to recognize the need for booster seats for children who were too large for child seats but not large enough to be safely restrained in an adult lap shoulder belt.

Systematic motor vehicle safety efforts began during the 1960s. In 1960, unintentional injuries caused 93,803 deaths; 41% were associated with motor vehicle crashes. In 1966, after Congress and the general public had become thoroughly horrified by five years of skyrocketing motor vehicle related fatality rates, the enactment of the Highway Safety Act created the National Highway Safety Bureau (NHSB), which later became the National Highway Traffic Safety Administration (NHTSA). The systematic approach to motor vehicle related injury prevention began with NHSB's first director, William Haddon. Haddon, a public health physician, recognized that standard public health methods and epidemiology could be applied to preventing motor vehicle related and other injuries. He defined interactions between host (human), agent (motor vehicle), and environmental (highway) factors before, during, and after crashes resulting in injuries. Tackling problems identified with each factor during each phase of the crash, NHSB initiated a campaign to prevent motor vehicle related injuries. When he signed the bill into law on September 9, 1966, President Lyndon B. Johnson noted that while 29 American soldiers had died over the recent Labor Day weekend, 614 Americans died in automobile accidents. In 1966, passage of the Highway Safety Act and the National Traffic and Motor Vehicle Safety Act authorized the federal government to set and regulate standards for motor vehicles and highways, a mechanism necessary for effective prevention The Highway Safety Act resulted in the national adoption of the Manual on Uniform Traffic Control Devices, while the National Traffic and Motor Vehicle Safety Act led to the national adoption of the Federal Motor Vehicle Safety Standards. Many changes in both vehicle and highway design followed this mandate. Vehicles (agent of injury) were built with new safety features, including head rests, energy absorbing steering wheels, shatter resistant windshields, and safety belts Roads (environment) were improved by better delineation of curves (edge and center line stripes and reflectors), use of breakaway sign and utility poles, improved illumination, addition of barriers separating oncoming traffic lanes, and guardrails. The results were rapid. By 1970, motor vehicle related death rates were decreasing by both the public health measure (deaths per 100,000 population) and the traffic safety indicator (deaths per VMT). Government and community recognition of the need for motor vehicle safety prompted initiation of programs by federal and state governments, academic institutions, community based organizations, and industry. NHTSA and the Federal Highway Administration within the U. S. Department of Transportation have provided national leadership for traffic and highway safety efforts since the 1960s. State and local governments have enacted and enforced laws that affect motor vehicle and highway safety, driver licensing and testing, vehicle inspections, and traffic regulations. Factors that may have contributed to this decline included increased public awareness of the dangers of drinking and driving; new and tougher state laws; stricter law enforcement; an increase in the minimum legal drinking age; prevention programs that offer alternatives such as safe rides (e. g., taxicabs and public transportation), designated drivers, responsible alcohol serving practices and a decrease in per capita alcohol consumption. Strategies that had contributed to improved motor vehicle safety among young drivers included laws restricting purchase of alcohol among underaged youths
Pedestrians: From 1975 to 1997, pedestrian fatality rates decreased 41%, from 4 per 100,000 population in 1975 to 2.3 in 1997 but still account for 13% of motor vehicle related deaths. The prevalence of safety belt use after enactment of primary laws increased 1.5 4.3 times, and motor vehicle related fatality rates decreased 13% 46%. From 1975 to 1997, deaths among children aged less than 5 years had decreased 30% to 3.1 per 100,000 population, but rates for age groups 5–15 years had declined by only 11% 13%. In addition, parents failed to recognize the need for booster seats for children who were too large for child seats but not large enough to be safely restrained in an adult lap shoulder belt.