By Choi Sang Long
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Additional resources for An analysis of the relationship between HR professionals’ competencies and firms’ performance in Malaysia
S. manufacturers, however, in their continuing resistance to change, has become all too evident in the last several years, and it has hurt the entire nation. The pressures on this industry to adopt technological advancements, including inflatable restraints, will continue as the deaths and injuries continue to mount. NOTES 1. The other major categories of fatalities were: pedestrians (8071); motorcyclists (5143); bicyclists (964); large truck occupants (1287). S. Department of Transportation (hereafter referred to as NHTSA).
In 1955, Chrysler and Ford announced lap belts would be available as options, but it was not until 1964 that lap belts became standard equipment. Until that time, no anchorage attachments were available in vehicles sold without belts installed as options, making belt installation extremely difficult . In 1959, State Senator Edward Speno, chairman of the New York State Joint Legislative Committee on Motor Vehicles and Traffic Safety, decided seat belts should be factory installed, as are other critical vehicle systems.
Department of Transportation (hereafter referred to as NHTSA). 38 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. CLAYBROOK The preamble to the final automatic restraint rule as well as supporting documents discuss the life-saving value of restraint systems. 208, originally published as 42 FR 128, p. 3," NHTSA, July 1980, DOT/HS 805 474, p. 2," NHTSA, April 1979, DOT/HS 804 418, p. 12. Letter from Administrator, NHTSA, November 28, 1980, to presidents of General Motors, Ford, Chrysler, Toyota, Nissan, Volkswagen, Fiat, Renault, American Motors; Small Car Safety in the 1980's, NHTSA, December 1980, DOT/HS 805 729, pp.