January 22, 2014
Last Friday, David Shepardson of the Detroit News announced for NHTSA what many knew was coming: the 1993-2004 Grand Cherokee and 2002 – 2007 Jeep Liberty rear-impact fuel-fed fires investigation is over. No recall. The ornamental trailer hitch will stand as a symbolic gesture of a remedy.
This one has all the hallmarks of what has become an Office of Defects Investigation classic: design defect too difficult/costly to correct? Check. Bogus, untested remedy? Check. Appearance of action? Check.
You could tell that NHTSA was real proud of its work by the timing of the disclosure: 5 p.m. on a Friday before a holiday weekend. Classic public relations bury-the-news-and-hope-nobody-notices move. Release the information, and head home for the holidays. Classic and classy!
“Words cannot describe how disappointed I am in NHTSA and US DOT in general,” says Jenelle Embrey, the fiery Linden, Virginia woman who teamed up with the Center for Auto Safety to advocate for a recall on the older model Jeeps with the fuel tank aft of the rear axle design. Embrey launched her own crusade after witnessing the deaths of 18-year-old Acoye Breckenridge and the driver Heather Lee Santor in an October 2012 crash. Embrey’s dad, Harry Hamilton, managed to save one occupant of Jeep Grand Cherokee before it exploded.
January 10, 2014
Well, we cracked open our virtual newspaper the other morning and found a bunch of non-news – winter is cold, New Jersey Governor Chris Christie’s a bully, and such. On the inside page, however, was a non-news story of particular interest: Former NHTSA Administrator David Strickland is leaving public service to re-enter public service as a lobbyist for the venerable firm of Venable LLP, which describes its business thus:
“As the federal government’s regulatory reach expands, it is more important than ever to have a finger on the pulse of legislative and executive branch decision makers in Washington. Long recognized as one of the capitol’s leading law firms, Venable’s Washington office helps clients understand how evolving regulatory and policy issues can affect their businesses. The firm also assists clients in making their voices heard as policy is being crafted through both direct lobbying and the management of numerous issue-focused industry coalitions.”
On its website, Venable boasts about helping clients clear regulatory hurdles, and successfully defending clients in product liability cases involving asbestos, tobacco, automobiles, industrial chemicals, and consumer electronics, as one of the nation’s “top defense firms.”
In hiring Strickland, Venable described him thus:
“An advocate for public safety on the roads, David has impressed the industry with his accomplishments,” said Brock R. Landry, co-chair of Venable’s Government Division. “From the Hill to the Administration, David is well respected and understands the often complex regulatory process from different points of view. He will play a key role in the ongoing growth of our Government Affairs, Automotive, and Technology practices.”
We think that the thing industry will be most impressed by was the pass David Strickland gave Toyota’s electronics in the Unintended Acceleration crisis. Sure, the government fined Toyota to the max. But the automaker only had to pay penalties for failing to mount timely recalls for floor mat interference and sticky accelerator pedals. NHTSA whitewashed the problems of Toyota’s electronic throttle control system. And, it was still chump change to the automaker. More importantly, it gave Toyota a federal cover in litigation against claims of an electronics defect. And, while the explosive Bookout verdict kinda blew that cover off with the conclusion of two respected experts that Toyota’s software was dangerous spaghetti code, (See Toyota Unintended Acceleration and the Big Bowl of “Spaghetti” Code) Strickland, as Robin to Former Transportation Secretary Ray LaHood’s Batman, did his part.
January 8, 2014
Print 0 false false false EN-US X-NONE X-NONE Print 0 false false false EN-US X-NONE X-NONE When you’re trolling ebay looking for good deals on antiques, don’t forget to peruse the vintage tires. Some enterprising soul doing business as TireNetUSA has put up for purchase nearly 1,000 odd-ball, and very old “new” tires. Check it […]
January 2, 2014
Toyota is looking to close out its unintended acceleration crisis, with a speedy resolution to the remaining lawsuits out there. According to news reports, the automaker has been inspired by the Bookout verdict to settle a whole passel of UA lawsuits. Last month, for example, Toyota came to terms with Opal Gay Vance, a West Virginia woman who injured her neck and back, when her 2010 Camry suddenly accelerated, striking a trailer. The confidential settlement forestalled a trial set to begin on Jan. 21. In California, orders from judges in the U.S. District Court in Santa Ana and Los Angeles Superior Court opened the door to settlements in nearly 300 death and injury plaintiffs’ cases.
“We’re glad to see that Toyota has decided to approach this in a systematic and forthright way, and we look forward to seeing most of the pending claims settled in early 2014,” says attorney Donald Slavik of Robinson, Calcagnie, Robinson, Shapiro, Davis Inc. of Newport Beach, CA.
The race to empty the court dockets should not be confused with a conclusion to Toyota’s UA technical problems, which continue unabated. SRS took a stroll through the Vehicle Owners Questionnaire database, looking for 2013 UA complaints and found more than 300. They cover all of the classic scenarios, like this one:
“I backed my 2006 Toyota Corolla into a friend’s driveway, and then put the car into drive to straighten it a bit. The car suddenly without warning shot across the street (perhaps at 45-50 mph), went over a 6″ high cement retaining curbing, and across a lawn into another driveway. All the while I had my foot firmly on the brake (not the gas pedal). I swerved the wheel to avoid hitting a telephone pole, and the house. I finally got the car into neutral, and at last the brakes engaged, and I was able to stop the car avoiding a pick-up truck in the driveway and a tree. During this entire time the engine was loudly revving. Other than 3 shredded tires and 2 ruined rims, the car seems to be intact. I have contacted Toyota and hope for a successful resolution. The service manager at the dealership where this vehicle was purchased, however, said that since it is not under recall there is nothing they can do. Meanwhile I will be fearful every time I get behind the wheel, which I have yet to do! 3 new tires and 2 new rims is a small price to pay – it could have been my life! Had cars been passing by on this normally busy street, or children walking on the sidewalk on their way home from school – other lives as well could have been taken. This was a terrifying event! Judging from all of the similar stories written regarding this make, model and year, Toyota needs to do a recall to solve this problem once and for all.” (ODI 10496026)
December 13, 2013
Advocacy has always been a long game. Frances Molloy, the mother of a young British musician who died in a bus crash caused by a the failure of a 19-year-old tire, has met her first hurdle in a letter from the Secretary of State for Transport, declining to take any immediate action to limit the age of tires fitted on commercial buses.
Secretary Patrick McLoughlin held out the possibility of a more comprehensive action “including – possibly – through the imposition of restrictions on the use of tyres above a certain age via the existing vehicle inspection regime,” but said more research needed to be done.
“He’s given a lot of words,” Molloy says. “There’s nothing in this response. It’s just basically, I will commission research. Research is a delaying tactic. It’s stalling. We already know tires have a shelf life.”
McLoughlin met with Molloy and David Price, an expert in crash forensic analysis, on November 20 to talk about policy responses to the death of 18-year-old son Michael Molloy, who died in September 2012 with another 23-year-old passenger and the driver in a bus crash caused by the catastrophic failure of a tire with legal tread depth, but was 19-and-a-half-year-old. The tire had been purchased secondhand by Merseypride Travel, which owned the 52-seat coach. Michael’s death has resulted in posthumous honors involving his passion for music, but Frances Molloy is aiming for a comprehensive policy change.
McLoughlin’s letter to Maria Eagle, a member of the House of Commons representing the Molloy’s neighborhood in Liverpool, makes clear that the rubber industry’s reluctance to acknowledge its own long-held technical research on the relationship between rubber age and robustness took precedence. McLoughlin wrote:
“Although research is limited, it is clear to me that the association between the age of a tyre and its structural integrity is not fully understood. I noted the advice that Mr Price provided in our meeting but also recognise that the tyre industry suggests that other factors such as the maintenance of correct inflation pressures, regular use, and inspection for damage are more critical than a single limit on the age of a tyre. I have noted research from the USA that indicates artificially-aged tyres can fail safety tests but also note that their study replicated conditions of high ambient temperature and therefore cannot necessarily be directly related to conditions of use found here in the UK.”
December 3, 2013
The National Highway Traffic Safety Administration has had an open rulemaking docket on tire age degradation (i.e., thermo-oxidative aging) since 2003, but will the UK beat the U.S. to actual tire age legislation? Frances Molloy isn’t in an international race, but she is determined to see Great Britain adopt a tire age policy sooner rather than later. Molloy’s 18-year-old son Michael perished in September 2012 along with another 23-year-old passenger and the driver in a bus crash caused by the catastrophic failure of a 19-and-a-half-year-old tire. The tire had been purchased secondhand by Merseypride Travel, which owned the 52-seat coach. It had legal tread depth, but was older than Michael.
“The risk to life from old tires — no one can put a price on that. It’s been complete devastation,” says Molloy of the impact on her family. Michael, a promising musician, was on his way home after attending a musical festival in the Isle of Wight. “He was only 18 — there was no other reason for the crash in the inquest — other than the tire.”
Molloy, forensic crash investigator David Price and Surrey Coroner Richard Travers are campaigning to change the laws in Great Britain to prevent another such crash. In July, Travers formally announced that he would be writing a rule-43 report to alert the Secretary of State for Transport to the threat aged tires pose to public health. Travers’ report gives the Secretary a matched set. Three years ago, the Gloucestershire coroner did the same, after the 2009 death of Nazma Shaheen, whose crash was tied to the failure of a 13-year-old tire.
On November 20, Molloy and Price met with Secretary of State Patrick McLoughlin, who reports directly to the Prime Minister. He assured her a response in two weeks.
November 22, 2013
A high-profile seat-back failure case that delivered a $43 million plaintiffs’ verdict this summer also exposed major flaws in the work of a renowned researcher, whose studies are often cited by manufacturers in arguing against stronger vehicle seats.
Dr. David C. Viano, a former General Motors scientist, now a private engineering consultant, was retained by seat designer and manufacturer Johnson Controls to testify that the 2000 Dodge Neon seat at issue in Heco v. Johnson Controls was not defective, based, in part, on statistical analyses performed by Viano and his colleague at ProBiomechanicals LLC, Chantal Parenteau, using the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS).
A prolific researcher, Viano has reversed his positions on seat designs over the course of his career, from a proponent of stronger seat backs, and seat integrated belts as a GM Principal Scientist, to a defender of weak seat backs as an expert witness defending auto companies against litigation claims. As a high-profile figure in this area of automotive design, Viano’s current views have been accorded a weight that, his critics charge, is not supported by the quality of his research.
Viano declined to respond to these criticisms.
The Heco case emanated from an August 4, 2007 rear-impact crash. Dezmila Heco was stopped at a light in Essex, Vermont when she was rear-ended. Although Heco was wearing her seat belt, the 2000 Dodge Neon’s restraint system failed when the seat back collapsed. The force of the crash threw Heco into the rear of the occupant compartment, where she broke her neck, leaving her a quadriplegic. Over the course of the two-week trial this summer, a Chittenden County, Vermont jury found that the seat in Dodge Neon, designed and manufactured by Johnson Controls of Milwaukee, Wisconsin, was defective and the cause of her severe injuries. It awarded Heco and her sons more than $43 million.
November 7, 2013
Last month, Toyota hastily settled an Unintended Acceleration lawsuit – hours after an Oklahoma jury determined that the automaker acted with “reckless disregard,” and delivered a $3 million verdict to the plaintiffs – but before the jury could determine punitive damages.
What did the jury hear that constituted such a gross neglect of Toyota’s due care obligations? The testimony of two plaintiff’s experts in software design and the design process gives some eye-popping clues. After reviewing Toyota’s software engineering process and the source code for the 2005 Toyota Camry, both concluded that the system was defective and dangerous, riddled with bugs and gaps in its failsafes that led to the root cause of the crash.
November 1, 2013
Safety Research & Strategies, an automobile and product safety research and consulting firm, today filed its fourth Freedom of Information lawsuit against the U.S. Department of Transportation, alleging that it has improperly held documents regarding Early Warning Reports.
The lawsuit emanates from two instances in which manufacturers allegedly did not report serious injury claims against them to NHTSA, as required under the Transportation Recall Enhancement Accountability and Documentation (TREAD) Act’s Early Warning Reports (EWR) provision. One crash occurred in April 2009, involving a tire tread separation which resulted in an occupant sustaining a serious closed head injury. The second crash occurred in June 2010, involving the apparent failure of Harmony Lite Rider child restraint, which caused severe injuries to two young children.
“EWR data is supposed to alert the agency investigators to defect trends,” says SRS President Sean E. Kane. “But if manufacturers don’t report complete and accurate information, the system doesn’t work.”
Harmony, which manufactured the child safety seat and Nankang, the Taiwanese tire manufacturer, and Tireco, the tire importer, were notified of these claims via civil lawsuits in August 2010 and November 2011, respectively. Neither, however, showed up in a search of the manufacturer’s quarterly reports to NHTSA.
In March, SRS informed the director of the Office of Defects Investigation Frank Borris, and NHTSA’s Senior Associate Administrator for Safety, Daniel C. Smith, of these apparent omissions. The memo requested confirmation that these claims should have been submitted to the agency via a quarterly EWR submission, and “what actions the agency plans to take.” After receiving no reply, SRS submitted, in May, a Freedom of Information Act request, seeking any documentation that NHTSA followed up with Harmony, Nankang or Tireco, as well, as the agency’s policies and procedures around EWR, and a manufacturer’s failure to submit a reportable incident.
October 31, 2013
In the press, Carrie Carvalho was portrayed as a hero – an average consumer who successfully petitioned the National Highway Traffic Safety Administration to investigate inadvertent braking in Honda Pilots. In March, after NHTSA bumped up its investigation to an Engineering Analysis, Honda announced that it was recalling nearly 200,000 Pilot and Acura MDX and RL vehicles for a mis-manufactured bolt which could send incorrect signals to the electronic stability control system.
But file this story under: No Good Deed Goes Unpunished. Three years after the Arlington, Mass. woman first experienced her 2005 Honda Pilot braking to a hard stop on its own from 45 mph, her Pilot is parked in the driveway and her legal case is parked in the hands of attorneys, with no end in sight.
“This is absurd,” she says. “Basically, the fact that Honda is still reluctant to take responsibility is unacceptable.”
Carvalho and her attorney are now contemplating their next move, including filing a 93A Civil Complaint – so named for the Chapter in the Massachusetts state legal code outlawing “unfair methods of competition and unfair or deceptive acts or practices in the conduct of any trade or commerce.”
Behind the headlines, Carvalho has struggled, yet persisted in the face of a dangerous defect that neither Honda nor the Newton, Mass. dealership, Honda Village, were willing to repair correctly and of insulting compensation offers. The history of the defect itself illustrates the ever-growing catalogue of electronic component failures that trigger unintended consequences, wresting vehicle control away from the driver without warning and the need for a functional safety requirement for automotive electronics.