Wednesday, September 28, 2016

Volkswagen recalls Audi Q7 for seat back defect.

The Automotive Fleet (9/27, 62K) reports the National Highway Traffic Safety Administration has announced that Volkswagen “is recalling 19,205 2017-MY Audi Q7 SUVs because the third-row seat backs may not remain in position during a crash.” According to NHTSA, “the third-row seat backs may move forward under load in certain situations, such as during a frontal collision,” and increase the risk of injury to a passenger.

        Additional coverage is provided by Consumerist (9/27, 61K) and Car Connection (9/27, 144K). 

GM recalling Cadillac CT6 for seat belt defect.

The Automotive Fleet (9/27, 62K) reports the National Highway Traffic Safety Administration has announced that General Motors “is recalling 131 2016 model-year Cadillac CT6 sedans because of a problem with the front-passenger seat belt.” NHTSA warns that “the bolt that connects the front passenger seat belt webbing to the seat’s anchor plate may be missing,” which can cause “the seat belt webbing” to possibly “detach from the seat anchor.” Due to this defect, “the seat belt ‘may not properly restrain the front seat passenger in the event of a crash, increasing the risk of injury,’” NHTSA wrote on its website.

        Additional coverage is provided by Carscoops (9/27, 7K). 

Tuesday, September 27, 2016

Takata failed to report 2003 airbag rupture to NHTSA, documents show.

The Hill (9/26, Zanona, 651K) reports the National Highway Traffic Safety Administration has released an internal report from Takata Corp. that “shows that the manufacturer did not inform U.S. safety regulators about” an incident in Switzerland in 2003 during which a Takata airbag inflator ruptured. NHTSA has issued Takata a fine “for not immediately reporting a known airbag safety defect,” but some lawmakers are calling for larger enforcement action.
        Automotive News (9/26, Welch, 185K) reports the documents released Friday also show “that of 245,000 recalled airbag inflators pulled from cars and tested, 660 ruptured,” illustrating “the risk to consumers who do not bring their cars in to have repairs performed or own vehicles that are not old enough to be eligible for the current round of replacement.”

        Additional coverage is provided by New York Daily News (9/26, Campbell, 3.83M), Cars (9/26, 897K), Detroit (MI) Bureau (9/26), and CNET News (9/26, 642K). 

Monday, September 26, 2016

Newly released memo suggests Ex-VW CEO knew of emissions deception before meeting with regulators.

Forbes (9/25, 14.92M) reports that Germany’s BILD Zeitung, citing a recently-uncovered July 30, 2015 Volkswagen memo, revealed that former Volkswagen CEO Martin Winterkorn knew of and instigated the attempted cover-up of the car manufacturer’s use of deceptive diesel emissions-testing software. BILD alleged that the memorandum evidenced that Winterkorn agreed to “partially” disclose details of the diesel engines’ “issues” in an informal meeting with CARB deputy executive Alberto Ayala.
        Bloomberg News (9/25, Donahue, 2.49M) adds that Winterkorn signed off to the plan on July 28, about seven weeks before US authorities unveiled Volkswagen’s emissions standards deception to the public. Winterkorn stepped down after the revelation and is now “the subject of a probe seeking to find out whether management was too slow to tell investors about the potential cost of the diesel-emissions scandal.”

        Audi CEO questioned in Volkswagen diesel emissions-cheating software probe. Reuters (9/23) reported American law firm Jones Day questioned Audi CEO Rupert Stadler earlier this week as a part of Volkswagen’s internal investigation into its diesel emissions test-cheating software. Reuters said that the supervisory board intended to discuss the findings of the inquiry on Friday; however, three sources familiar with the matter revealed that no evidence incriminated Stadler. 

New documents reveal Takata knew about airbag defects in 2003.

The Wall Street Journal (9/23, Spector, Subscription Publication, 6.37M) reports that a report released Friday shows that Japanese supplier Takata Corp. knew about the connection between its airbag design and safety risks back in 2003 but did not alert the authorities about tests in Switzerland that found the airbags could be deadly. A spokesperson for Takata said Friday that the company sends is “deepest” condolences to all “those who have been affected by the inflater failures.”

        Reuters (9/23, Shepardson, Lienert) reports “Takata also said in the report that its U.S. arm, not the parent company, was largely responsible for designing, testing and producing tens of millions of defective air bag inflators,” Reuters (9/23) also reports in a brief story. Law360 (9/23, Guarnaccia, 19K) also reports. 

Friday, September 23, 2016

Governments New Highly Automated Vehicle Guidelines Fail to Protect the American Public

The recent guidelines published by the National Highway Traffic Safety Administration NHTSA abdicate its mandate which would have resulted in thoughtful, thorough, national regulations that ensure, transparency, safety, and accountability, instead they are simply deffering to the industry to regulate itself and passing the buck down to the states. The guidelines clearly lack legally enforceable regulations and may allow the possibility of states  weakening  existing liability laws that protect consumers  and  permit manufacturers of unsafe and malfunctioning  vehicles to escape responsibility for harm caused when a highly automated vehicle (HAV)  crashes.
NHTSA must not delegate its regulatory responsibilities to the states. NHTSA must issue a minimum federal performance standard for Highly Automated Vehicles (HAV’s), and make clear there is no preemption. Designers and manufacturers must be held accountable for any harm HAVs cause.

This announcement should not be seen as an alternative to comprehensive safety standards, thorough oversight and strong enforcement. The promising benefits of HAVs are great, but the potential problems are too serious and the public safety risks are too momentous to be left to industry alone. Recent incidents involving the recall of tens of millions of vehicles and needless deaths and injuries due to faulty General Motors’ ignition switches, dangerous Takata airbags and cheating emissions systems in Volkswagen vehicles highlight how the industry easily conceals problems from both the public and the government.
The Department of Transportation (DOT) must use its federal regulatory authority to assure the American public of the safety of HAVs. Safety performance standards encourage competition among automotive companies because they help to assure a market for the real innovators and suppliers. The manufacturers always complain about new federal protections, but HAVs are a whole new technology with great promise but also with the potential for serious public harm.
The advent of this new technology and its release is happening so quickly that the NHTSA claims it is not ready to issue minimum regulatory performance standards. NHTSA has surrendered its Congressional mandate to manufacturers and the States. This is abhorrent of the National Traffic Safety Act. In doing so, it appears that we’re heading toward a hodge-podge of state regulations or no regulation whatsoever.
The addition of HAVs to the marketplace  represents a brand new area in which vehicle manufacturers will compete for sales.  There are billions of dollars of profits at stake. The more “autonomous” features that are offered, the greater the marketing opportunities. This certainly explains the frenzy of car companies to market each feature and to be the “first” with the “most” automated features.

Those who would market and profit from this technology – vehicle manufacturers and their suppliers – have organized major lobbying efforts suggesting that laws should be passed granting them immunity and shielding them from liability when injuries and deaths happen because of the failure of this new technology. They want taxpayers and state health care systems to fund their mistakes. That's not fair!

If corporations are confident that their highly automated vehicles will work properly and safely, why do they want immunity? Why should this industry get blanket protection?  Why should they even be worried about having to accept responsibility if their technology fails? Because history has proven that vehicle design changes, and especially those involving new technology, can cause injuries and deaths.

In their rush to introduce as many computer driven safety features as possible, and reap the profits of increased sales, car manufacturers must not put vehicles on our highways unless each feature has been properly designed and fully tested to be certain of their effectiveness.  To fail to do so would surely expose the motoring public to new and unidentifiable risks of injury and death.

Without well thought out regulations, the marketplace must  demand that each company that participates in the design, manufacture or sale of highly automated vehicles commit – publicly – to take full responsibility, including accepting legal liability – for collisions and their consequences when such features fail.

Given the extensive deference the NHTSA has shown to the industry when it comes to the safety of HAVs, the industry must chose to accept responsibility and accountability for the self-driving vehicles it puts on America’s highways and to which American citizens entrust the lives of our families. As companies work to develop HAVs and  collision avoidance technology (CAT) such as “lane departure warnings,” “lane departure steering control,” “auto brake features,” “frontal object detection,” “rearward object detection,” and “auto pilot,” it has become increasingly clear that consumers are totally reliant on manufacturer’s skills and willingness to provide the safest available systems. While the industries’ efforts, as well as the voluntary guidelines promulgated by NHTSA, are a good first step, countless safety concerns remain when it comes to HAVs and CAT that could expose consumers to unnecessary harm if they are not properly designed and fully tested. Recognizing this, every manufacturer should follow the lead of Volvo Cars, whose chief executive officer recently stated his company’s commitment:
Manufacturers should be held responsible if their autonomous technology causes car accidents. We are the suppliers of this technology and we are liable for everything the car is doing in autonomous mode.” –President and CEO Hakan Samuelsson, October, 2015.

          As HAVs become a reality, with the singular goal of making highway travel safer, it is vital that American consumers be able to trust that each manufacturer has made its vehicles safe and reliable. To this end,  every other vehicle and component manufacturer must join with Volvo Cars and make a public pledge to accept responsibility for harm and injury resulting from a collision that occurs because of the failure of an autonomous feature or when one of its automated systems either malfunctions or fails to perform as intended.  Absent such a pledge how can the NHTSA, the states and the American Public trust the safety of their families to these highly automated vehicles?

The guidelines do appear to indicate  DOT is planning to address these issues and seeking public comment for this new system of transportation; but it must not shy away from assuring public safety with minimum federal vehicle safety standards and means to hold manufactures responsible and accountable. It should not rely on mere guidance, deference to the industry and each individual state. NHTSA must not delegate its regulatory responsibilities to the states. NHTSA must issue a minimum federal performance standard for Highly Automated Vehicles (HAV’s), and make clear there is no preemption. Designers and manufacturers must  be held responsible and accountable for any caused when an HAV does not perform as intended or malfunctions.

Monday, September 19, 2016

Tesla Fatal Crash in China

GM requests year-long extension for recall of vehicles with Takata airbags.

Bloomberg News (9/16, Butters, Hull, 2.49M) reports that General Motors is requesting that NHTSA “delay by a year the mandatory recall of almost 1 million vehicles with airbags made by Takata Corp., saying the designated models have not been shown to carry the same risk as others linked to deaths and injuries.” In documents filed with the agency Friday, GM said its own tests on the faulty airbag inflators found them to be “not currently at risk of rupture,” having deployed 44,000 airbags in the test group with zero dangerous ruptures.
        The Detroit Free Press (9/16, Gardner, 971K) reports GM spokesperson Tom Wilkinson stated, “We’re working with Orbital ATK on research that, among other factors, looks at how these inflators wear as they age, so we can determine an accurate and reasonable safe service life of these air bags and inflators.” GM expects that testing to be completed about a year from now, August 2017. NHTSA spokesperson Bryan Thomas did not comment on GM’s request, “but a NHTSA document showed that the agency intends to decide no later than Nov. 16.”
        Reuters (9/16, Shepardson) reports that NHTSA says there are 6.8 million GM vehicles with these Takata airbags. Automotive News (9/16, Beene, 185K) points out that NHTSA “granted BMW an extension for a Takata recall last spring after the automaker had quality problems with replacement inflators it was lining up.” Law360 (9/16, Field, 19K) also reports.

        NHTSA investigates airbag failures, aging a possible factor. NBC News (9/18, 5.08M) reports the National Highway Traffic Safety Administration have expanded their airbag investigation to include both Takata airbags and American-based ARC Automotive. Both airbags are known to “over-inflate during a crash, sending deadly shrapnel spewing into the passenger compartment.” However, a series of recalls since April of this year have shown that millions of “airbags may not function at all during a crash.” Federal regulators are now asking whether aging is an issue, as drivers keep their cars longer. Should this be the case, NHTSA could simply advise motorists to have their airbags replaced by a set date or it could develop new rules to “mandate replacements be made in order to register a vehicle.” 

Thursday, September 15, 2016

Fatal Tesla crash in China involved autopilot, government TV says.

The New York Times (9/14, Boudette, Subscription Publication, 13.42M) reports that a report broadcast on Wednesday by the Chinese government news channel (CCTV) revealed that another fatal Tesla crash, allegedly involving Autopilot, occurred in China on January 20, after the young driver’s Tesla Model S “slammed into a road sweeper on a highway near Handan, a city about 300 miles south of Beijing.” Tesla, which is already under federal investigation by the National Highway Traffic Safety Administration, in under “renewed” scrutiny “about the safety of its Autopilot technology.” Autopilot has been heavily criticized for lulling drivers “into complacency, leaving too little time to take back control of the vehicle.” 

Wednesday, September 14, 2016

Ongoing debate over safety of Uber’s driverless car beta test in Pittsburgh.

The Washington Post (9/13, Fung, 10.14M) reports Pittsburgh locals’ reactions to Uber’s driverless cars “run the gamut” – “from hopeful that the new technology will contribute” to the city’s rebirth to “a reluctance to trust” the robotic cars. Residents have also expressed concerns “about the cars’ performance on Pittsburgh’s complicated road network” and the possibility that driverless ride-hailing services could negatively impact those who work as Uber or taxi drivers within the city.

        The Christian Science Monitor (9/13, Beck, 382K) reports safety and industry experts have also expressed their concerns over Uber’s beta testing in Pittsburgh, arguing that the company’s innovation “is miles ahead of transportation regulations.” Joan Claybrook, a consumer-protection advocate and former head of the National Highway Traffic Safety Administration, said, “They are essentially making the commuters the guinea pigs,” and argued that Uber “can do the exact same tests without having average citizens in your car.” However, Bryant Walker Smith, the chair of the Planning Task Force for the On-Road Automated Vehicle Standards Committee of the Society of Automotive and Aerospace Engineers, has counter-argued that “all sorts of automotive technologies are introduced before there are regulations to handle them.” NHTSA has said that it plans to release guidelines for autonomous vehicles by the end of the summer. 

Monday, September 12, 2016

GM recalls millions of vehicles for software defect that can cause airbags not to deploy.

There is extensive coverage, particularly from wire pick-ups, of the latest General Motors vehicle recall affecting over 3.6 million vehicles in the US and about 680,000 more worldwide, announced Friday by NHTSA. The issue this time is with airbags that in rare cases may not deploy due to a software defect. So far the defect, which affects several models from 2014-2017 across four brands, has been linked to one death and at least three injuries.
        The CBS Evening News (9/9, story 10, 0:25, Pelley, 11.17M) broadcast, “GM is recalling more than 3.5 million vehicles in the US because of a software fault that could prevent the airbags from working.” According to the broadcast, the faulty airbags are being “blamed for at least one death.” CBS News (9/9, 4.74M) also reports from its website. Another story by CBS News (9/9, 4.74M) reports with a list of affected GM vehicles.
        Reuters (9/9, Shepardson) reports that NHTSA documents posted Friday state “certain driving conditions may cause the air bag sensing and diagnostic module software to activate a diagnostic test,” preventing the airbag or seat belts from working correctly in a crash.
        The AP (9/9, Krisher, Durbin) reports that GM “learned of the problem in May when a 2014 Chevrolet Silverado crashed and its air bags didn’t deploy,” after which the automaker “notified Delphi Corp., the supplier that made the module.” Testing by both companies confirmed the airbags could fail. GM “will notify customers,” the AP says, “and update the software for free.” Moreover, GM dealers have the update available to them to use for repairing recalled vehicles.
        The New York Times (9/9, Boudette, Subscription Publication, 13.42M) reports on “how quickly G.M. and the government responded to the problem once the company became aware of it in mid-May,” pointing out that “G.M. wasn’t always so quick to remedy potential safety defects.”
        The Wall Street Journal (9/9, Spector, Subscription Publication, 6.37M) reports that the 2014 Silverado crash was brought to GM’s attention through an in-house program encouraging employees to report safety issues called “Speak Up For Safety,” created in the wake of the company’s ignition switch scandal of 2014. Bloomberg News (9/9, Plungis, 2.49M) reports that after the ignition switch defect “GM overhauled its approach to spotting defects and recalling cars after that controversy, leading to nearly 30 million cars being recalled that year.”

        Also reporting are NBC News (9/9, 5.08M), TIME (9/9, 6.62M), Fortune (9/9, 7.04M), Business Insider (9/9, 2.39M), Automotive News (9/9, 185K), Consumerist (9/9, 61K), Gizmodo (9/9, 2M), Engadget (9/9, 765K), Truck Trend (9/9), MLive (MI) (9/9, 609K), and UPI (9/9, Ware). 

Nissan North America Inc. is recalling 120,000 vehicles over fears that their anti-lock braking systems may malfunction and leak brake fluid onto an an internal electrical circuit board, increasing the risk of a fire, the National Highway Traffic Safety Administration said Thursday. 

Friday, September 9, 2016

GM recalling 4.3 million vehicles globally for airbag software defect
General Motors today said it is recalling 4.3 million vehicles for a software problem that can prevent airbags from deploying in a crash. The defect, which affects all of GM's current full-size pickups and SUVs, is linked to one death and three injuries. GM said the recall would not have a material effect on its earnings.

Ford expands door latch recall.

The AP (9/8) reports that Ford announced on Thursday that it will spend $640 million this year to replace door latches on 2.4 million of its vehicles, which can open while the vehicle is in motion. Ford made the announcement after a NHTSA investigation revealed that 1,200 customers had complained of the problem. The article mentions that Ford had initially recalled 830,000 vehicles for the problem in August but the NHTSA found the recall to be inadequate because it was limited to Mexico and 16 states with high temperatures.
        The AP (9/8) reports that Ford explained that the problem was due to a spring tab in the door’s latches that can break and prevent the door from either closing or cause it to pop open. Ford said car owners can see if their car is included in the recall on its website, where they can enter their vehicle identification number.

        The Wall Street Journal (9/8, Rogers, Steele, Subscription Publication, 6.37M) reports that Ford announced the expanded recall after it reduced its annual operating profit guidance by six percent. The article explains that while the company experienced strong US sales for trucks and SUVs, progress in Europe and Asia has been slower than that of General Motors. 

Wednesday, September 7, 2016

NHTSA recalls 42K Mazda6 sedans for airbag coating problem.

Cars (9/6, Torbjornsen, 897K) reports the National Highway Traffic Safety Administration has announced a recall on “approximately 42,000 model-year 2009-10 Mazda6 sedans” for an improperly applied protective coating the on airbag control unit. As a result of improper application, “moisture may damage the unit, causing it to malfunction; the airbag warning light may illuminate and the airbags may not deploy in a crash, increasing the risk of an injury.”