Protective Orders and NHTSA

The National Highway Traffic Safety Administration’s whirlwind makeover continues. Monday, the agency published two Federal Register Notices – one inviting comments on a forthcoming guidance document about the sharing of safety defect information discovered in civil litigation and a second notice proposing rulemaking to codify procedures for the assessment of civil penalties.

Inspector Agrees with SRS: NHTSA Ain’t Right

Inspector Agrees with SRS: NHTSA Ain’t Right

Today, we salute the good men and women of the Department of Transportation’s Office of Inspector General (OIG) for putting their official imprimatur on concerns that The Safety Record has been raising for years. The report, released to selected press on Friday, and to the rest of us slobs on Monday, was entitled: “Inadequate Data and Analysis Undermine NHTSA’s Efforts to Identify and Investigate Vehicle Safety Concerns.”

NHTSA Denies Toyota Unintended Acceleration Defect Petition

Eight months after a Bristol, RI Toyota Corolla owner petitioned the National Highway Traffic Safety Administration to investigate low-speed surges into Toyota Corollas, the agency has denied the petition, concluding:

The Safety Record Blog’s Top Ten in 2014

1. GM Ignition Switches, the Big Opener for 2014

The Run Down on the NTSB Tire Symposium

Last week, the National Transportation Safety Board (NTSB) brought together tire industry players, federal regulators, and consumer advocates for a tire safety symposium to evaluate the tire recall system, new technologies, tire age and service life, and consumer awareness in preparation for a tire safety report and recommendations scheduled for release next year.  The intervention by the NTSB, which provides formal safety recommendations independent from NHTSA, signifies an important step in pressing for industry and regulators to address these unresolved safety issues.

Improving the Recall System for the 21st Century

Well, here we are again. Another vehicle defect crisis, another round of Congressional hearings, this time only months after the GM and NHTSA were taken to task for allowing the ignition switch defect to spiral out of control.  This time the Senate delves into the Takata airbag inflator defect, another agency-assisted hazard that has been festering for more than a decade. Today’s Roman circus is entitled “Examining Takata Airbag Defects and the Vehicle Recall Process.” 

GM Airbag Non-Deployments: What the NHTSA Data Really Show

Since the General Motors ignition switch debacle blew wide open last spring, the National Highway Traffic Safety Administration has defended its years-long failure to recall the deadly vehicles by arguing that several other vehicle models had more consumer injury-crash complaints related to airbag non-deployment (ABND) than either the 2005-2006 Cobalt or the 2003-2005 Ion. But a new analysis has shown NHTSA is hanging its hat on an unscientific analysis of data that doesn’t support its claim.

Industry Experts Urge FHWA to Test Trinity Guardrails Properly

Last Monday, a federal jury in Marshall, Texas forced the Federal Highway Administration to do what state directors of transportation could not – launch an investigation into the crashworthiness of the ET-Plus guardrail end terminal. The agency, which, two years ago accepted Trinity Industries’ old test reports and spent most of its efforts deflecting the concerns of state highway officials and the questions from journalists, ordered the Texas-based manufacturer of highway safety equipment to submit to a new testing regime.

NHTSA Seeks Input on Electronics Rule

The National Highway Traffic Safety Administration has published a Federal Register Notice seeking comments on the possibility of writing regulations to ensure the safety of automotive electronics. The 10-page request for comments, satisfying a directive from the federal legislation known as MAP–21 to “complete an examination of the need for safety standards with regard to electronic systems in passenger motor vehicles,” would have been an excellent addition to Volume 54 of the Federal Register (published in 1989).

States Start Dropping the ET-Plus Guardrail

In the wake of a study on the safety of energy-absorbing guardrail end treatments sponsored by The Safety Institute, Missouri and Massachusetts DOT officials have announced that they will no longer consider the ET-Plus, manufactured by Trinity Industries, as approved highway safety equipment and are dropping the design from current and future construction projects.

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