Automobile safety
advocates for years have been pushing for "black boxes" in cars
– event data recorders (EDR) that would collect information
that would help engineers ascertain the cause of highway accidents
and spot design shortcomings and mechanical failures.
But although many cars already gather a great deal of
data, there is still no federal requirement mandating that auto
manufacturers install the recorders in all of their vehicles. The
National Highway
Traffic Safety Administration (NHTSA) has issued regulations
for EDRs that manufacturers must follow if they decide to install
the devices but those regulations. Those regulations take effect in
2012, a year later than originally scheduled, but don't mandate the
installation of EDRs in every car.
Why not?
The problem has nothing to do with mechanical or
engineering difficulties. Rather, it's turned into an intellectual
property and privacy issue. No one can agree on who should own
– and have access to – the data gathered by the
devices.
- The automakers say the data should be theirs, so that they can
identify and correct shortcomings in the design and durability of
their vehicles.
- Safety regulators say they should have unfettered access to the
data so that they can spot those same shortcomings and order
recalls.
- Law enforcement and insurance companies say they should have
access to the data so they can determine not only what caused an
accident but who, if anyone, was at fault.
- Personal injury and product liability lawyers say they should
have access to the data so they can sue manufacturers, drivers and
anyone else implicated by the EDR's data.
Toyota did little to build public support for
manufacturers when it reportedly used EDR data from 2,000 cars
involved in unintended acceleration incidents. The company
then proclaimed proudly that in none of the cases was the car's
electronic throttle found to be at fault.
Critics said that Toyota should not be permitted to
get away with quoting the results without opening all of the data
to inspection by others.
Engineers frustrated
All of this frustrates engineers no end. Perry J. Zucker, a
Philadelphia consulting engineer who has testified widely in court
cases and before legislative and regulatory bodies, argues that the
various camps are trying to use the EDRs in ways that were never
intended.
"The EDR is intended to be used for diagnosing
vehicle-related issues, including the performance of brakes and
such safety equipment as airbags during the time period just prior
to and during a crash event," Zucker told ConsumerAffairs.com.
Attempts to compare the EDR to an airplane's "black
box" are misleading and have contributed to the lengthy controversy
that has stalled widespread adoption and standardization of the
devices, he said.
It is "the furthest thing from the truth" to portray
the EDRs as comparable to the highly sophisticated data collection
systems used in modern aircraft, Zucker said.
While the EDRs might contribute some information
about a specific auto accident, information such as impact data,
skid marks and resting positions of the vehicles are essential and
will remain so, whether or not the issues regarding EDRs can be
worked out, he said.
Privacy issues
While the issue is sometimes painted as
safety-conscious consumers versus the all-powerful automobile
industry, consumers are hardly united in their desire for the
devices and many have written regulators and Congressional
representatives objecting to requiring the devices in all cars.
Joining in the criticism are some privacy advocates who claim the
devices would allow government to spy on citizens.
Privacy objections come all parts of the political
spectrum.
"Consumers, not the government,
should decide if they want their cars to collect such data, and if
they want to share it with others," said Jim Harper, director of
information policy studies at the conservative Cato
Institute, writing in the American Spectator in December
2010.
"There is no question that
aggregated EDR data can provide important safety benefits. If
traffic accidents and deaths can be averted by improving automobile
safety, these safety advances should be pursued. But they should be
pursued in a way that unites the interests of drivers with the
interests of the community." Harper said.
In the absence of federal action, 12 states have
stepped in to regulate who owns the EDR data and to regulate access
to it.
As this graph prepared by Zucker illustrates, all of
the states except California and Connecticut have decreed that the
EDR data belongs to the vehicle owner. All of them restrict access
to the data without a court order and all but Connecticut and
Oregon restrict insurers' access to the data.
| (1) | (2) | (3) | (4) |
Arkansas | X | x | x | x |
California | | x | x | |
Colorado | X | x | x | |
Connecticut | | x | | |
Maine | X | x | x | |
Nevada | X | x | x | |
New Hampshire | X | x | x | |
New York | X | x | x | |
North Dakota | X | x | x | x |
Oregon | X | x | | x |
Texas | X | x | x | |
Virginia | X | x | x | x |
*
Source: Senate Commerce Committee Staff (+) Florida State Senate
10/09
(1)
specify the vehicle owner as the owner of EDR data; (2) restrict
access to EDR data, unless procured via a warrant or court order;
(3) restrict insurers’ access to, and use of, EDRs; (4)
require manufacturers or dealers to provide notice or make certain
disclosures to consumers about EDRs, consistent with federal law.
Copyright 2011 Offices of
Perry J. Zucker
Florida does not specifically address EDRs but has a
computer trespass statute that some analysts say could cover EDRs
but Florida law does not address who owns the data or has access to
it.
Is there an EDR in your car? There probably is. Most
vehicles that have an airbag have an EDR as part of the computer
system that controls airbag deployment. But for now, there's no
standardized methodology for knowing what information is being
collected or how to access it. Whether this is good or bad depends
on how you view the controversy over who should own and have access
to such data.
Spies welcome
Some consumers welcome devices that provide limited
information to third parties.
General Motors' popular OnStar
system is popular with motorists who want to security of knowing
that they can summon help in the event of an accident or illness.
OnStar uses a GPS system to provide subscribers' exact location to
emergency personnel if they are injured in a crash or become
ill.
Some insurance companies offer discounts to drivers
who agree to install a devices that monitors your driving
habits.
And many rental car companies have installed devices
that monitor the location of each of their vehicles; some also
monitor speed and other variables. Some have the ability to shut
your rental car down if the system detects that you are speeding or
driving into Mexico or Canada if you have not purchased insurance
that covers you and the car in a foreign country.
Still No Agreement On 'Black Boxes' for Cars
Privacy, intellectual property issues complicate safety efforts...