Category: Blog

50 Years of Air Pollution by Vehicles 53 000 Early Deaths Per Year in U S A Today

Dear Care For Crash Victims Community Members:

Vehicle Violence – Deaths By Air Pollution

A recent MIT study found that about 200,000 early deaths result each year from air pollution in the U.S.A. today.  53,000 early deaths per year due to vehicle emissions.

“Researchers from MIT’s Laboratory for Aviation and the Environment have come out with some sobering new data on air pollution’s impact on Americans’ health.

“The group tracked ground-level emissions from sources such as industrial smokestacks, vehicle tailpipes, marine and rail operations, and commercial and residential heating throughout the United States, and found that such air pollution causes about 200,000 early deaths each year. Emissions from road transportation are the most significant contributor, causing 53,000 premature deaths, followed closely by power generation, with 52,000….”

“Barrett says that a person who dies from an air pollution-related cause typically dies about a decade earlier than he or she otherwise might have….

“The greatest number of emissions-related premature deaths came from road transportation, with 53,000 early deaths per year attributed to exhaust from the tailpipes of cars and trucks.”   See  http://news.mit.edu/2013/study-air-pollution-causes-200000-early-deaths-each-year-in-the-us-0829

The 50 Year War for Healthy Clean Air

50 years ago I came to Washington to work on air pollution control in the Public Health Service (PHS).  In 1967, in the PHS, as a Management Intern, I had a 3 month assignment to help with the Third National Conference on Air Pollution.I was new to Washington ways and called my former Connecticut Congressman’s Office and asked if I could escort him through the exhibits.He said yes and when I arrived at his office he introduced me to a lobbyist from Hartford Electric Light and Power, and asked if it was OK to bring him along.  I said yes and we went to the Hotel.As we walked in the first exhibit was a map of the U.S. filled with little yellow lights all blinking at different rates.  He said what are these 3 blinking lights around Hartford?  I said each time a light blinked it represented hundreds of pounds of sulfur dioxide emitted.  He said what was the source?  I said power plants.Then we went into see an exhibit showing a brief film the agency had created.  Watch it here https://www.youtube.com/watch?v=xd6I36UQWccWhen we came out the lobbyist was nearly apoplectic.   He was pounding his fists on an imaginary desk saying:“Congressman!  Congressman!  This is downright communistic!  My tax dollars going to produce such propaganda! “The Congressman put his arm around the lobbyist and said: “Now, now, easy.  You don’t want to have a heart attack.”  Together, they left the exhibit hall.The Emission Testing ScandalIn late 1970, President Nixon reorganized the air pollution control program and other PHS programs into the EPA.  Nixon’s political move was to appear progressive while downgrading the mission of pollution control from protecting human health to protecting the environment.  The symbol of EPA, to this day, is a flower.  See https://www3.epa.gov/  And https://www.epa.gov/aboutepa/epa-history

Unbeknownst to me at the time, in April 1971, Henry Ford II and Lee Iacocca met with Nixon in the White House and discussed changing test procedures for the measurement of tail pipe emissions.  Later in 1971, I blew the whistle on changes in test procedures and was fired from EPA under Ruckelshaus.  I was then stonewalled by EPA for documents on the test changes.  I subsequently sued the National Academy of Sciences (NAS) for access to deliberations of the NAS Committee on Motor Vehicle Emissions that the Clean Air Act authorized to review EPA actions.  In 1975, Judge Sirica ruled that the NAS was not subject to the FOIA and FACA and the documents continue to be withheld from the public – to this day.  See https://www.careforcrashvictims.com/1970-PolutionControlEfforts.php

Note:  Last year President Obama awarded Ruckelshaus the Medal of Freedom.  See https://www.careforcrashvictims.com/blog/blog-medal/

Emissions Test Cheating Today
Today, Volkswagen has admitted to cheating for years on diesel emissions testing.  See  http://www.nytimes.com/2016/09/10/business/international/vw-criminal-charge-diesel.html?ref=international&_r=0
A Release by the Center for Auto Safety on seeking legal remedies is at https://www.careforcrashvictims.com/blog/blog-cassues/

As of today, on road emission tests of all vehicle engines – not just diesels – need to be investigated.  The collusion of the auto industry and government has gone on far too long to the detriment of Americans – past, present, and future.

The public has been breathing harmful pollution for decades with millions of Americans suffering and losing years of their lives.  We who are still living are also losing our planet.
Hope for Our Future Is Up To Us
In 1970, MIT students took the initiative to demonstrate how we could meet stringent air pollution emission standards.  And today California officials are setting goals.See https://www.careforcrashvictims.com/blog/blog-climatechangeleadershipfromcaliforniaofficials/
Today citizens are organizing and need everyone’s support.
“John Olivieri, National Campaign Director for 21st Century Transportation at the United States Public Interest Research Group said, “Today, more than 80,000 Americans made their voice heard and demanded cleaner and healthier transportation options. This is an historic moment. We sincerely hope that the Department of Transportation will now take action to clean up our nation’s transportation system. The health of our citizens and the health of our planet are at stake.””  See http://uspirg.org/news/usp/80000-americans-mayors-clean-tech-groups-state-and-city-leaders-call-cleaner-transportation
If we don’t act, it won’t be just government by, and for the people that shall perish.
Lou Lombardo

50th Anniversary of Auto and Highway Safety Laws September 9th

Dear Care for Crash Victims Community Members:

Fair Warning has again done a wonderful public service of publishing a timely, informative, Editorial by Ben Kelley for use by the media.

September 9th is the 50th anniversary of President Lyndon Johnson’s signing of the Federal Motor Vehicle and Highway Safety laws.

The subject is of life or death importance.   After 50 years, how many Americans are aware that we continue to suffer nearly 100 deaths, 400 serious injuries, and losses valued by government estimates at $2 billion due to vehicle violence – every  average day in the U.S.A. today.  See http://www.fairwarning.org/2016/09/miles-go-highway-safety/
The media would do the public a valuable service by carrying this Editorial this Friday and help prevent needless deaths by vehicle violence.
America is on the road to counting its 4 millionth crash death in the next decade unless we make a determined effort to end vehicle violence.  See https://www.careforcrashvictims.com/assets/MonthlyReportforJanuary2016-Corrected.pdf

Lou Lombardo

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____________________Lou Lombardowww.CareForCrashVictims.com

Advocates Press Release on 50th Anniversary of Safety Laws Sept 9th

Dear Care for Crash Victims Community Members:

Watch for how many of the media give their readers and viewers information on this continuing tragic problem life or death importance.

Watch for how the media conveys the facts that every day in the U.S.A. today an average of 100 Americans lose their lives and 400 suffer serious injuries due to vehicle violence.

The Release follows:cid:image001.png@01D03A1C.727E27B0

 

 

 

 

 

FOR IMMEDIATE RELEASE: September 8, 2016                                                          

Contact: Allison Kennedy, 202-408-1711, akennedy@saferoads.org

MEDIA ADVISORY

 

TOMORROW, SEPTEMBER 9, MARKS THE 50th ANNIVERSARY OF

THE NATIONAL TRAFFIC AND MOTOR VEHICLE SAFETY ACT AND

THE HIGHWAY SAFETY ACT

 

Safety Standards, Programs and Interventions are More Important Now than Ever as Recently Released 2015 Traffic Fatality Data Shows

Largest Percentage Increase in Deaths in Nearly 50 Years

On September 9, 1966, the National Traffic and Motor Vehicle Safety Act and the Highway Safety Act were signed into law by President Lyndon B. Johnson (photo and statement available here). These laws were an important step in curbing needless deaths and injuries on our roads and highways from motor vehicle crashes. Enactment of the laws resulted in the establishment of safety standards, a coordinated national highway safety program and the creation of the National Highway Traffic Safety Administration (NHTSA). The agency was first led by Dr. William Haddon, a physician and leading expert on crash research and prevention. In 1966, when the bills were signed into law, over 50,000 people were killed in motor vehicle crashes.

During President Johnson’s 1966 State of the Union address, he urged that the highway safety agency be created.  Both bills passed Congress with nearly unanimous votes.  For the first time in history, the federal government took a proactive role in setting uniform motor vehicle safety standards, highway safety requirements and other safety measures.

Since this lifesaving agency was created, the fatality toll has steadily decreased with some ups and downs in the number.  Laws and programs administered by NHTSA are estimated to have saved over 453,000 lives since 1975.[1]

However, there is still a major unfinished safety agenda and the new 2015 data clearly indicates that motor vehicle crashes continue to be a serious and significant public health and safety problem. Research and experience have shown that uniform vehicle safety standards and strong traffic safety laws save lives. For example, in 2015 almost 14,000 lives were saved by seatbelts for passengers five years of age and older. Further, electronic stability control saved almost 1,600 lives in 2014, and last year frontal airbags saved more than 2,500 lives. Advocates for Highway and Auto Safety (Advocates) urges all states to pass laws that will reduce the death and injury toll on our streets and highways. The 2016 Roadmap of State Highway Safety Laws, published annually by Advocates, identifies more than 300 laws necessary for all states to adequately protect motorists. The report can be found online at www.saferoads.org.

Joan Claybrook, the fifth Administrator of the National Highway Traffic Safety Administration during the Carter Administration and Consumer Co-Chair of Advocates for Highway and Auto Safety, is available for interviews. She attended the bill signing ceremony in 1966 and can be reached at:  (202) 364-8755.  Please also contact Advocates for further information and interviews.

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[1] Traffic Safety Facts 2014: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System, NHTSA, DOT HS 812 261.

[1] Traffic Safety Facts 2014: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System, NHTSA, DOT HS 812 261.

Lou Lombardo

Billion Dollar Rico Suit Against State Farm Insurance

Dear Care for Crash Victims Community Members:

Excellent article on decision in class action involving money and corruption allegations reveals problems in the justice system.

“Plaintiffs’ attorneys alleging that State Farm Mutual Automobile Insurance Co. bought off an Illinois Supreme Court justice to evade a $1.05 billion award have cleared a major hurdle in their long-running litigation against the insurer.

In an order Friday, U.S. District Judge David Herndon of the Southern District of Illinois granted a motion certifying a class of roughly 4.7 million auto insurance policyholders who were allegedly deprived of their 1999 trial court victory against State Farm.

Herndon found that the alleged fixing of the state Supreme Court decision affected all the proposed class members uniformly, and that the named plaintiffs and their attorneys otherwise satisfied court rules around class actions.

“[T]he injury in this case is based on the interest the plaintiffs and the proposed class members had in a neutral forum and the damages correspond with the undivided interest in the judgment each lost as a result of the tainted tribunal,” the judge wrote. “This issue is identical for all plaintiffs and class members.”

The suit alleges violations of the Racketeering Influenced and Corrupt Organizations Act and could put State Farm on the hook for more than $7.6 billion because of interest that has accrued on the original jury award, according to plaintiffs lawyers….

According to the complaint, filed in 2012, the state high court’s decision reversing the judgement was unfairly influenced by Justice Lloyd Karmeier, who State Farm and its agents worked to elect during a campaign in 2003 and 2004. Karmeier’s campaign received at least $4 million from the insurer and individuals connected to it, plaintiffs allege.

Illinois’ Supreme Court has seven justices, and the decision at issue was not authored by Karmeier. It won the support of four justices, with two issuing a dissent that still concurred on key holdings, and another abstaining. The court reversed the award against State Farm on the grounds that certification of a nationwide class of policyholders was improper, among other things.

On Monday, Karmeier was named Illinois chief justice, after being unanimously elected to that post by his fellow state supreme court justices, the court said in a press release.” 

See  http://www.nationallawjournal.com/id=1202767758973/State-Farm-Must-Face-7B-RICO-Class-Action-Judge-Rules?mcode=1202617074964&curindex=1&slreturn=20160820072629

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____________________Lou Lombardowww.CareForCrashVictims.com

CDC Violent Death Surveillance System Under counts Vehicle Violence by Thousands

Dear Care for Crash Victims Community Members:

CDC Report:

Please see CDC’s MMWR Report on Violent Deaths that under-counts vehicle deaths by thousands.

“Surveillance for Violent Deaths — National Violent Death Reporting System, 17 States, 2013”

http://www.cdc.gov/mmwr/volumes/65/ss/ss6510a1.htm?s_cid=ss6510a1_e#T1_down

CDC Response:
When I asked CDC for an explanation, I received the following response:
“Thank you for your question. Here’s information from Dr. Lyons:The reason that motor vehicle deaths look smaller than what you might expect is that in the NVDRS we look at motor vehicle deaths that are specifically associated with violent deaths. The system uses the World Health Organization (WHO) definition of a violent death: “a death resulting from the intentional use of physical force or power against oneself, another person, or against a group or community”. Therefore, motor vehicle deaths as a whole are not collected in NVDRS, only those related to suicides, homicides, deaths from legal intervention (a subtype of homicide where the victim is killed by law enforcement acting in the line of duty), deaths of undetermined intent, and unintentional firearm fatalities.” 
Evaluation of CDC Response:
I then asked Ben Kelley, a long time leader in Public Health and Safety, for his views on the CDC response.
Mr. Kelley offered Dr. William Haddon’s landmark paper published in the Journal of Public Health (copy attached) and the following:

“Violence involves an energy exchange in which the human body is damaged by experiencing an energy onset at intolerable (harmful) levels. A look at Haddon’s “Escape of Tigers” (attached), which is a fundamental guide to public health thinking about injury, makes it clear that there is no distinction, from a public health standpoint, between “intended” and “unintended” violence. Nor is such a distinction useful. Assigning motives or lack of motive to such harm is a very slippery slope. Did the manufacturer of the injurious product “intend” or “want” to hurt someone? Did the errant driver? These are not useful exercises for creating a taxonomy of violence and its injurious consequences. Lenard’s description tells the story: 
“Therefore, motor vehicle deaths as a whole are not collected in NVDRS, only those related to suicides, homicides, deaths from legal intervention (a subtype of homicide where the victim is killed by law enforcement acting in the line of duty), deaths of undetermined intent, and unintentional firearm fatalities.” 

If motor vehicle crash death is not included, why are “unintentional firearm fatalities” and “deaths of undetermined intent”? It’s a nonsensical mishmash, skewed to favor powerful interests, intentionally or not. Violence and the harm it causes is a single “set” and should be treated as such.”

I forwarded Mr. Kelley’s thoughts to CDC and added that I continued to be concerned on behalf of crash victims (past, present, and future) that the CDC continues to minimize deaths and serious injuries from vehicle violence.  I wrote:
“How should American taxpayers view this CDC work that: 1.  relies on a WHO (paid in part by U.S. taxpayers) definition of violent death not an American definition?
2.  creates a data system NVDRS that excludes the daily American tragedies of about 100 deaths, 400 serious injuries, losses estimated at $2 Billion due to vehicle violence here in the U.S.A. today?
3.  continues the CDC travesty of minimizing vehicle violence notoriously exemplified by the CDC removal of “Rollover and Extrication” (one of the most violent vehicle crash modes) from the triage guidelines after CDC acceptance of $250,000 from GM.  Seehttps://www.careforcrashvictims.com/assets/CFCV-MonthlyReport-March2014-2%20.pdf   See also http://www.cdcfoundation.org/what/partners  andhttp://www.cdcfoundation.org/
All this feeds into the growing narrative of government policies being politically rigged.  See https://www.thetrace.org/2016/04/cdc-gun-violence-research-dickey-amendment/

Following Some of The CDC Money:

The work of CDC is often funded by corporate dollars – including GM – through the CDC Foundation.  See the long list of corporate partners at http://www.cdcfoundation.org/what/partners#category-299
And the work of CDC today also is often funded by Foundations that in an age of Pay to Play also have to be considered.  See long list of CDC Foundation Partners athttp://www.cdcfoundation.org/what/partners#category-363
And then there are the CDC Foundation’s Organization Partners.  See http://www.cdcfoundation.org/what/partners#category-365
As the U.S.A. today is historically approaching its 4 millionth death due to vehicle violence, what would the families who have suffered losses think of CDC today?
Lou Lombardo

Climate Change Leadership From California Officials

Climate Change Leadership From California Officials

Dear Care for Crash Victims Community Members:

A NY Times article reports on leadership that set climate change goals.

“LOS ANGELES — California will extend its landmark climate change legislation to 2030, a move that climate specialists say solidifies the state’s role as a leader in the effort to curb heat-trapping emissions.

Lawmakers have passed, and Gov. Jerry Brown has promised to sign, bills requiring the state to reduce its greenhouse gas emissions to 40 percent below 1990 levels.”

See  http://www.nytimes.com/2016/08/26/us/californias-emissions-goal-is-a-milestone-on-climate-efforts.html?mabReward=CTM&action=click&pgtype=Homepage&region=CColumn&module=Recommendation&src=rechp&WT.nav=RecEngine

This story is relevant because it addresses one of the forms of vehicle violence: air pollution emissions.  The story shows that people can get worthy goals set despite corporate opposition.

Long Fight For Clean Air

A story I recall took place California while I was working on the Clean Air Act. In 1969 students from MIT challenged students from CalTech to a Clean Air Car Race during the summer of 1970.  Engineering students from about 40 schools joined in.  My job in the summer of 1970 was to monitor the emission measurements in Boston, then at the Government lab in Ann Arbor MI, and finally at CalTech.   The goal was to see if students could build a car that could meet stringent standards being considered by Sen. Muskie.   At the time President Nixon was afraid that he might have to run against Sen. Muskie in 1972.  So the President tried to preempt Muskie by proposing stringent standards to be met by 1980.  Muskie and the Congress proposed moving up the 1980 standards to 1975 in the Clean Air Act.

The final afternoon of measurements was a high air pollution day in LA.  Someone came over to me and told me were experiencing record smog levels.  I was dubious and asked how he could say that.  He said that in the adjacent parking lot the County had a trailer measuring air pollution levels.  At a break, I decided to go over and see it.  So I jogged across the lot up three steps and could feel a burning in my lungs.  I went into the trailer and there were a few people watching the measurement charts going up and up.  I remarked: Wow that really is a high level.  Just then a man in a three piece suit next to me scowled at me:  “Smog doesn’t bother me one bit!”  I felt the hair on my neck stand up and returned to my tasks.

In the 1970 race a team from Wayne State University put together a Ford Capri with two catalysts.  The vehicle demonstrated the feasibility of meeting the 1975 standards Sen Muskie was proposing in 1970 and we did not have to wait until 1980 as Nixon was proposing. My job was to present the results to a National Academy of Sciences panel of Judges the following morning meeting them at a picnic table.  I knew by face who the Chairman was but not the other judges.  Five of six judges were there.  I showed the results to the Chairman and the other Judges who were present.  All were impressed. Then the Chairman started calling out to someone:  Harry!  Harry!  Over here.  Harry came over and sat down and the Chair told him the results.  Harry tried to get up but the Chairman said Harry, what do you think?  Harry tried to get up again.   And the Chairman put his arm around him and said again “Harry Isn’t this amazing?  What do you think?  Harry did not want to answer and desperately wanted to leave. Who was Harry?  Harry was the man that scowled at me the previous day. He was Harry Barr, VP of Engineering of GM.  See image attached.

Fortunately, I had previously met Sen. Muskie’s aide.  So I called him later and told him what had happened.  The test results were put into the Congressional Record.  The Muskie standards were enacted.

Seehttps://www.careforcrashvictims.com/1970-PolutionControlEfforts.phphttps://www.technologyreview.com/s/517961/a-clean-race/http://calteches.library.caltech.edu/293/1/car.pdfhttps://www.careforcrashvictims.com/assets/20008FX9.PDF

But the auto industry ultimately won by going to Nixon and getting the test methods changed.  I blew the whistle, was fired from EPA a year later, and sued the National Academy of Sciences for access to documents showing that the test procedures were being rigged.  Subsequently, years later, after the Nixon Tapes were released, the information I had been seeking from the NAS became public. The Nixon tapes revealed conversations in the White House with Henry Ford II in 1971 that the emission tests were being rigged (I was right).  The EPA, the Courts, and the NAS were wrong.    The American people were forced to breathe air with higher pollution levels for decades. See https://www.careforcrashvictims.com/blog/blog-cheatcircle/

The fight for Clean Air continues as does the harm to people breathing polluted air and suffering from climate change effects.

Lou Lombardo

Fwd Advocates Statement on DOT Release of AV Policy

Dear Care for Crash Victims Community Members:

Joan Claybrook and Advocates have issued the following Press Releases on Public Safety, NHTSA, and Automated Vehicles.

For Immediate Release: September 20, 2016

Contact: Joan Claybrook, 202-422-6731

Statement of Joan Claybrook, former Administrator of NHTSA, on DOT AV Policy Release

 

The Department of Transportation (DOT) must use its federal regulatory authority to assure the American public of the safety of autonomous cars. 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 autonomous cars are a whole new technology with great promise but also with the potential for serious public harm.

We are pleased that 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. It should not rely instead on mere guidance, including for the initial elements of automatic vehicle operation such as Automatic Emergency Brakes (AEB) that currently is only guided with a useless industry voluntary standard (it was the key element that failed in the Tesla fatal crashes.)

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FOR IMMEDIATE RELEASE                                   

September 20, 2016

Contact: Allison Kennedy, 202-408-1711

akennedy@saferoads.org

STATEMENT OF JACQUELINE GILLAN,

PRESIDENT OF ADVOCATES FOR HIGHWAY AND AUTO SAFETY,

ON U.S. DOT RELEASE OF FEDERAL AUTOMATED VEHICLES POLICY

 

The U.S. DOT proactive approach to the safe deployment of automated vehicles is a welcomed development.

Yet, policy and legal gaps could result in consumers becoming

“human crash test dummies” in the rush to market.

 

Advocates for Highway and Auto Safety (Advocates) is pleased to see the U.S. Department of Transportation (DOT) taking a proactive approach to safety by releasing guidelines for the development of autonomous vehicles (AVs).  The advent of driverless cars holds great promise to advance safety.  However, federal oversight, minimum performance requirements, rigorous testing as well as transparent and verified data are essential in the development process.  Consumers cannot be “human guinea pigs” in this experiment and the federal government cannot be a passive spectator. 

The guidance about future plans released today by the federal government must be considered a first step in the process of ensuring that AVs are safe for the public. While we welcome innovation and the life-saving potential of AVs, we are concerned about life-threatening dangers in a rush to market.  The improvements promised by AVs needs to be framed and encouraged by federal safety standards which DOT has the authority to issue today.  The DOT must ensure that the American public is not used to “beta test” these new technologies. Beta testing, to eliminate program flaws, can be used for computer simulations but not for real world situations impacting life and death.

This announcement should not be seen as an alternative to comprehensive safety standards, thorough oversight and strong enforcement. The promising benefits of AVs 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.  That must also change. Now is the time for Congress to give the DOT and its agencies additional legal authority and enforcement tools that other safety agencies already have.  These include imminent hazard authority to quickly pull dangerous vehicles off the roads, criminal penalties for corporate malfeasance, and pre-market approval of new technologies to ensure public safety.

Advocates strongly urges the DOT to establish and enforce functional safety standards, before consumers even open the car door to AVs.  This is the same approach the Federal Aviation Administration (FAA) uses to review and approve new technologies in the aviation industry.  It has served the public well, has guaranteed safety and has not hampered the introduction and deployment of new safety technologies.

The DOT has the responsibility to ensure that motor vehicles do not pose an unreasonable safety risk to the public.  The potential safety benefits that AV systems may provide will only come once they are able to operate safely and without fail under all operating conditions and at all times.  During this transition between old and new, which may take many years, federal agency oversight and involvement are essential to ensuring that public safety doesn’t take a back seat to private enterprise.

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