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The Nixon Transportation Secretaries were the kind of regulatory officials big business dreams of. They understood and loved capitalism and thought like businessmen. Yet, best of all, they came into office uninformed on technical automotive matters. Their minds appeared to have leapt right to the bottom line—more safety meant higher prices, higher prices meant lower sales and lower sales meant lower profits. So when J. But it turns out, on closer examination, that both these findings were misleading.

This is false. All independent experts estimate that for each person who dies by an auto fire, many more are left with charred hands, faces and limbs. Andrew McGuire of the Northern California Burn Center estimates the ratio of burn injuries to deaths at ten to one instead of the one to one Ford shows here. The cheapest method involves placing a heavy rubber bladder inside the gas tank to keep the fuel from spilling if the tank ruptures. Goodyear had developed the bladder and had demonstrated it to the automotive industry. We have in our possession crash-test reports showing that the Goodyear bladder worked well. On December 2, two years before Echold sent his cost-benefit memo to Washington , Ford Motor Company ran a rear-end crash test on a car with the rubber bladder in the gas tank.

The tank ruptured, but no fuel leaked. On January 15, , Ford again tested the bladder and again it worked. When a federal regulatory agency like the National Highway Traffic Safety Administration NHTSA decides to issue a new standard, the law usually requires it to invite all interested parties to respond before the standard is enforced—a reasonable enough custom on the surface. However, the auto industry has taken advantage of this process and has used it to delay lifesaving emission and safety standards for years. In the case of the standard that would have corrected that fragile Pinto fuel tank, the delay was for an incredible eight years.

Ford picked portions of Standard for strong opposition way back in when the Pinto was still in the blueprint stage. The intent of , and the series that followed it, was to protect drivers and passengers after a crash occurs. Without question the worst post-crash hazard is fire. So Standard originally proposed that all cars should be able to withstand a fixed barrier impact of 20 mph that is, running into a wall at that speed without losing fuel.

When the standard was proposed, Ford engineers pulled their crash-test results out of their files. The front ends of most cars were no problem—with minor alterations they could stand the impact without losing fuel. So Standard was targeted for delay, and, with some assistance from its industry associates, Ford succeeded beyond its wildest expectations: the standard was not adopted until the model year. Here is how it happened:. The Ford people started arguing against Standard way back in with a strong attack of technique b.

Fire, they said, was not the real problem. Sure, cars catch fire and people burn occasionally. But statistically auto fires are such a minor problem that NHTSA should really concern itself with other matters. So it contracted with several independent research groups to study auto fires. The studies took months, which was just what Ford wanted. The completed studies, however, showed auto fires to be more of a problem than Transportation officials ever dreamed of. Robert Nathan and Associates, a Washington research firm, found that , cars were burning up every year, burning more than 3, people to death.

Furthermore, auto fires were increasing five times as fast as building fires. Another study showed that 35 per cent of all fire deaths in the U. It concluded that 40 per cent of the lives lost in fuel-fed fires could be saved if the manufacturers complied with proposed Standard Ford lobbyists then used technique a —bringing up a new argument. Their line then became: yes, perhaps burn accidents do happen, but rear-end collisions are relatively rare note the echo of technique b here as well. Thus Standard was not needed. So much for that argument. During that time, nearly 9, people burned to death in flaming wrecks.

Tens of thousands more were badly burned and scarred for life. And the four-year delay meant that well over 10 million new unsafe vehicles went on the road, vehicles that will be crashing, leaking fuel and incinerating people well into the s. Ford now had to enter its third round of battling the new regulations. One might have thought that, faced with all the latest statistics on the horrifying number of deaths in flaming accidents, Ford would find the task difficult. The problem was not burns, but…impact! Most of the people killed in these fiery accidents, claimed Ford, would have died whether the car burned or not. They were killed by the kinetic force of the impact, not the fire.

Once again it began a time-consuming round of test crashes and embarked on a study of accidents. The latter, however, revealed that a large and growing number of corpses taken from burned cars involved in rear-end crashes contained no cuts, bruises or broken bones. They clearly would have survived the accident unharmed if the cars had not caught fire. This pattern was confirmed in careful rear-end crash tests performed by the Insurance Institute for Highway Safety.

NHTSA waffled some more and again announced its intentions to promulgate a rear-end collision standard. Waiting, as it normally does, until the last day allowed for response, Ford filed with NHTSA a gargantuan batch of letters, studies and charts now arguing that the federal testing criteria were unfair. Ford also argued that design changes required to meet the standard would take 43 months, which seemed like a rather long time in light of the fact that the entire Pinto was designed in about two years.

Specifically, new complaints about the standard involved the weight of the test vehicle, whether or not the brakes should be engaged at the moment of impact and the claim that the standard should only apply to cars, not trucks or buses. Perhaps the most amusing argument was that the engine should not be idling during crash tests, the rationale being that an idling engine meant that the gas tank had to contain gasoline and that the hot lights needed to film the crash might ignite the gasoline and cause a fire.

Some of these complaints were accepted, others rejected. But they all required examination and testing by a weak-kneed NHTSA, meaning more of those month studies the industry loves so much. So the complaints served their real purpose—delay; all told, an eight-year delay, while Ford manufactured more than three million profitable, dangerously incendiary Pintos. To justify this delay, Henry Ford II called more press conferences to predict the demise of American civilization. Recon men began encouraging lawyers to look beyond one driver or another to the manufacturer in their search for fault, particularly in the growing number of accidents where passengers were uninjured by collision but were badly burned by fire.

Pinto lawsuits began mounting fast against Ford. Every lawyer in the country seems to want to take their depositions. Looking at it, one imagines its large staff protects consumers from burned and broken limbs. Not so. When the Pinto liability suits began, Ford strategy was to go to a jury. Confident it could hide the Pinto crash tests, Ford thought that juries of solid American registered voters would buy the industry doctrine that drivers, not cars, cause accidents.

It seems that juries are much quicker to see the truth than bureaucracies, a fact that gives one confidence in democracy. Juries began ruling against the company, granting million-dollar awards to plaintiffs. Juries are just too sentimental. They see those charred remains and forget the evidence. No, I don't want to leave Yes, please let me leave.

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