Crash course: Dangers due to roads

We’ve discussed how vehicle crashes are linked to a number of factors such as driver distraction, driver age, and crash avoidance technologies, but a new study has now examined how crashes relate to the physical condition of roadways. The study by the Pacific Institute for Research and Evaluation (PIRE) found that roadway conditions affect the cost and severity of crashes more than when alcohol or speeding were involved, or the cost of not using seat belts.

Road conditions are a factor in 52 percent of the nearly 42,000 deaths and in 38 percent of non-fatal injuries in the U.S. In monetary terms, this translates to more than $217 billion a year, which is much more than the $59 billion the government is putting into roadway improvements. In addition, crashes due to poor road conditions cost American businesses $22 billion in insurance expenses, worker compensation claims, sick leave, and Social Security. Plus, these crashes cost government (taxpayers) at all levels an estimated $12.3 billion.

The study also ranked the states by road-related crash costs. Topping the list at over $116,000 per million vehicle miles of travel is Alabama, followed by South Carolina and Louisiana. The state with the highest cost per mile of roadway is Hawaii at over $330,000, followed by California and the District of Columbia.

The study’s authors had some suggestions to help make the roadways safer for users: Structural changes include adding or widening shoulders, improving roadway alignment, and replacing or widening narrow bridges. More immediate solutions include installing better signs, brighter pavement markings, rumble strips, and guardrails when necessary.

—Liza Barth

EPA grants California CO2 emissions waiver

After a five-year legal battle, the Environmental Protection Agency yesterday granted California permission to set the nation’s first greenhouse-gas emissions standards for cars. This paves the way for as many as 15 other states that have endorsed California’s proposal to follow suit.

The state’s victory is mostly symbolic at this point, because it already agreed to follow new federal regulations through 2015. But it provides a final resolution to years of legal wrangling over CO2 limits on tailpipe emissions.

Since cars emit carbon dioxide in direct proportion to their fuel consumption, the issue had been mired in dozens of lawsuits and countersuits among automakers, the various states, the EPA, and non-profit environmental organizations over whether the rule was an emissions or a fuel economy regulation, whether it was practical, and who had the right to enforce it. This action ends the long saga.

Under the 1968 Clean Air Act, California is allowed to set its tougher emissions standards than the rest of the country, but it can’t set fuel economy standards. Other states are allowed to sign on to the California standard or the national standard, but only with the permission, or “waiver” from the EPA. So 15 other states, including Massachusetts, Vermont, Maine, Rhode Island, Connecticut, New Jersey, Pennsylvania, Washington, and Arizona, which had signed on to the California standard were waiting for the ruling.

In May, EPA administrator Lisa Jackson put the issue to rest by passing the first national carbon dioxide emissions standard for cars, modeled after the California standard. The national CO2 limits would effectively require cars to average 35.5 mpg by 2015. In return, California agreed not to pass its own rules until after 2015.

This new ruling will allow California to again take the environmental lead after 2016.

The state’s original standards, which started the flurry of lawsuits, calls for CO2 limits that would require cars to average almost 40 mpg by 2020.

—Eric Evarts

Road rage: Angriest cities to drive

New York City has a number of nicknames such as the Big Apple and Gotham, but now it can add another distinction—America’s Road Rage capital. According to the annual study by the Affinion Group, NYC tops the list as the least courteous U.S. city to drive in, up from its third place finish last year. It rudely took the title away from Miami. The city with the least road rage was Portland, Oregon, up from second place last year. See the list of top five best and worst cities below.

Cities with the worst road rage:

1. New York City
2. Dallas/Ft. Worth
3. Detroit
4. Atlanta
5. Minneapolis/St. Paul

Cities with the least angry drivers:

1. Portland, OR
2. Cleveland
3. Baltimore
4. Sacramento
5. Pittsburgh

The study was conducted via telephone (though not while driving!) between January and March 2009 with 2,518 interviews in 25 major metro areas.

Besides determining the best and worst cities for driving, the study also looked at driving habits and attitudes. The major causes of road rage, as determined by the study, includes aggressive driving, angry drivers, people in a hurry, traffic problems, and selfish drivers who are inconsiderate on the road.

The respondents noted behaviors by other drivers that can lead to road rage such as drivers who talk on the cell phone (which 84 percent of respondents see every day), speeding (58 percent), tailgating (53 percent), eating or drinking behind the wheel (48 percent), or texting while driving (37 percent).

In response to bad driving by others, those surveyed admitted to honking their horn (which 43 percent say they do every month), cursing, waving arms or fists, or making obscene gestures.

Road rage is a dangerous issue that can lead to car crashes, violence, and even death. In order to avoid becoming a victim of road rage, here is some advice for motorists:

• Stay in the right lane when not passing.
• Don’t tailgate.
• Use your directional signal when changing lanes or turning.
• Don’t honk your horn unnecessarily.
• If you see an aggressive driver, move out of the way.
• Be courteous to other drivers.
• Pay attention to the road.
• Never get out of your car to confront an aggressive driver.

While drivers who resort to violence on the road clearly have issues, aggressive driving behavior is mostly caused by stress. Here are some tips to avoid a meltdown behind the wheel.

• Plan ahead. If you’re not rushed, you won’t be as stressed.
• Get plenty of rest. (See our report on drowsy driving.)
• Know how you will get to your destination. (See our Ratings of GPS navigation systems.)
• Make sure your car is in good shape. (See our guide to car maintenance.)
• Try to wind down before your get behind the wheel.
• Develop coping strategies to avoid a blow up such as listening to calming music or a book on tape. Making good use of your time will reduce the stress delays cause.
• If you find yourself reaching a boiling point, pull over and take a break.

--Liza Barth

What does the GM bankruptcy mean to you?

General Motor’s decision to file for Chapter 11 bankruptcy has created a lot of uncertainty for both car buyers and owners of GM vehicles. While it’s too early to know how all of the variables will play out, both the company and the federal government are hoping for a relatively short restructuring period. Ideally, GM will emerge from this as a leaner, more streamlined automaker—with fewer brands, dealerships, and models—that is better positioned to compete in today’s automotive environment.

In the meantime, the restructuring processes could be fairly transparent for most car buyers and owners. Exceptions include those who have a local dealership close its doors or discontinue carrying a certain brand. And for car shoppers in general, it could be a great time to buy.

This Q&A provides some guidance to some of the common questions we’re hearing. For more information, go to our Auto Crisis page.

Will I be able to get parts and service for my GM car?
GM has said that it will continue to support their authorized dealerships with parts during this restructuring period, so that the dealers can continue to service your vehicle. Of course, common third-party replacement parts are also widely available through auto-parts stores.

Keep in mind that you don't have to take your car to a dealership for servicing, even if it’s under warranty. A good independent shop, especially one that specializes in your car’s brand, should be able to handle routine maintenance and many repairs. Moreover, independent repair shops are often less expensive than dealerships and, according to our Annual Auto Survey, generally provide a higher level of satisfaction. You will need to go to a dealership, however, for warranty and recall work.

Will GM still back my warranty? 
GM has said that it will continue to support its vehicles’ warranties during this restructuring period. In addition, the Treasury Department’s Warranty Commitment Program says that the federal government would back warranties for any GM vehicle bought during the restructuring period, should the automaker go out of business. The government would contract with a third-party auto-service provider to provide warranty repairs. Such a program might not run as smoothly as an automaker program, but it wouldn’t kick in unless the automaker is liquidated. 

Will this affect the resale value of my GM car?
With the uncertainty surrounding GM, it’s likely that its cars will drop in value during this restructuring period, especially for brands that are being phased out or sold. But if the company re-establishes itself as a strong, stable automaker in future months, ongoing models could see a rebound in value.

The resale value for brands that are discontinued is likely to drop dramatically, as happened when GM phased out Oldsmobile in 2004 and Chrysler dropped Plymouth in 2001. This would have the most effect on owners who keep their vehicle for only a few years, say five or less. But if you plan to keep the car for a long time, depreciation is less of a factor.

To help compensate for this drop in value, GM is currently offering a sales-incentive program that gives you extra money if you trade in a current GM car for another. It also covers selling your car privately, but you still need to buy another GM vehicle within a certain period of time. For details, go to www.gm.com/vehicles/currentoffers/.

To estimate how much your current vehicle is worth and to get the most for your car when selling or trading in, see our used car buying advice.

Should I buy a GM car now?
GM is offering some tempting sales incentives, including zero-percent financing and/or cash rebates, on many of its models, including ones that we recommend. And with slow auto sales and too much inventory, dealers are ready to negotiate. So, it’s likely that you could get a very good deal during this restructuring period.

In addition to advertised customer incentives, automakers often provide behind-the-scenes dealer incentives. Knowing about these can help you to negotiate a lower price. Consumer Reports’ New Car Price Reports give you a list of all national and regional incentives for a particular model, including the hard-to-find holdback amounts, and the CR Bottom Line Price, which factors in all those to give you a good starting point for negotiating the vehicle’s price. Dealer sales incentives can also be found at various auto-pricing Web sites. 

It’s important to remember that any deal is only as good as the vehicle you’re buying. We recommend that you thoroughly research the performance, reliability, safety, owner cost, and owner satisfaction of any model you’re considering. Subscribers to ConsumerReports.org have access to our Ratings in all of those areas.

Several recent GM models have done well in our testing and are very competitive in their classes. This includes the Chevrolet Malibu, Cadillac CTS, and GM’s quartet of three-row, crossover SUVs (Buick Enclave, Chevrolet Traverse, GMC Acadia, and Saturn Outlook). All except for the Malibu, however, have shown below-average reliability in their first years.

Overall, you need to balance a good deal with the risk of greater depreciation, the chance of reduced consumer protections (see What If I Have a Claim Against GM?), and the chance that your local dealership could go out of business in coming months. (GM recently notified hundreds of its dealers that it will not renew their franchise contracts in October 2010. In the end, the company expects to have about 3,600 dealerships in the U.S., still well more than Toyota’s 1,600 or Honda’s or Nissan’s 1,200.)

What brands and models will still be available?
GM plans to trim its number of U.S. brands from eight to four. It plans to retain Buick, Cadillac, Chevrolet, and GMC, while phasing out or selling Hummer, Pontiac, Saab, and Saturn. GM has said that it will not rebrand any vehicles from those divisions to be sold by the remaining divisions.

Pontiac is expected to be phased out by the end of 2010. GM has been meeting with parties interested in buying Hummer, Saab, and Saturn. But since no final details have been announced, the future of those models remains uncertain.

GM has also said that it will discontinue several of its high-performance models by the end of this year, including the Chevrolet Cobalt SS sedan, HHR SS, and Impala SS, the Cadillac STS-V, and the Pontiac G6 GXP. 

What if I have a claim against GM?
It’s too early to tell what will happen, but in the case of Chrysler’s restructuring consumer litigation and many unsettled claims have been frozen by the bankruptcy process. Even the checks for some settled lemon-law claims have bounced, although Chrysler has said they will be reissued.

To get answers to the most common questions and concerns about Chrysler’s and GM’s bankruptcy, check out our Auto Crisis hub.

—Rik Paul

Right to Repair Act back in Congress

Should automakers share technical information about their vehicles with independent repair shops? That is the question regarding the Motor Vehicle Owners' Right to Repair Act that is back in the spotlight in Washington. If the bill is passes, it would require automakers to make the same technical service information available to consumers and independent auto shops as they do for their dealers. This would give consumers more freedom in choosing where they will have their vehicle serviced, and it could afford more protection as some manufacturers and brands struggle to survive.

There is much debate on both sides of this topic. Modern vehicles are very complex systems with an increased use of computers and electronics that control vital equipment such as air bags, brakes, emissions, transmissions, and many other vehicle systems. Currently, some services on these computerized systems needs to be handled through the dealership. Independent shops (and even consumers) can purchase a scan tool for about $35 that can read generic engine, transmission and ABS fault codes to diagnose vehicle faults. But there are many other systems and manufacturer-specific fault codes that these readers can not identify. We believe that scan tools should have the data available from the manufacturer to identify all vehicle faults and allow technicians to reset and adjust systems to the manufacturer’s specifications. These would include many simple service and maintenance tasks like adjusting the steering position sensors on ESC systems to allow technicians to perform a vehicle alignment and reset electronic parking brakes to change the brake pads. But keep in mind that all recalls need to be performed by the dealer at no cost to the owner.

The independent shops are hoping this bill breaks the hold that dealers have over these systems, so that any mechanic can diagnose and repair your car. Many independent shops have to turn away vehicles that need work on high-tech systems, such as hybrids and premium luxury cars.

Consumer Reports agrees, in principle, with the Right to Repair Act, as it restricts its scope to “repair” which would increase repair options for car owners. We want the bill to place appropriate restrictions on the ability to modify programming that can adversely affect vehicle emissions and safety systems.

This legislation comes at an interesting time for consumers and automakers. A “Cash for Clunkers” proposal currently being considered in Washington could cause the demand for servicing old cars to be reduced, thus further impacting the smaller shops. Also, many dealerships are closing, giving consumers have fewer choices as to where to get their vehicles serviced. This bill would allow more flexibility in choosing a place to service your car and could save you money.

A recent Consumer Reports survey found that people are more satisfied with service from an independent shop than those who went to a dealer. We also found it helps to shop around for car maintenance. Prices can vary greatly between dealerships and independent shops. No matter where you get your car serviced, it’s best to do your research and compare quotes.

—Liza Barth

Driving less: A new trend for consumers and their cars?

The automobile is said to be one of the most important modern inventions. From the early years of engineering in the late 1800s to today’s hybrids and future green machines, the car has gone through a number of face lifts and technological achievements, and consumers have continued to embrace the changing industry by buying more vehicles and hitting the roads increasingly each year. But is that trend may be changing. New analysis shows that Americans maybe be shifting their attitudes regarding their cars.

For example, according to the Department of Transportation, Americans are driving less. The Department’s statistics show that Americans drove 7 billion fewer miles in January 2009 than the year prior. Since November 2007, the number of miles driven has continued to decline each month compared to the year prior.

Another sign is the increase in public transportation usage. Public transit is at its highest level of ridership in 52 years--an increase of four percent over last year. We have also noted this year that traffic deaths have declined and there are fewer cars on the road.

Gasoline consumption is down despite the lower gas prices compared to last year. After gas prices hit the roof last summer, as expected, consumers drove less. However, driving hasn’t picked up again even though gas prices remain far below those levels, though clearly there are many related economic factors.

In a recent Esquire column, baseball analyst and stats whiz, Nate Silver discusses this idea further by building a model that looks at gas prices, unemployment data, and variations between the driving seasons with the expectation that he will be able to predict driving behavior. Silver determines that even with the higher unemployment rate and much lower gas prices that American’s should’ve driven more in January, not less.

However, Silver also notes that consumers have a delayed reaction to gas prices and that the cost of gas a year ago usually is a better predictor of current driving trends. So, the theory goes that our decrease in driving is still related to last summer’s high oil prices. We will know more if this trend continues to ring true in the coming months. Fortunately, gas prices are not expected to hit as high as last year. The Energy Information Administration (EIA) predicts gas prices for the summer driving season to average $2.21 a gallon, down $1.60 from last summer.

In the end, much of the trend of Americans driving less can be attributed to the recession and economic crisis, plus, sluggish auto sales and the financial problems of Chrysler and GM. But there are a number of indicators outside those factors that could point to an attitude shift. Are consumers losing the love for their cars? Are we on the brink of a major change in driving habits? Only time will tell. Let us know your thoughts.

—Liza Barth

Texting while driving: A dangerous distraction

It’s becoming a modern day issue and not just saved for the teenagers or drivers in personal vehicles--texting while driving is making headlines again as the head of the Boston transit authority has announced a ban on cell phones for all train, trolley, and bus operators. Last week, a 24-year-old trolley operator injured 49 people after crashing into another trolley while sending a text message to his girlfriend. Last September, 25 people were killed and 125 injured after a commuter train in California crashed after the engineer was sending and receiving text messages. There are a number of state laws restricting cell phone and texting use while driving.

Seventeen states plus the District of Columbia also ban cell phones for school bus drivers. Currently, there are no laws against cell phones for other operators of public transportation vehicles.

No matter who is behind the wheel, here are some tips for helping to reduce cell phone distractions:

If you need to make a call, pull off the road completely.

If you must place a call while driving, speed dial or voice-activated dialing can keep your eyes on the road. Also, make sure you are wearing a headset or using a hands-free system.

If you receive a call or text on the road, resist the temptation to answer—let your voice mail pick it up or let the message wait in the in-box,

If it is an urgent call, briefly tell the other party you’ll call right back once parked in a safe location. Most cell phones remember the last few calls received, making it easy to return the call.

Don’t text and drive. Texting is a distraction for the mind, eyes, and at least one hand—all of which are needed for driving.

Bottom line: Like the bumper sticker says, hang up and drive. Operating a phone in any fashion while driving can be a dangerous distraction.

—Liza Barth

Government preparing for Chrysler bankruptcy

The Obama administration has asked Chrysler to prepare for bankruptcy if the company cannot come to a restructuring deal with Fiat , as early as next week, according to a report in The New York Times.

On March 30, President Obama said that the restructuring plans “submitted by GM and Chrysler … did not establish a credible path to viability. In their current form, they are not sufficient to justify a substantial new investment of taxpayer resources.” The administration gave Chrysler 30 days to complete a merger with Italian automaker Fiat, and come to agreements with its bondholders and unions, or it would face bankruptcy. That deadline is fast approaching, and the government is reportedly asking Chrysler to prepare should the company fail to meet its obligations.

Yesterday, bondholders and Chrysler were still more than $3 billion apart in negotiations, while Canadian Auto Workers officials’ salary proposals were $15 an hour higher than Chrysler’s. Federal and provincial governments in Canada ordered the CAW back to the bargaining table yesterday. Later reports yesterday said that union negotiators were close to a deal.

Chrysler also owes $9.3 billion to a union health-care trust. In bankruptcy, The New York Times speculates retirees could receive far fewer benefits, partially funded by $2 billion promised by the U.S. Federal Pension Benefit Guarantee Corp., if the company were to fail.

Last week, executives of Chrysler Financial, the company’s finance arm, gave up further federal aid, when they refused to agree to salary cap terms attached to the aid.

Meanwhile, Fiat CEO Sergio Marchionne said his company’s tie-up with Chrysler was not necessarily a done deal.  If a deal is completed, Fiat would gain a 20 percent stake in Chrysler. (Initially, Fiat was to receive a 35-percent piece of Chrysler.)

Even with a Fiat deal, Chrysler says it will need an additional $6 billion in federal loan guarantees to avoid bankruptcy.

The Times suggests that under Section 363 of the federal bankruptcy code, the company could eliminate unprofitable operations, while merging product development and some dealers and factories with Fiat.

The government has agreed to back warranties for Chrysler owners in the event of a bankruptcy.

If the merger fails, Fiat has said it might look into buying GM’s German Opel division.

While Chrysler’s deadline is next Thursday, GM was given until June to restructure. According to the New York Times article, the Treasury Department is also exploring the bankruptcy contingency with regards to GM.

Yesterday, the Government Accountability office summed up what the government has spent so far bailing out the auto industry. The bottom line: $36.4 billion, so far.

—Eric Evarts

My dealer closed! What do I do?

That’s the frantic question that I got from a family friend last night, when the phone was thrust at me. It was concerning a local Saturn dealership and it was the second one in two days about the same dealer, Tony March Saturn of Hartford.

Of the two people who called me, one has an older SC three-door coupe that was out of warranty, while the other has a one-year-old Vue SUV. I gave them both basic advice about looking for another dealer, but that recall and/or emergency work would likely be able to be handled by any General Motors dealership. I even suggested that the owner of the Vue try asking the OnStar people what she should do.

But I sent a late-night email to one of the Saturn Public Relations experts, who quickly replied with the following:

"Under the terms of the warranty, the customer should first attempt to bring their vehicle to any Saturn retailer for warranty service. If there is no retailer in their immediate area, or if it is an emergency situation, the repair can be made at any General Motors dealership. In non-emergency situations, it is a good idea for a customer who is having trouble finding a nearby Saturn retailer to call Saturn Customer Assistance before going to a non-Saturn location. That number is (800) 553-6000."

In the end, it’s a good idea for owners of ALL vehicles to check the warranty information for their vehicle and to scout out alternative dealerships in their immediate (and, unfortunately, the not-so-immediate) area. No matter what brands your local dealership sells, their financial obligations may force their closure, so it pays to be prepared.

Remember that you don’t have to take your vehicle to the dealership for basic services and maintenance, and that independent mechanics actually had a better satisfaction rate in a recent Consumer Reports survey. But recall and warranty work has to be performed by a dealership under the umbrella of the vehicle manufacturer.

—Jon Linkov

Motor vehicle accidents injure 10 million children worldwide annually

The World Health Organization (WHO) and the United Nations Children’s Fund (UNICEF) have completed a study on unintentional child injury and its prevention. According to the report, the top five causes of child injury and injury-related death are:

1. Road crashes: They kill 260,000 children a year and injure about 10 million. They are the leading cause of death among 10-19 year olds and a leading cause of child disability.

2. Drowning: It kills more than 175,000 children a year. Every year, up to 3 million children survive a drowning incident. Due to brain damage in some survivors, non-fatal drowning has the highest average lifetime health and economic impact of any injury type.

3. Burns: Fire-related burns kill nearly 96,000 children a year and the death rate is 11 times higher in low- and middle-income countries than in high-income countries.

4. Falls: Nearly 47,000 children fall to their deaths every year, but hundreds of thousands more sustain less serious injuries.

5. Poisoning: More than 45,000 children die each year from unintended poisoning.

Globally, road traffic injuries are the number one cause of child injury and injury-related death among young people aged 15 to 19 years and the second leading cause among 5- to 14-year-olds. In 2004, road traffic injuries accounted for approximately 30% of all injury deaths among children,

For younger child occupants, the lack, or improper use of, a child restraint is the main risk factor. While many parents use child restraints for infants, the use decreases significantly after the child has outgrown the infant device.

Young drivers are at high risk of a crash in their first year of driving by themselves due to both their immaturity and lack of driving experience. A study by the Insurance Institute for Highway Safety examines the benefit of delaying teen licensure and the effect of implementing graduated licensing systems, providing insight into how the United States compares to other nations.

Worldwide, 17 or 18 is the typical age a teen gets their drivers license. In the U.S., most states allow teens to drive alone at age 16 or 16 1/2, some as early as 14 1/2 or 15, and the only state to withhold driving licensure until 17 is New Jersey. There have been a few states that have proposed changing the age of licensure to 17 or 18, but so far the proposed changes have not been successful.

If you are parent of a soon-to-be driver, and your state allows licensure without a graduated licensing system, consider imposing some restrictions yourself for the safety of your teen and for your peace of mind.

—Michelle Tsai