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NEW CONTENT MOVED TO MIDDLEBORO REVIEW 2

Toyota

Since the Dilly, Dally, Delay & Stall Law Firms are adding their billable hours, the Toyota U.S.A. and Route 44 Toyota posts have been separated here:

Route 44 Toyota Sold Me A Lemon



Showing posts with label Joan Claybrook. Show all posts
Showing posts with label Joan Claybrook. Show all posts

Tuesday, January 31, 2017

Former officials deride Trump's 'mindless' 2-for-1 deregulation plan




Former officials deride Trump's 'mindless' 2-for-1 deregulation plan




Joan Claybrook, head of the National Highway Traffic Safety Administration during the Carter administration, had an immediate reaction when informed Monday of President Trump’s executive order requiring that federal agencies scrap two existing regulations for every new one adopted.
She burst out laughing.
“That’s a completely illogical way of doing things,” Claybrook told me. “It’s going to harm the public. People are going to die if you start eliminating safety standards.”
I reached out to a number of former federal regulators after Trump’s order was announced. I wanted to know how such an arbitrary approach to rule-making squared with their real-world experience of keeping the public safe and monitoring businesses.
Every one of them, Republican and Democrat, said Trump’s approach to the highly complicated task of official oversight is reckless and irresponsible.
“I can’t think of a single regulation that has no basis in fact,” said Christine Todd Whitman, head of the Environmental Protection Agency under former President George W. Bush. “It’s going to be hard to find regulations that aren’t important to protecting human health.”
She called Trump’s executive order “mindless.”
In signing his order, Trump called it “a big one” and said his goal is “the largest-ever cut by far in terms of regulations.”
“There will be regulation, there will be control, but it will be a normalized control where you can open your business and expand your business very easily and that’s what our country has been all about,” he said.
Trump’s order specifically requires that the cost of any new regulation be offset by eliminating existing rules with the same costs to businesses. Military regulations are excluded.
Inez Tenenbaum, head of the Consumer Product Safety Commission under former President Obama, said Trump doesn’t seem care which regulations are abandoned, as long as there are significantly fewer rules for businesses to follow.
“That’s not a formula for rule-making,” she said. “That’s a formula for just pulling things out of the air.”
As with many of Trump’s pronouncements, details are a work in progress. But the order suggests a sweeping emphasis on deregulation affecting numerous aspects of peoples lives, from environmental protection and healthcare to banking practices and workplace safety.
“What the president is talking about is reducing public health protection,” said David Michaels, who oversaw the Occupational Safety and Health Administration under Obama.
Even so, he pointed out that getting rid of regulations can be just as hard as implementing new ones. It’s not a matter of simply crossing out rules in some regulatory ledger book.
To scrap a regulation, a federal department or agency needs to notify the public, businesses, unions and others of its intentions, explain the rationale for the move, receive comments, and undergo the horse trading that typically surrounds decisions with potentially far-reaching ramifications. This can take years.
“Responsible companies want regulations,” Michaels said. “They want a level playing field with rules that everyone has to follow.”
As with his ban on travel from some predominantly Muslim countries, Trump’s 2-for-1 approach to deregulation represents fulfillment of a campaign promise. His position prior to the election was that businesses are burdened by too many rules and we can easily get rid of most of them.
He’s said his objective is to eliminate 75% of existing regulations.
That might work as a sound bite, but in reality he’s tackling a highly complex, deeply nuanced process that cuts across virtually all aspects of society and commerce, with trillions of dollars in economic activity on the line.
For example, Trump said Monday that he intends to “do a big number” on Dodd-Frank financial regulations that have become part of the corporate DNA of financial-services companies and created the Consumer Financial Protection Bureau.
Gerald Sachs, a former senior attorney with the CFPB, said banks have spent millions figuring out how to comply with Dodd-Frank. They’d have to spend just as much, he said, figuring out any significant changes to the law.
“Having no regulation is just not practical,” Sachs said. “What we can’t have is a race to the bottom.”
Trump lacks the power to demand specific changes from independent government agencies such as the CFPB and the Federal Communications Commission that operate outside the control of Cabinet secretaries. However, he can sack agency leaders under certain circumstances or use the Republican-controlled Congress to slash their budgets.
“There are lots of ways presidents can take action against an agency that doesn’t follow an executive order,” said Lisa Heinzerling, who served as associate administrator of the Environmental Protection Agency’s Office of Policy under Obama. “It’s very unsettling.”
Whitman, the former EPA administrator and New Jersey governor, told me that “everyone is scared” at the agency as a result of Trump nominating Oklahoma Atty. Gen. Scott Pruitt to take charge. Pruitt, a strong supporter of the oil and gas industries, has described himself as a “leading advocate against the EPA’s activist agenda.”
Whitman said a likely scenario is that the EPA and other agencies will stop seeking new regulations so they can protect existing rules. “I think people will go to extremes to avoid running afoul of this administration,” she said.
There’s always room for revisiting regulations once their true impact on businesses or the public becomes known. Some might be discarded. Most simply need to be improved.
Trump’s 2-for-1 deal is governing by foolishness, treating the public interest like a cheesy offer on late-night TV.
He might just as well offer free steak knives to the regulator who does the most cutting.


Sunday, November 30, 2014

What will the Auto Industry tolerate?



At the bottom of the article below is a list of reasonable proposals that would strengthen NHTSA and work to protect consumers from the egregious conduct witnessed recently, whether it's TOYOTA'S FAILURE TO CORRECT SUDDEN UNINTENDED ACCELERATION, GM's ignition switch failures, TAKATA EXPLODING AIRBAGS.

Will the Do-Nothing Congress pass anything sensible?

Will the Auto Industry tolerate reasonable oversight?



Is NHTSA nominee up to the task?

Rosekind first must prove himself to Congress


Mark Rosekind faces a confirmation hearing with lawmakers who have demanded reforms.


By Ryan Beene

Automotive NewsNovember 30, 2014 - 12:01 am ET

WASHINGTON -- As an expert on human fatigue, Mark Rosekind is well-suited to steer the National Highway Traffic Safety Administration toward the era of autonomous driving and connected-car technologies.

But in the near term, Rosekind will have to prove to members of Congress that he is up to the task of revitalizing an agency beset by lapses exposed in the General Motors ignition switch and Takata airbag scandals.

Rosekind will need to address "how to restore the public's trust in America's auto safety watchdog ... the need to implement the cultural change that's needed at the agency" and how it can keep up with the fast-changing auto industry, said Sen. Claire McCaskill, D-Mo., who heads the Senate Commerce Committee's consumer-protection panel.

Rosekind, who was appointed last month to head NHTSA, faces a Senate confirmation process that begins Wednesday and will put him face to face with several lawmakers who have been harshly critical of the agency and demanded reform. NHTSA has been without a Senate-confirmed administrator since January, when David Strickland stepped down and left his deputy, David Friedman, to serve as NHTSA's public face.


McCaskill: How to restore trust


The senators who will pass judgment on Rosekind have proposed several bills that would boost NHTSA's funding and enforcement powers, and they are likely to demand a commensurate level of responsiveness and accountability on the part of the regulator.

A lack of agency resources has been a recurring theme of congressional hearings into the GM and Takata recalls. NHTSA allocates just $10 million a year to its roughly 50 staffers who investigate defects in automobiles, buses, commercial vehicles, heavy-duty trucks and child car seats. By comparison, GM alone hired 35 safety investigators this year to beef up its defect investigation department, on top of the staff it already had, CEO Mary Barra told a U.S. House committee in June.

"NHTSA and Dr. Rosekind will face serious challenges and must do a better job discerning danger in cases like those involving GM ignition switches and Takata airbags, which imperiled drivers long after NHTSA had reason to act," Sen. Richard Blumenthal, D-Conn., said in a statement. "At NHTSA, regulatory capture has created a failure to ask tough questions and has needlessly put lives at risk," he added, referring to the close relationship between the agency and the industry it regulates.
Since 2010, Rosekind has been a member of the National Transportation Safety Board, which investigates major transportation accidents. He was a NASA official in the 1990s, where he led a program to evaluate and prevent the effects of pilot fatigue, and he founded a fatigue-management firm after leaving the agency.

At NHTSA, Rosekind must overcome his limited experience with the auto industry and with running a large organization.

"Given the GM ignition switch and now Takata, I would have expected someone with more of a hands-on experience in vehicle safety," Clarence Ditlow, executive director of the Center for Auto Safety, told Reuters.

But some of NHTSA's outspoken critics were pleased with Rose-kind's nomination. Joan Claybrook, NHTSA's administrator under President Jimmy Carter, called Rosekind "an excellent choice."

"He understands regulation and law enforcement, both of which are critical as the leader of NHTSA," she said. "And he recognizes that regulators are not necessarily popular no matter what they do."
On the docket
 
Lawmakers have introduced several bills this year to improve compliance with and enforcement of federal auto safety laws.
• Motor Vehicle Safety Act of 2014*
Sponsor: Rep. Henry Waxman, D-Calif.
Requires more automaker disclosures about fatal accidents and greater public access to safety reports, increases NHTSA funding for vehicle safety programs, boosts maximum agency fine to $200 million
• Early Warning Reporting System Improvement Act
Sponsor: Sen. Edward Markey, D-Mass.
Requires more automaker disclosures about fatal accidents and greater public access to safety reports, requires NHTSA to upgrade its online databases and provide public notice of all defect investigations
• Motor Vehicle and Highway Safety Enhancement Act
Sponsor: Sen. Claire McCaskill, D-Mo.
Doubles funding for NHTSA's vehicle safety operations over 6 years, raises or eliminates caps on NHTSA fines for violations, gives federal prosecutors more freedom to pursue criminal charges against safety-law violators
• Whistleblower bill
Sponsor: Sen. John Thune, R-S.D.
Provides cash incentives to encourage industry employees to alert officials about faulty products
• Hide No Harm Act
Sponsor: Sen. Richard Blumenthal, D-Conn.
Makes it a crime, punishable by fines and prison time, for an executive to knowingly conceal corporate actions that pose risk of death or serious injury

*Sen. Jay Rockefeller, D-W.Va., introduced a similar bill in the Senate.