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Uzza | 2 years ago
The primary reason why all those Tesla cases lack those details, is that they're reported basically immediately when they happen, because all Teslas are connected to the mothership and report back when it happens.
The NHTSA page even explicitly points it out under the data limitations section, under "Incident Report Data May Be Incomplete or Unverified".
> This means that a reporting entity with access to vehicle telemetry may quickly become aware of an air bag deployment incident subject to the General Order, but it may not become aware of all circumstances related to the crash, such as surface conditions, whether all passengers were belted, or whether an injury occurred.
This is also the reason why Tesla are so overrepresented in the data. Almost no other automaker has connected cars, or are like the GM On-Star a subscription service that not everyone has.
All other reports have to come in manually though actual crash investigations, which can take time. Or not happen at all if nobody thinks those systems might have had been activated/relevant. For example, a car using driver assist technology getting t-boned by a manually driven car at an intersection will likely not raise any alarms about automated systems during crash investigations. But for Tesla they're reported, because they immediately know those cars were in a crash.
So in conclusion, as NHTSA has said, none of the data has been normalized, and lacks important contextual information to properly analyze it, and should thus not be used by itself to draw any conclusions.
Veserv|2 years ago
https://www.nhtsa.gov/sites/nhtsa.gov/files/2023-04/Second-A...
As can be seen on page 16 of the order, outlining request format 1, each reporting entity is required to submit a initial incident report and a follow up updated report 10 days after receiving notice of the incident. This is registered in Column D, Report Type, as 10-day update.
As can be plainly seen in Column D, Report Type, and Column B, Report Version, the vast majority of Tesla reports are on version 2, the second updated report issued 10 days after initial notice of the incident. Most of the remaining, newer, reports are on version 1, a report issued 5 days after notice of the incident as it has not yet been 10-days since the corresponding released NHTSA dataset.
Also note that reporting entities are allowed to voluntarily issue subsequent reports marked as Report Type, Update. Tesla has intentionally chosen to not do any investigation to evaluate the operational or safety characteristics of their incomplete product in use. That is completely and utterly unacceptable for a safety-critical product.
In addition, even if you were not colossally wrong on the nature of the reports, safety-critical systems require a positive proof of safety. You do not get to bet lives on unproven systems. If no proof is available, and no conclusions can be drawn, then it is not acceptable for use. This is the absolute basics of safety-critical system evaluation. The absence of information or inconclusive results is not a defense as you seem to think, it is a admission of guilt.
In conclusion, you are completely wrong in both the particulars of report submission and the generalities of what conclusions can be drawn from the Tesla reporting methodology.
JohnFen|2 years ago
Wait, is this true for EVs? I've written off purchasing an EV entirely because I don't want a connected car and I thought they all were. If there are ones that aren't connected, that changes the equation quite a lot.
Uzza|2 years ago
Many models coming out now are on new dedicated EV platforms, so you'd really have to check them to see what connectivity features they might have.
Nothing about EVs require connectivity though, it's just Tesla that have caused a shift in direction in many other automakers.