___________ Is Not A Common Injury That An Automotive Tech May Experience At Work. (2023)

1. Regular cleaning helps prevent kitchen fires True or False?

  • ______ is NOT a common injury that an automotive tech may experience at work. Solution 1. Answer: Jaw Pain!!! Explanation: Question. Which option is a ...

  • Answer:TrueExplanation:If you didnt clean regularly the junk and grease could add up and there could be a fire.

2. Common Workplace Injuries Suffered by Auto Mechanics

  • Aug 17, 2015 · Some other common injuries include burns and fractures. While some of the accidents can be avoided by using safety equipment, not all of them ...

  • The latest data from the Bureau of Labor Statistics (BSL) shows that auto mechanics are more susceptible than an average worker to occupational injuries and illnesses. In 2015, more than 15,000 work-related injuries were reported by mechanics alone. Add to this a possibly large number of unre

Common Workplace Injuries Suffered by Auto Mechanics

3. What to Do After a Car Crash (for Teens) - Nemours KidsHealth

  • After a crash, a person may feel a wide range of emotions — shock, guilt, fear ... Be extremely cautious — not all injuries can be seen. If you or anyone ...

  • Although you do your best to drive responsibly and defensively, it's still a good idea to know what to do just in case you end up in an accident.


  • industries or in any hazardous job (see the list of hazardous occupations). In addition, a 14- or 15-year-old may not work in the following occupations (WAC.

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  • The Bureau of Automotive Repair has no direct jurisdiction over the rebuilding of salvage vehicles by private parties because these people are working on their ...

  • ÐÏࡱá > þÿ Q S þÿÿÿ L M N O P ÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿì¥Á q ¿ Ó¼ bjbjt+t+ -` A A ¯¸ # ÿÿ ÿÿ ÿÿ ] " " " " " " " 6 6 6 6 8 n ´ " t 6  d ( * * * * * * U W W W W W W $ ô ô è ” { " * * * * * { ¤ " " * * ¤ ¤ ¤ * X " * " * U 6 6 " " " " * U ¤ 8 ¤ Ü 5 " " U * – l 0¤ž?+Â6 6 ‚ " M SENATE INSURANCE COMMITTEE Senator Jackie Speier, Chair “Total Loss Salvage Vehicles” January 30, 2002 State Capitol SENATOR JACKIE SPEIER: The hearing this afternoon is on “Total Loss Salvage Vehicles.” This is the final phase of the committee’s efforts in reviewing laws to see to what extent they do or do not protect consumers from unknowingly buying wrecked vehicles that have been repaired. There really are two basic issues: One is disclosure, and the other is safety. As some of our witnesses will state today, badly damaged vehicles, including those declared a total loss by an insurer, are sold without proper disclosure to consumers. We witnessed one vehicle outside the Capitol this afternoon that was specifically sold by an insurance company to a salvage auction. It was specifically not branded as salvage as it should have been. Some of these vehicles are also dangerous, as will be attested to by Acting Chief Adam Cuevas of the California Highway Patrol. Equally as troubling will be a report by Patrick Dorais, acting chief of the Bureau of Automotive Repair, who will update us on the agency’s auto body fraud inspection program where, apparently, 43 percent of the cars inspected were the subject of fraudulent repairs. Now, that particular statistic was one that was offered by the BAR some years ago and many of us raised our eyebrows then. We then, as a result of legislation that I carried, created this inspection program for consumers throughout the state who could, after having their cars repaired, have the BAR inspect them to make sure the repairs as stated on the invoice, were actually done. Some 500 people now have taken advantage of this program, which is free, and have had BAR come out and inspect. As a result of those inspections, 43 percent of the vehicles that were inspected were subject to fraudulent repairs. We’re pleased by the lineup of witnesses that include not only key state agency regulators but also representatives of California’s two largest salvage pools, auto dismantlers, and our top auto insurers. Clearly, we are going to get some answers today – the kind that solve problems. In fact, starting on page 11 of the committee’s background report, there are eleven consumer protection proposals offered by witnesses who will be testifying today. I anticipate that the committee will release its full report within three weeks, but for now we are here to learn and to ask each witness how we can better protect consumers. We do have a long agenda, and we are starting somewhat late. I hope that Members and those in the audience will have an opportunity to hear all the witnesses and to ask questions. We have with us Senator Nell Soto. Welcome, Senator. We will now begin the hearing by asking Acting Chief Adam Cuevas of the CHP to testify. Good afternoon. COMMANDER ADAM CUEVAS: Good afternoon, Senator, Madam Chair. The CHP’s main focus as it relates to the Salvage Vehicle Program, I’d like to start with giving a quick overview. Salvage vehicles have long been an element of statewide vehicle theft, and there are basically three different ways in which salvage vehicles can be utilized to contribute to the vehicle theft problem. The first is called a VIN switch. A common scenario would be for a thief to steal a popular make or model of car. The thief then purchases an unrepaired salvage vehicle of the same make and model; takes the VIN plate from the salvage vehicle; puts it on a stolen vehicle and uses the title from the salvage vehicle to register the stolen car. The thief could then sell the stolen car to an unsuspecting buyer for the market value of the vehicle, making a profit of several thousand dollars from an initial investment. The second scheme is called a “strip,” or what we call “strip and rebuild,” where a vehicle thief will steal a vehicle, then strip it of its component parts. Once the vehicle has been recovered by law enforcement, the vehicle thief will purchase that same vehicle at a salvage auto auction and rebuild it with its original parts. The vehicle thief can now claim a clean title to a stolen car. This scheme is often used by a registered owner of a vehicle to defraud the insurance company. Finally, the popular market for the sale of revised salvage vehicles, as you point out in your report, creates quite a black market in the sale of component parts to rebuild those vehicles. Popular-make vehicles are stolen and stripped of their component parts. It’s kind of referred to as a “surgical strip.” The parts are then sold to unscrupulous auto rebuilders. The rebuilt salvage vehicle, with stolen component parts, is then sold to an unsuspecting purchaser. One of the most common stolen parts is the airbag, which can be sold for several hundred dollars to dishonest auto dismantlers. Legislation as it involves the salvage program. To address this issue of salvage vehicles, Senate Bill 1833 was enacted in 1994. This bill amended Vehicle Code sections defining total loss salvage vehicles and nonrepairable vehicles. The bill further mandated the CHP to inspect every revived salvage vehicle presented for registration in order to determine the true identity of the vehicle and its component parts. The number of requests for inspections quickly overwhelmed the CHP, and there was a moratorium placed on the program. In 1997, the CHP’s current Salvage Inspection Program was established under Senate Bill 1713. The current program mandates the CHP to inspect, on a random basis, the salvage vehicles presented for registration. These random inspections are accomplished by a three-pronged approach. The first element is the referral of those salvage vehicles presented for registration to the Department of Motor Vehicles that have altered or missing VINs, or there’s a discrepancy between the vehicle’s paperwork and the VIN numbers. The second element is a random inspection. The random referral is based upon a target of vehicles. The CHP identifies the most popular stolen vehicles and provides the regional DMV offices with a list of those vehicles. Any revised salvage vehicles applying for registration of the make and model included on that target list is referred to the CHP for the salvage inspection. These target vehicles are most likely vehicles to be rebuilt with stolen parts. The last element of the approach is for CHP officers to actually visit the local DMV offices and work alongside DMV employees in performing cursory salvage vehicle inspections and issuing certificates. During these visits, officers also provide training to DMV employees in recognizing suspicious applications and vehicles. The market for salvage vehicles. With over 170,000 salvage vehicle registration transactions recorded in 2001, there’s obviously a strong market for salvage vehicles. A salvage vehicle can be a good investment if the buyer knows the vehicle’s accident history and the vehicle is repaired by a certified auto rebuilder with genuine replacement parts. A salvage vehicle is a poor investment if the salvage vehicle is actually a vehicle that should have been declared nonrepairable by the owner or insurance company. A nonrepairable vehicle is a vehicle that has been damaged to such an extent that its only value is for component parts or scrap metal or for the illegal use of its VIN plate, frame, or registration. The vehicle can never be registered for use on California roadways. Buying a salvage vehicle can be a poor investment if purchased from an unreliable source and the buyer has no knowledge of the vehicle’s history. Unfortunately, the situation is often encountered by the inspection officers. The innocent purchaser, thinking he’s getting a great deal, is unaware of the involved process of registering a salvage vehicle. First, they discover that it will cost them an additional $50 to obtain a salvage certificate. Next, they find they have to go to the CHP to have their vehicle inspected and obtain a certificate. After the inspection appointment, they often drive away in their vehicle without doors or bumpers or some other component part that is discovered to have been stolen. From November 1999 – I’m going to give you some statistics – to October 2000, DMV recorded a total of 169,363 revived salvage or junk transactions. Of this total number of vehicles, 29,484, or approximately 17 percent of the total salvage vehicles presented for registration, were inspected. This figure is pretty consistent since we started the program. We end up inspecting about 16 to 20 percent of salvage vehicles. From October 2000 to September 2001, CHP inspected 16 percent of salvage vehicles. A measure of our effectiveness in the stolen vehicle aspect I think can be attributed to the fact that the goal is to deter auto theft. One measure of the effectiveness can be ascertained by tracking the number of vehicles stolen and stripped for their component parts. Toyota trucks and passenger cars are always topping the list of stolen vehicles. In 2000, in Sacramento and L.A. County, 400 Toyotas were stolen and recovered with major component parts stripped. In 2001, 408 Toyotas were stolen and recovered as major strips in these two counties. This is an increase of only .02 percent compared to a 7 percent statewide increase of vehicle thefts during the same period. The CHP would like to think that inspection of rebuilt Toyotas may be responsible for discouraging the theft of Toyotas and their component parts. The CHP’s current program is comprised of eighteen inspection officers, two office technicians, and one governmental program analyst assigned at the headquarters level. From January 1, 2001 through September 30, 2001, officers recovered 31 stolen vehicles, 58 vehicles with missing or altered identification numbers, 65 stolen component parts, and 251 component parts with missing or altered identification numbers, out 21,363 inspections. More comprehensive inspections would obviously result in an increase of recovered vehicles and parts. The safety of salvage vehicles. I know that’s what you want to get to. Recently, there’s been considerable publicity regarding the safety of salvage vehicles. Legislation mandated the CHP to perform comprehensive inspections of salvage vehicles to determine the vehicle’s identity and the identity of the vehicle’s component parts. Neither ourselves nor, I believe, the Department of Motor Vehicles perform safety inspections on salvage vehicles. Rebuilt salvage vehicles can be a sound investment if rebuilt by reputable auto builders using genuine manufactured parts. However, there’s no doubt that a certain percentage of these revived salvage vehicles are structurally unsound. Some obvious discrepancies may be noticed by the salvage vehicle inspection officer during the course of a comprehensive inspection and what we’ve brought to the owner’s attention. However, the officer is not qualified to make a determination of the vehicle’s structural integrity. I’d like to touch on the airbag history. In 1973, the Oldsmobile Toronado was the first vehicle sold with an airbag. In 1991, President Bush signed a law requiring airbag phasing-in beginning 1994. All 1998 and later-model years and all 1999 and later-model-year trucks and vehicles are required to have airbags. SENATOR SPEIER: Could you repeat that please? COMMANDER CUEVAS: The entire airbag history? SENATOR SPEIER: Yes. COMMANDER CUEVAS: In 1973, the Oldsmobile Toronado was the first vehicle sold with an airbag. Nineteen ninety-one, President Bush signed the law requiring airbags to be phased in, in the 1994 year. Nineteen ninety-eight and later-model cars and all 1999 and later-model trucks are required to have airbags. SENATOR SPEIER: What percentage of the cars manufactured in 1994 actually had airbags? It became a selling feature. Although there was a phase-in, there might have actually been greater participation. In 1994, was it likely that 60 percent of the vehicles had airbags? Twenty percent? COMMANDER CUEVAS: I don’t have that figure, Senator. I’d be happy to get it for you. SENATOR SPEIER: Is there a way of getting that kind of information? COMMANDER CUEVAS: Absolutely. Airbags have been deployed close to one-and-a-half million times since their introduction and are present in almost 34 percent of nearly – and I think that answers your question. Well, no, it doesn’t because it’s just in deploying. They’re present in 34 percent of nearly 200 million cars in the United States. I think that’s an overall number, but I can find that out as far as the 1994 time. Of this 34 percent, 38 percent are equipped with a passenger-side airbag. The National Highway Traffic Safety Administration estimates that serious head injuries are reduced by 50 percent by using the airbag and seatbelt together as compared to using the seatbelt alone. It’s estimated that airbags have saved more than 2,500 lives in the U.S. and Canada since they were first introduced in the market. Driver-side airbags have reduced the death rate by about 14 percent; whereas, passenger-side airbags have reduced deaths by about 11 percent. Airbags in salvage vehicles. An example of the dilemma regarding the safety of salvage vehicles is the issue of replacement bags. Recent legislation made it illegal to refill a previously deployed airbag under 27317 of the Vehicle Code. However, there’s no requirements to replace airbags in vehicles that were originally manufactured with them. Salvage inspection officers often come across the salvage vehicles where the airbag compartment is empty; yet, it appeared that the vehicle is equipped with them. The buyer of the salvage vehicle is often unaware the vehicle is not equipped with functional airbags. Due to the fact that airbags are not listed as a component part of a vehicle, as defined in Vehicle Code Section 5505, the inspection officer cannot withhold certification because of lack of an airbag. Structural integrity of the salvage vehicle. Another factor in the overall safety of a salvage vehicle is the percentage of the vehicle that is being replaced, especially those vehicles of unibody construction, which are the majority of today’s vehicles. For example, if a 1997 Camry, from the engine compartment firewall to the front bumper, was rebuilt with a 1996 Camry, from the engine compartment firewall to the rear bumper, the vehicle could be legally sold by a dealer to a purchaser as a 1997 Camry, even though 75 percent of the vehicles actually are 1996. SENATOR SPEIER: Why is that? COMMANDER CUEVAS: I’ll touch on it later, but the legislation is that it’s difficult to determine what is the main component part of the vehicle in modern vehicles because they’re unibody construction. SENATOR SPEIER: Senator Soto. SENATOR NELL SOTO: The cars that are crashed and they’re resold and they’re supposedly fixed, does anybody check before they’re sold to see if the airbag is in there, in fact, or they don’t? COMMANDER CUEVAS: No, they do not. I’m addressing the salvage vehicles, but overall vehicles, no. SENATOR SOTO: But the ones that are fixed and repaired so they can be sold again, if the airbag has been deployed, does anybody check to see if it’s working again when they sell them? COMMANDER CUEVAS: It would have to be— SENATOR SPEIER: Replaced. COMMANDER CUEVAS: Yes, it would be a replaced. By law it doesn’t have to be replaced. Somebody could take the airbag off and put another steering wheel or another cover on it and they would not be violating the law. The law just says you cannot install a previously deployed airbag. We find out a lot of times, in the salvage vehicle market, when they come to our office, they’ll cut out the actual bag that deployed, and then the cover of the steering wheel, they’ll just push it back together and glue it. SENATOR SOTO: Is it possible to put another airbag in there? COMMANDER CUEVAS: Yes, absolutely. SENATOR SOTO: But there’s nothing that requires them to do that. COMMANDER CUEVAS: That’s correct. SENATOR SPEIER: And the issue, Senator, is even more complicated because the cost of an airbag is $1,800. So, you can create a scenario very easily: A 1994 vehicle with an airbag that was in a fender-bender but it comes to two or three thousand dollars, it’s not worth much more than that. You add $1,800 for an airbag and they total the car. The consumer keeps the car, repairs it, doesn’t put the airbag in, and you can see how an unsuspecting subsequent purchaser wouldn’t know any different. COMMANDER CUEVAS: Absolutely. Some sample statistics, at the request of the chair. Madam Chair, we examined all fatal collisions from several CHP areas, which are listed in the analysis, to get an idea of the involvement of previously salvaged vehicles involved in traffic collisions. We looked at a period from January 1, 2001 through June 30, 2001 and found there were a total of 104 fatal collisions, and out of these 101 [sic] fatal collisions, there were 150 vehicles involved. Of those 150 vehicles, 6 vehicles were found to be revived salvage vehicles. Five were cars; one was a motorcycle. There were 4 fatalities among these six vehicles. One was a motorcycle rider, two were drivers of salvage vehicles, and one was a passenger in a salvage vehicle. Of the six revived salvage vehicles, two had mechanical defects that may have contributed to the injuries sustained by the occupants. In one accident, the vehicle’s bench seat was not fastened to the floor via mounting bolts. The driver and the passenger both lived but sustained severe injuries. In another accident, inspection of the vehicle found that the driver side and right front airbags had been cut out of the vehicle prior to the collision, so they weren’t there. I’d like to point out that in the analysis – that’s something that we found out, I think, yesterday, and I just got a call today on it – it was the opinion of the officer that the driver’s airbag had deployed in the accident, but that was, in fact, not the case. It just popped open. So, there was no airbags on either side. In that accident, the passenger, I believe, died, and the driver sustained major injuries. According to the DMV, 8 percent of registered vehicles are salvage title. This sampling that we did here reveals that, out of this very small sampling, 4 percent – or 6 out of the 150 vehicles involved in the fatal accidents – were salvage vehicles. Another comparison one could make is that 2 of these 150 vehicles, or 1.3 percent of these salvage vehicles, had mechanical defects that contributed to the injuries suffered by the occupants. What’s unknown is what percentage of the remaining 144 out of the 150 nonsalvage vehicles that were not queried by us contain mechanical defects that contributed to the injuries of the occupants. We did check, and just for the primary collision factor, there was only one of the accidents that was attributed to mechanical defects, out of the 101 accidents. That kind of goes along with statistics that we’ve consistently gathered. Actually, it’s even a little higher. Generally speaking, it’s anywhere from .2 percent to .4 percent of accidents involve mechanical defects. SENATOR SPEIER: And with salvage vehicles, it was—? COMMANDER CUEVAS: With salvage vehicles, 1 out of 150, so about .5 percent, I guess, or .7; somewhere around there. I think there’s two issues here: The safety of the vehicle causing the accident and the safety of the vehicle causing injuries to the occupants of the vehicle. What could be argued is that simply being a salvage vehicle is not, by itself, proof that the vehicle is unsafe. For example, if you had a newer model vehicle worth $20,000 that sustained major damage costing $10,000 to repair, it would probably not be declared a salvage vehicle. It would simply be repaired and the quality of which would not be known by the purchaser. A second vehicle worth $5,000, if it sustained $3,000 in damage, it would probably be declared salvage. Which would be the safer vehicle between the two would not be readily apparent to the buyer simply by whether it’s salvaged or not. Additional resources allocated to our program would not only come closer to fulfilling the original intent of legislation with regards to inspection of vehicles, which the CHP inspects revived salvage vehicles, but it also would provide a better service to the public. The CHP is sponsoring legislation – thankfully by you, Senator – and it will include airbags as a component part of a vehicle and require that a revived salvage vehicle have a new replacement airbag if it was originally manufactured with one. Additionally, the proposed legislation will require salvage vehicle rebuilders to obtain the inspection of the salvage vehicle prior to selling the vehicle. Although this will obviously increase the cost to auto rebuilders for rebuilding salvage vehicles, it will protect the innocent purchaser from unknowingly purchasing a salvage vehicle rebuilt with stolen parts. Addressing solutions for determining the safety of salvage vehicles is complicated. The CHP inspection officers can obviously do minimum safety inspections, such as lights, tires, etc. Determination of structural integrity of the vehicles that have been welded together would be beyond our expertise and would probably be most likely – I know it’s pointed out in your analysis – the Bureau of Automotive Repair would probably be the best person to address that. In summary, the CHP’s Salvage Inspection Program is deterring the use of stolen component parts in the rebuilding of salvage vehicles and, consequently, is assisting in reducing the overall number of vehicles stolen each year. However, the program, as currently structured with existing personal resources, is not equipped to determine the safety of repaired salvage vehicles. SENATOR SPEIER: Thank you, Mr. Cuevas. Your focus appears to be on auto theft, but there’s a lot of auto fraud that goes on as well. Is that not part of your interest as well? COMMANDER CUEVAS: It certainly is our interest, Senator. With our resources, the fact that we only inspect about 20 percent of salvage vehicles, there’s one area that we’re not even completely covering, so we certainly are concerned. We work with BAR and any other agency. If we see any fraud, we certainly would like to help, but many times it is a civil matter; for example, if somebody buys a salvage vehicle and they did not know that it was going to cost a lot of money to fix. We find, I think, generally, in talking to our officers, a good percentage of people that buy salvage vehicles know that they’re buying a vehicle that’s not a great vehicle; it’s got something going on here. They just aren’t sure how far or how badly it was damaged, and that’s what they look into. Once they find out that they have to pay more money to have it repaired, there’s no current law that covers it, so we have to refer them civilly. SENATOR SPEIER: The DMV issued 283,000 salvage certificates in 1999, and a DMV data run indicates that insurers processed 114,000 salvage certificates. Oh, there is a correction to be made? [Conferencing with staff.] What is the correction? MR. BILL CATHER: Good afternoon, Madam Chair and members. Director Gourley will be up later and will get into this more generally. However, we did respond to a request from the committee about a month ago for some statistical information which focused generally on salvaged vehicles. We found that a lot of vehicles not only had been reported as salvage but also had been subsequently reported as junked, and junked vehicles can also be revived and put back on the road. The earlier figures we gave you did not include the junk vehicles. We have recently updated those figures. They now do and we’re back up to the 280,000 vehicles that you talked about; of which, about 158,000 vehicles are being reregistered each year. SENATOR SPEIER: But if the insurance companies are reporting to you that they are taking salvage certificates on 114,000 per year and, yet, you show 283,000 certificates, that means you’re getting many more certificates from someone. MR. CATHER: Right. Again, I think we have to be cautious about using that 114,000 figure because that was based when we were not looking at the junk status. A vehicle can be reported by an insurance company as being salvaged. Later, once that vehicle goes through its process, if it’s determined it cannot be repaired, it is then submitted to a dismantler for junking. Because we didn’t factor in that particular scenario and some others that involved junk vehicles, that 114 was artificially low because it was only those vehicles that went only as far as the salvage certificate process. Actually, there’s a much larger percentage, almost double that number. If you want to say 228,000, that’s probably closer to the number that the insurance companies are actually reporting to us each year. SENATOR SPEIER: That are either salvage or junk. Is that what you’re saying? MR. CATHER: They would report it as salvage but, subsequently, that vehicle would then be through a salvage pool or the customer retains the ownership. There’s a number of scenarios and this gets very complicated, but there’s a number of scenarios of what subsequently happens to those vehicles. It’s the old question – you get back from the computer what you ask it, and we didn’t ask it all the right questions the first time. SENATOR SPEIER: I don’t know that I’m still following you though. The insurance companies report to you if they are going to issue a salvage certificate. MR. CATHER: If they have insured a vehicle and they have determined that that vehicle is a total loss, they, by law, must notify the Department of Motor Vehicles that they have made that determination. And that would both be in the case of where they’re accepting the vehicle and giving the money to the owner and also in the case where they have made an agreement with the owner that they’ll make a total loss settlement but the owner may retain the ownership of that vehicle. So, they’re letting us know in both cases. SENATOR SPEIER: Are you sure they’re letting you know when the consumer chooses to keep the car? Under state law, at least in the report, it says, “Under state law, insurers must obtain a salvage certificate if it takes possession of the total loss vehicle.” MR. CATHER: Correct. SENATOR SPEIER: They’re not taking possession of a total loss vehicle, so does the law subsequently require them to? MR. CATHER: The law does require them that in the case of an owner retention, that they notify DMV that the owner is going to retain it, and the law also says that they must notify the owner of their responsibilities to submit the title and get a salvage certificate. SENATOR SPEIER: But how do we know, first of all, that this is happening? See, my sense is there’s a lot of vehicles out there that are salvage vehicles that have never been branded as salvage vehicles. MR. CATHER: I think you’re absolutely right. SENATOR SPEIER: I don’t know that we have put enforcement tools in place to make sure we’re getting accurate information. MR. CATHER: It is definitely a very big question and hopefully a question you get to the bottom of today. SENATOR SPEIER: All right. MR. CATHER: But I just wanted to clarify the issue on the numbers. We’re about double that number. I think we’re now right in line with what the insurance companies are reporting as the number of vehicles. SENATOR SPEIER: No, they reported 114,000. MR. CATHER: That was our number. SENATOR SPEIER: Oh, that was your number. MR. CATHER: Yes. Mr. Steffen and our department looked at about five or six of the larger insurance companies, and our figures were about half of what they said they had issued. Now that we have factored in the junk vehicles, I think that has now determined why our numbers were so significantly off. It’s kind of complicated because of the way the system works, where a junk overlays a salvage and a revival overlays the junk, and depending on how you ask the computer for the information, you get very different data. SENATOR SPEIER: This salvage certificate is real bold. It says, “Salvage Certificate.” MR. CATHER: Correct. SENATOR SPEIER: Is there another certificate that says “Junk”? MR. CATHER: A junk certificate is actually a status that’s placed on the DMV record, and the dismantler issues a junk receipt to the person who is submitting it to the dismantler for junking. SENATOR SPEIER: So, a junk doesn’t really ever get a certificate. MR. CATHER: It does not necessarily. For example, somebody may decide that they want to fix this car up, and when they get into the process, they find out just how much it’s going to cost to replace the airbag and other things and decides, “Oh, I’m not going to spend that,” and they end up taking it to a dismantler. So, they did get a salvage certificate, thinking they were going to fix it up, and then gave up on it and just turned it over to a dismantler. So, it went from a salvage vehicle to a junk vehicle, and then it gets even more fun because people can actually acquire a junk vehicle from a dismantler, fix it up, put it back on the road, and it becomes a revived junk. SENATOR SPEIER: And the certificate says that? MR. CATHER: If that vehicle is subsequently reregistered, it will say “Salvaged” on the title. I’ll provide you with copies of that later. SENATOR SPEIER: Well, you know what I think for starters? And you should start this process immediately. We have to redefine all of these terms. MR. CATHER: We’re with you on that. We think that’s a good start. We’ve got a few suggestions. SENATOR SPEIER: I think any number of us would pick up one of these and not know one from the other. We used to call lemon cars “warranty returns.” Warranty return doesn’t mean anything to the consumer. I think we’ve changed that now. Correct? What’s it state? MR. CATHER: I think it says, “Lemon law buy-back.” SENATOR SPEIER: Define for the committee what a junk vehicle is. MR. CATHER: A junk vehicle is one that not only an insurance company but the owner of the vehicle and any subsequent person who handles it decides that it is not worth repairing and putting back on the road. It is only valuable for its component parts and for the scrap metal. The law is pretty clear here: In order for it to be junked, it must be turned over to a licensed dismantler. The DMV licenses dismantlers and dismantlers do just that. They pull out the radio, they pull off the wheels, they pull off the fuel pump, and they sell those parts to people that need them, and anything that they can’t sell, they turn over to a scrap metal processor who then chunks them up and sends them by ship to Japan, or whatever they do with them. Again, there are times when someone will go to a dismantler’s operation and it’s basically a frame and little else and they’ll say, “I can still buy all the parts for that. I want to buy that,” and they get the junk receipt from the dismantler and they go back and they acquire all the parts from wherever sources they can get them, and when that vehicle is whole, they can then bring it to DMV, after getting a brake and a light inspection and a smog inspection, if required, and actually put that vehicle back on the road. SENATOR SPEIER: What is it going to be branded as? MR. CATHER: It will be branded as “Salvaged.” It’ll say “Salvaged.” I have an example of what that title looks like. SENATOR SPEIER: Don’t you think that’s kind of disturbing? MR. CATHER: That a vehicle— SENATOR SPEIER: That a frame has had all different components put back on it and is now considered a salvage vehicle. I think we’ve got to identify these vehicles for what they are so that consumers know what they’re buying. MR. CATHER: Right. SENATOR SPEIER: A salvage vehicle, to me, typically is one that’s been in an accident, someone purchases it, there’s repairs done to it, but it was born one unit and still is one unit but for some parts that have been added. It’s not a total reconstruction. It’s not cloning. MR. CATHER: That’s right. SENATOR SPEIER: Senator Soto. SENATOR SOTO: Perhaps you discussed this before I came in, because I was late; I’m sorry. But, isn’t there any legislation that requires them to indicate that that is a salvaged car? Perhaps that might be what we need, if there isn’t, that would state in some document or even on the windshield of a car, saying “salvaged car” and “you buy at your own risk.” Or something of that manner that we would be able to legislate that so that this wouldn’t continue. Right now, from what I understand, we don’t have much control over it. Perhaps that might be one of the answers that we could come up with here so this won’t continue. We don’t know how many cars are on the road that are salvaged and are a very potential threat to the safety of the highway. SENATOR SPEIER: That’s correct. There is, I think, a recommendation by one of the witnesses that would suggest that we actually stamp or brand the driver’s door jam, like we’d stamp and brand them for lemon law vehicles now; that we stamp them for that as well. You could have a salvage lemon law buy-back. [Laughter.] You could have a branded door jam that was quite elaborate. Okay. Thank you, Mr. Cather. MR. CATHER: You’re welcome. SENATOR SPEIER: I guess, Mr. Cuevas, what I’m trying to get a handle on is how bad is the problem out there? COMMANDER CUEVAS: How bad is the stolen vehicle? How bad is the safety problem? SENATOR SPEIER: How bad is the misidentification of vehicles purchased by unknowing consumers? COMMANDER CUEVAS: Just an opinion only, once again, as I said, I think that most people know that they’re buying a salvaged vehicle. They just don’t know how bad the vehicle is, and that’s where a lot of them get really upset. There is a certain percentage, as you pointed out in your analysis, and Richard did some really good background on, where people get washed titles from out of state that a vehicle that’s wrecked out of state comes in and the vehicle does not have a salvage title. Very unfortunate. I think the problem is it’s hard to identify how much salvage is responsible for and how much – like the example I gave, that there’s a lot of unsafe vehicles period – are being driven out there. I think the statistics pretty much, and I know this is very preliminary, kind of indicate that there’s nothing that comes out strikingly to say that all these salvage vehicles are causing a safety problem. Certainly, one was identified as a possible problem, but even it could be argued that that one person that died, half the people that have seatbelts and are using some kind of restraint system still died in accidents. So, had there been an airbag, would the person have lived? We don’t know. But it certainly is a problem. To what extent, I’m sorry if I’m being evasive on it. I just don’t know how bad the problem is. SENATOR SPEIER: Would you agree that we should require more than brakes and taillight inspections before vehicles are put back on the roadways? COMMANDER CUEVAS: I think that is certainly something that the Legislature should consider. How it could be implemented, I don’t know. That’s the problem, is who. It sounds like BAR, and I hate to point to them, but somebody who’s a professional that can evaluate the safety of a vehicle is the person that needs to be doing that. There are many vehicles that are – and as you pointed out very eloquently--something happened to that vehicle and, certainly, if you had to choose between two vehicles – one that’s been in an accident and one that isn’t – you’re going to want the one that hasn’t. But, I think many of the experts that are going to testify maybe today or many people in the industry will tell you that they have great shops that do great work and they stand behind the work that they do. It’s definitely an auto theft problem, if I may touch on that. As I talked about in my opening remarks, it creates an area where people, like I said – just because of the fact that these cars are lower priced, it causes the vehicle thief to say, “Hey, I’ll steal a whole bunch of Toyotas, strip them, and I know that I’m going to have a place to sell them.” SENATOR SPEIER: Right. There’s a new technology that’s similar to a POM pilot that’s being used in the medical profession called a “physician entry system,” I think it’s called. Basically, a physician takes this POM around and he writes down in the logs, instructions and the like and it triggers responses. One of the things that I’ve heard is that these accident reports are just paper filed. I mean, there’s no data collection of this. Is that true? COMMANDER CUEVAS: The total amount of information in the accident report, that is correct. It is actually a paper document. There’s only certain information categories that are inputted into a database. SENATOR SPEIER: Just kind of go with me for a minute here. If we created some technology whereas the CHP officer would put all this information into a computer that then is transferred to DMV and insurers and the like, it would seem to me we could get a better handle on these vehicles. Correct? COMMANDER CUEVAS: I absolutely agree. SENATOR SPEIER: My babysitter was in a little fender-bender. She only has liability insurance. The car is totaled but she went out to repair it. It won’t get that salvage designation because the insurance company is never going to report that because I don’t believe the law requires them to. There’s a whole lot of folks out there that would fall in that category, that will subsequently sell a car and you’ll never find out it was in an accident. Correct? COMMANDER CUEVAS: That is correct. That is absolutely correct. It’s kind of a buyer beware. A lot of people will only buy new vehicles, specifically for that reason. SENATOR SPEIER: All right. Thank you. COMMANDER CUEVAS: Thank you very much, Senator. SENATOR SPEIER: Our next witness is Patrick Dorais, the acting chief of the Bureau of Automotive Repair, who’s going to explain to us the anatomy of an illegal salvage vehicle sale by a licensed car dealer. And after you do that, I want you to tell us whether or not you’ve reported this to the Department of Motor Vehicles. MR. PATRICK DORAIS: Good afternoon, Madam Chair and members of the committee. Thank you for the opportunity to appear here before you today. My name is Patrick Dorais. I am the acting chief of the Bureau of Automotive Repair, which is within the Department of Consumer Affairs. As you probably know, Madam Chair, Director Hamilton, with the Department of Consumer Affairs, was scheduled to appear here with me today but, unfortunately, could not make it due to a family emergency. However, with me today to answer some of the committee’s more challenging questions are two fine employees from the Bureau of Automotive Repair. To my immediate left is Richard Monday, who is deputy chief of the Bureau’s Field Operations and Enforcement Division, which handles all automotive repair complaints, including smog check inspections and repairs. To the left of Mr. Monday is Daniel Povey, who is the program manager for the Autobody Repair Program that we currently run. I wanted to begin by providing a brief report on the progress of the Bureau’s pilot Autobody Repair Inspection Program that was established by SB 1988, which is the chair’s legislation that was signed into law by the Governor in September of 2000. As the chair has referenced, this is a program which the Bureau field representatives actually make housecalls to consumers to inspect, free of charge, vehicles in which the consumer suspects that there might be something wrong with the autobody repairs that have been done on that vehicle. There is a toll-free number in which consumers can call to participate in this program, which is 866/881-1332. As of December 31, 2001, the Bureau had scheduled 585 vehicles for inspection. Of the 507 inspections completed thus far, 217, or 43 percent, of the vehicles showed evidence of fraud by the autobody shop, having billed for parts and/or labor that were not supplied. These fraudulent repairs averaged $586 per vehicle. These numbers are alarmingly high in light of the fact that the industry is clearly aware of the potential of having a repaired vehicle inspected by the Bureau under this pilot program. Now, moving on to the sale of salvage vehicles. SENATOR SPEIER: Can I stop you there for a moment? To what extent do you attribute the fact that these direct repair programs are now being marketed so heavily by insurance companies that repair owners feel compelled to be part of them and end up having to cut corners because they’re getting paid so much less to repair a vehicle? Do you think that’s part of the issue? MR. DANIEL POVEY: Yes, Senator, it is a possibility that they’re controlled so much. We also find, though, that, quite frankly, in some of the DRP situations, the familiarity of the repair shop with the insurance company leads them to the ability to steal more easily. SENATOR SPEIER: Why don’t you explain that to us a little bit more. MR. POVEY: Well, quite frankly, the repair shops often act as an extension of the insurance company and are not as closely watched. They are taking over some of the administrative duties of the insurance company when a person comes in to have their vehicle repaired. It’s like the fox watching the henhouse sometimes. SENATOR SPEIER: How many of these inspections were the repairs done in direct repair program shops? MR. POVEY: That I do not know. SENATOR SPEIER: Can you find that out? MR. POVEY: I do not have information from insurance companies. MR. DORAIS: We’d be happy to get that information to the committee. SENATOR SPEIER: That would be helpful to us, thank you. Senator Figueroa. SENATOR LIZ FIGUEROA: Is there any way of determining how many autobody shops are owned by insurance companies? SENATOR SPEIER: That’s a new phenomenon in California because Southern California Auto Club has just purchased a 19 percent ownership in a company called Caliber Collision. Up to now in California there hasn’t been, but they’ve created these direct repair programs. Although they can’t do steerage, they created an environment so that the consumer wants to go to one of their direct repair shops because they’ll get it done quicker, they guarantee the work, and they won’t send an adjuster out. So, these auto repair shops feel compelled to get into the direct repair program, lots like physicians felt compelled to contract with HMOs. SENATOR FIGUEROA: We need to know how many of those relationships we have currently. SENATOR SPEIER: Of the direct repair? Oh, they’re very widespread in the state. Most repair shops get concerned because they can’t— SENATOR FIGUEROA: Compete. SENATOR SPEIER: Well, they can’t compete if they’re not part of a direct repair program because they don’t have any movement. Even though we supposedly have an anti-steerage law which says you can take your car to be repaired anywhere you want, they make it so enticing that you tend to go to their direct repair shop. Would you like to add more to that? MR. DORAIS: I think the chair’s assessment of the situation is pretty accurate. The sale of salvage vehicles continues to create problems for unsuspecting consumers in California. The unrestricted reconstruction of salvage vehicles has created an underground industry with unscrupulous rebuilders who are looking to make a quick buck with total disregard for vehicle safety or the economic hardships their sales create for the public. The Bureau of Automotive Repair has no direct jurisdiction over the rebuilding of salvage vehicles by private parties because these people are working on their own car. However, the Bureau attempts to assist consumers that file complaints with us after having fallen victim to the purchase of poorly repaired salvage vehicles. The Bureau has brought a 1998 Chrysler Sebring to today’s hearing, which appeared outside the west steps of the Capitol prior to the hearing. This vehicle exemplifies the problems related to the sale of vehicles that have been declared a total loss. This vehicle was deemed to be a total loss and unrepairable by the insurance company that originally settled a post-collision claim on the car. SENATOR SPEIER: It was specifically declared unrepairable? Because there’s a very low percentage of vehicles that an insurance company will actually deem unrepairable. MR. DORAIS: That’s correct. SENATOR SPEIER: It was deemed unrepairable. MR. DORAIS: By declaring it a total loss. In this case—? MR. RICHARD MONDAY: The vehicle had a total loss settlement on it. There was no salvage certificate applied to DMV on this particular car, which Mr. Dorais will get into in just a second. SENATOR SPEIER: All right. MR. DORAIS: The vehicle was deemed to be a total loss and unrepairable, as I’ve said, by the insurance company that originally settled the post-collision claim on the car. Since that time, the vehicle has moved through three different auctions without the required branding of its title as salvage. The vehicle was originally sent by the insurance company to a salvage pool, where it was offered for sale at auction. However, all the bids were rejected. It is of interest to note that at the request of the insurance company, the salvage pool offered this vehicle for sale without the required salvage title. The car was then moved to a regular nonsalvage auto auction where it was sold for $12,000 to a used car dealer. Upon discovering the condition of the vehicle, the dealer returned it to the auction and obtained a refund of his money. The vehicle was again offered for sale at the same auto auction and sold to another used car dealer for $8,600. This dealer subsequently determined that it would be cost-prohibitive to repair the vehicle. Instead, he took the car to a salvage pool that noted the vehicle had front-end damage and subsequently sold it at a salvage auction for $10,000 to yet another used car dealer in the Fresno area. Each time the vehicle was sold with a clean title; that is, without being branded as salvage. After receiving a complaint from the original owner, a Bureau employee, posing as a consumer, purchased the vehicle from the Fresno used car dealer. The dealer sold us the car for $12,800. However, the dealer reported the purchase price at $10,500 to lessen related registration and tax costs. The dealer informed the undercover Bureau representative that the car had never been wrecked and was a locally owned vehicle. The Bureau has since taken action against the repair facility that repaired the vehicle and has assisted the Department of Motor Vehicles in prosecuting the dealer involved. SENATOR SPEIER: Was this a dealer who was a new and used car dealer? MR. DORAIS: This was a used car dealer in the Fresno area. SENATOR SPEIER: Oftentimes, used car dealers are new car dealers, and that’s critical because there’s a higher expectation of knowledge of the law, if you’re a new car dealer and a used car dealer. MR. MONDAY: Almost all new car dealers have a used car sales department. In this case, we’re talking about a used-car-only dealer; an independent used car dealer. MR. DORAIS: It is common for the Bureau of Automotive Repair to investigate consumer complaints regarding shoddy repairs to total loss vehicles. Because there is no inspection requirements for these vehicles, their value at salvage auctions has continued to escalate, making it more and more advantageous for insurance companies to declare a vehicle as a total loss and, in many cases, not brand the vehicle title as salvage. The insurance companies can then recoup much of their loss through a subsequent sale of the vehicle at a salvage auction. SENATOR SPEIER: All right. Let’s first identify who was the insurance company that did not brand the vehicle. MR. MONDAY: We were afraid you’d ask that question. In this case it was Infinity Insurance Company. SENATOR SPEIER: Infinity Insurance. The Department of Insurance is present? Is there someone in your office who can speak to that? Would you please come forward and identify yourself? MR. TONY CIGNARALE: I’m Tony Cignarale with the Consumer Services Division – chief of the Consumer Services Division. SENATOR SPEIER: By law, an insurance company is required to get title as a salvage vehicle. Is that correct? MR. CIGNARALE: Correct. SENATOR SPEIER: So, what happens, typically, to an insurance company? What are the penalties that could conceivably be imposed? MR. CIGNARALE: At this point, what we’ve instructed our staff to do, both in the market conduct area and in the consumer complaint area, is to identify all total loss vehicles on the claims and determine whether the salvage and/or unrepairable status was applied for with DMV. SENATOR SPEIER: So, you’re in the process of doing that right now? MR. CIGNARALE: No. That procedure has been in place for approximately three years. SENATOR SPEIER: Well, you’ve missed one, it looks like. MR. CIGNARALE: On market conduct exams and/or consumer complaints, we have not found an instance where that has occurred. If it did occur, we have a procedure that we would contact DMV, because the law is a Vehicle Code law, and we would then refer that to DMV for their action. SENATOR SPEIER: Why shouldn’t it be a section in the Insurance Code where you would fine an insurance company for not following the law? MR. CIGNARALE: Conceivably, that could happen. If a violation of the Vehicle Code was found to have occurred, then we could then look to see whether we could have perhaps an unfair claims practice or an unfair practice against that insurance company. SENATOR SPEIER: What would that mean to the insurance company, potentially, in fines? MR. CIGNARALE: Conceivably, up to $5,000 for an unwillful act and up to $10,000 for a willful act. SENATOR SPEIER: So, it would be in the insurance company’s interest to attempt to get as many of the vehicles sold at salvage auction without having them branded because the penalty is so insignificant. MR. CIGNARALE: It would be per occurrence. SENATOR SPEIER: I understand that. Here’s just one example, and we only know about that because the very consumer that originally owned the car contacted the Bureau of Automotive Repair. Had that not happened, no one would be the smarter because of it. Correct? MR. CIGNARALE: Possibly not, right. SENATOR SPEIER: What I would like the department to do is go back and evaluate whether or not we need to put stiffer penalties into the law as it relates to insurance companies who do not appropriately issue salvage titles or request from the DMV salvage titles on vehicles. Furthermore, I think we need to also find out whether or not there should be a reporting requirement to the Department of Motor Vehicles by an insurance company when a vehicle has only liability insurance, but that that should be reported to the DMV as well when it would have been a totaled vehicle. But for the fact that there was not collision coverage, it would have been. Are you following? MR. CIGNARALE: Yes. If the claim itself was reported to that liability carrier, then they would have knowledge of it. If it was never reported, since the consumer did not have collision coverage— SENATOR SPEIER: Typically, though, the consumer has liability coverage, and if they hit another car, it would be reported. MR. CIGNARALE: Yes. SENATOR SPEIER: That’s what I’m talking about. MR. CIGNARALE: Sure. SENATOR SPEIER: All right. Does the Bureau have any other thoughts about the requirements that should be imposed on the insurance company? MR. MONDAY: Other than to control the fact that cars that are settled on a total loss have some mechanism from which to ensure that their titles are branded. SENATOR SPEIER: Well, supposedly that law exists but it’s not being enforced, or there’s no way of— MR. MONDAY: But it’s the interpretation of the insurance company as to whether to make that or not. There’s no system in place with either the Department of Insurance or the Department of Motor Vehicles to ensure that that happens. In fact, when these cars oftentimes are resold after they’re fixed, after a sale at the salvage auction, sometimes that sale to DMV might look like they’re purchasing the car from its original owner that was involved in the accident because they’ve got the signed pink slip that travels with the car. SENATOR SPEIER: Because the insurance company has never taken possession of title. MR. MONDAY: Right. SENATOR SPEIER: Maybe we should require the insurance company to take possession of title when they total a vehicle and don’t give them the opportunity to not. MR. MONDAY: That’s possible. SENATOR SPEIER: I think you have some marching orders here. There are some huge loopholes here that need to be addressed, and I would ask that you do that and report back to the committee. MR. CIGNARALE: Sure. We will. SENATOR SPEIER: Go ahead. MR. DORAIS: As I was saying, because there are no inspection requirements for these vehicles, their value at salvage auctions has increased, making it more advantageous for the insurance companies to declare the vehicle a total loss and, in many cases, not brand the title as salvage. The insurance companies can then recoup much of their loss through a subsequent sale of the vehicle at a salvage auction. When you think about it, why have extensive damage to a car repaired the correct and more expensive way when it’s easier and more cost effective to sell the vehicle through a salvage auction where the buyer takes responsibility for their own shoddy repairs during their subsequent resale of the vehicle? With transactions occurring such as these, it’s not hard to understand how innocent consumers can be duped into the purchase of an unsafe vehicle that has a value much lower than they were led to believe. I want to emphasize that we do not oppose the sale or reconstruction of salvage vehicles. The Bureau of Automotive Repair would recommend that prior to any total loss vehicle being reregistered within our state, that the vehicle should be subjected to a full safety inspection, including the integrity of its body and supplemental restraint systems as well as its brake, lamp, and emissions control systems, which are already subject to inspection through the Bureau’s licensing programs. This inspection and certification would be supplied to the purchaser by the seller prior to sale and would help to ensure that proper repair techniques were used to reconstruct the vehicle in accordance with industry and vehicle … [portion of testimony missing] … Bureau of Automotive Repair to participate in today’s hearings. We would be happy to answer any questions that the committee may have at this time. SENATOR SPEIER: First of all, we really appreciate the work you’re doing on this inspection program. It is scheduled to go on until, what date? MR. DORAIS: When’s the report due? June 2003, I believe. SENATOR SPEIER: So, consumers in California can get these free inspections of their vehicles for another year and have the opportunity to check to see whether or not the work was done appropriately. It’s a minimum of $2,000 worth of repair work. Is that correct? MR. DORAIS: I think it’s $2,500. SENATOR SPEIER: Twenty-five hundred dollars of repair work and the repair work must have been done within the last three months. MR. DORAIS: Is it three months? Double-checking. MR. POVEY: It’s 120 days – the last 120 days. MR. DORAIS: So, it’s four months. SENATOR SPEIER: Okay. Do you have enough personnel to check the structural integrity of a salvage vehicle? MR. MONDAY: What Mr. Dorais was referring to regarding the inspection of salvage vehicles, our initial thoughts were a licensing program with the automotive repair industry itself, or autobody industry. But to actually have state personnel inspect every salvage vehicle at about anywhere from 150[000] to 250,000 cars a year, depending on how well the salvage process is controlled, no, we do not. We do have a sufficient surplus in the Vehicle Inspection Repair Fund to where, if we had a licensing program, we don’t believe right now that it would probably need some form of fee bill or a funding source. There is a funding source already in the Vehicle Inspection Repair Fund for lamp and brake programs through licensed inspection centers. If we did it through a licensing process, we’d probably need appropriation of some of that surplus, but we probably wouldn’t need additional fees. If state employees did this, it’s a whole different ballgame. SENATOR SPEIER: Do you think every car should be inspected after it’s been repaired? MR. MONDAY: Every car that’s declared a total loss from the insurance company, it is our opinion that it should be inspected before it’s reregistered for the street, yes. SENATOR SPEIER: All right. Thank you very much. We’re going to take Julie Wray next because she has to leave by 3:15, I was told, so if you would come forward. Welcome. MS. JULIE WRAY: Thank you. Good afternoon. SENATOR SPEIER: Please state your name for the record. MS. WRAY: Julie Wray. Thank you for inviting me. I’m here in hopes that someone else will not go through the nightmare that I went through in very innocently purchasing an automobile that I thought was a good automobile. I responded to an ad June 2, 2000, and this is what the ad said: “Mercedes, ’98, E320 wagon, sharp, one owner, only 16,000 miles,” and it gave the name of the independent dealer. So, I went over; took a look at the car. It was a beautiful car. It seemed to be fine. SENATOR SPEIER: This was a—? MS. WRAY: This was an independent dealer, not a Mercedes dealer, that had the car. SENATOR SPEIER: But it was a used car dealer. MS. WRAY: It was a used car. Sixteen thousand miles. They assured me that it was a one-owner car. I said that I would like to have it inspected by Mercedes, and they said it was not necessary; I would have a warranty, a four-year, 50,000-mile warranty, if I purchased the car, which I have a copy of. Anyway, I did buy the car. In December I took the car in because there was an electronic light that would not go out and, also, another light on the fender. What happened was Mercedes pulled up the VIN number and it showed that the car was an SA. They said, “Did you know you bought a salvage car?” and I said, “What?” I couldn’t believe it. They said, “Well, according to the computer, it had been in a major front-end collision and had somewhere around $25,000 worth of damage and there was no warranty.” Not knowing what to do or where to go to find out what to do, someone gave me Rosemary Shahan’s name, and thank God, I called her. She gave me a list of attorneys. I contacted an attorney. He suggested that I have someone inspect the car; a professional person should inspect the car. I had an inspection done on the car and it was pretty shocking. I stopped driving the car as soon as they had told me that it had been in a major accident. I rented a car. I hired someone to inspect the car, and there are twenty items on the list, some extremely significant defects on the car. SENATOR SPEIER: Like what? MS. WRAY: “The front end has been cut off at strut tower seam through frame and inner-body panels. A front end from another vehicle has been attached to same location. The fixing of these two pieces was substandard. “Rack and pinion steering unit has excessive amount of play caused by major front-end collision." Anyway, it talks about the brakes. The summary of the report: “A full inspection was done on this vehicle. It was found to have an overwhelming amount of damage, consistent with a vehicle classified as a total loss. The repairs performed were more than substandard. They made the vehicle extremely unsafe to operate. “Severe integrity has been lost due to vehicle’s frame and inner-body panels being separated and reattached. Removing the body seam putty, an undercoating at front of strut tower, revealed where the vehicle had been cut in two. Spot wells were drilled out and putty was put in their place. After clearing away six inches of seam, there were no signs of welding, bolting, or riveting to secure these two bodies together. Factory seams have spot wells spaced one inch apart on any given seam. These are not found. “Due to the condition of this vehicle, it should not be driven.” SENATOR SPEIER: So, you actually had two vehicles that were put together? MS. WRAY: That’s what the inspection revealed. SENATOR SPEIER: The title that you received was clean. MS. WRAY: Clean. The car was not a one-owner car. It had been a hot potato. It had originated in Tennessee; went to Arkansas; was in Florida. It was all over the country. I was, I think, the tenth or eleventh owner. It was in the Consumer’s Report last month. And the title was clear. I mean, there was no salvage title. SENATOR SPEIER: They laundered the title, it sounds like. MS. WRAY: Right. SENATOR SPEIER: When you purchased the vehicle from this independent used car dealership, where did they say they had purchased it from? MS. WRAY: When I asked them, I said, “This was a one owner car,” and they said, “Yes.” I think they said the owner turned it in – it was a lease car. SENATOR SPEIER: So, there’s misrepresentation and fraud. At some point they must have bought it from a salvage? MS. WRAY: They bought it from an auto auction. SENATOR SPEIER: They did buy it from an auto auction. MS. WRAY: We found that out later. SENATOR SPEIER: So, they bought it from an auto auction, and it had a clean title. Why would any car that’s in an auto auction not have a salvage title? That’s a question that I’d like to ask Mr. Gourley when we get to him. But it did not. It had a clean title from the auction. MS. WRAY: A clean title. SENATOR SPEIER: The status of your situation now is that you’re suing everybody, right? [Laughter.] MS. WRAY: No. We filed suit against the dealership. Once a reporter picked up on the story, they were ready to settle, but it took a lot of time and energy to reach that point. They were not responding to anything until then. SENATOR SPEIER: After you had the inspection done, did you take it to the dealership and show it to them? MS. WRAY: I didn’t take it to them. They knew because the attorney contacted them and told them what was on the report. SENATOR SPEIER: What was the name of the dealership? MS. WRAY: Automart, in San Ramon. They had all very high-end cars there: Porsches, Jags, BMWs, Mercedes. Anyway, they did settle and I was reimbursed for my attorney fees and the car, but it took a lot of time and a lot of energy. SENATOR SOTO: Did you get a new car? MS. WRAY: No. I actually ended up buying a car from Mercedes. It was a Starmark. It was basically the same car, but it was a Starmark car. SENATOR SPEIER: What happened to your car? What did you do with it? MS. WRAY: They took it back. SENATOR SPEIER: Oh, so they took it back. MS. WRAY: They bought it back. SENATOR SPEIER: And they’ve resold it? MS. WRAY: It has been resold. In my business, I have clients with me a lot, and that was the reason I really wanted a safe car. Once I found out that it had been in a major accident, I stopped driving. It was three months of rental cars and just a lot of annoyances. SENATOR SPEIER: All right. Thank you very much, Ms. Wray. MS. WRAY: Thank you. SENATOR SPEIER: Next is Stephen Cody. [Conferring with staff.] I should report that the committee did contact the new owner of that vehicle, and the new owner has not responded. At least she’s aware of the fact, through the committee, that this car had some prior history. SENATOR FIGUEROA: Did she know about it? SENATOR SPEIER: We don’t know. SENATOR SOTO: There’s nothing requiring them to … [inaudible]? SENATOR SPEIER: We’ll ask the DMV about the history of this vehicle. Mr. Cody is a Los Angeles resident who unknowingly bought a $29,500 salvage vehicle that had been in a fire. Welcome. MR. STEPHEN CODY: Good afternoon. Thanks for having me. I saw a car advertised for sale by a private party. I’m not a mechanic but I tried to do what was prudent. I took it to an authorized BMW dealership to have it inspected. They inspected it. They said it was a fine vehicle. I also tried to check the car out, the VIN, through an online service, that I’ve signed a nondisclosure agreement in regards to, so I can’t talk about that any further. Obviously, something came with that. The car was issued a salvage title, and I was quite surprised when I registered the car. I was quite shocked when I got the salvage title. I took it to a mechanic that I was familiar with and he put it on the lift. I immediately realized that the car had been in a fire because the undercoating was scorched. The undercoating is a plasticized wax, and when it heats up it comes right off the car. You could see an origin of fire in one portion of the car, and when you got away from the origin, there was more of the coating. Then the mechanic kind of gasped, grabbed a ratchet, and started to tighten the bolt that holds the bracket that holds the gas tank on. Then he showed me all the missing VIN stickers. BMWs, Mercedes, I think Porsches, maybe some other high-end cars, have a separate sticker on each body panel that identifies the panel as an original part of the car with the same VIN number. Mine are all missing or obscured with black overspray. My car left the factory with a brown interior, but it has a black one now, that actually is a gray one that was painted when they painted the outside of the car. There’s purple paint visible in the hinges and the corner of the door panels. In short, the dealership was either grossly negligent and/or in collusion with the seller to defraud me. So, I immediately contacted DMV, and someone there – I don’t know if it was appropriate or within their regulations – they sent me this stack of paperwork that was submitted when the car was registered by the seller. It was sold for $7,150 on October 12th, with 16,000 miles. An auto yard called Raymond Automotive Dismantling bought it. Or they sold it, pardon me. I’m assuming they bought it in Nevada. Mr. Steffen informed me that State Farm is the insurance company that totaled the car out. This salvage yard sold the car back in January of 2001 for the exact same $7,150, but now the car has accumulated 15,000 miles, without ever being registered in the state of California. So, I don’t really know what the purpose of these documents are. When I called California DMV, they told me they had no record of the car whatsoever, but here’s one red flag: The car was never registered. It’s transferred from an automotive dismantler to a private party, with 15,000 additional miles. Then, I buy the car. It’s now accumulated 400 miles in the subsequent three months, and I’m paying $22,000 more for it. That’s another red flag. The final red flag is the car was registered on April 24th. The wonderful lamp adjustment and brake adjustment certificates are dated two days subsequent – April 26th. I’m kind of curious: How was this done two days after I’ve owned the car? I called DMV in Los Angeles but got very unsatisfactory responses. I called the office here in Sacramento, and I was told by the consumer, or whatever public relations office it is, that the DMV does not check all the dates and all the documents that are submitted, and I was kind of taken aback. They don’t check all the dates and all the documents? What does that mean? Does that mean that they don’t do what everybody else does in their jobs in the private sector? It was absurd that this woman would actually make this admission to me. I realized the state was going to be of little help. Well, I did contact a DMV investigator down in it’s either Compton or Inglewood and the man responded as if I had woken him from a deep slumber. When I contacted the commander of the area, she told me that he was near retirement. Her voice kind of drifted off, as if that was an appropriate explanation for his behavior. When I contacted the dealership – Century West BMW in Universal City— SENATOR SPEIER: Is that a used and new car dealership? MR. CODY: New and used. That’s why I got the Bureau of Automotive Repair involved. You know, I’m kind of caught in a gray area. I went to the shop, this authorized BMW dealership, because they are a licensed repair facility, and I have my receipt here: “Customer requests pre-purchase inspection.” It lists that the brakes could be redone and there appears to be no damage. They were either grossly negligent or in collusion with the seller. The seller, I’ve come to learn, is well known to the DMV of both California and Nevada for being involved in these type of things in the past. The fact that they don’t have any method of tracking them and allow these people to continue doing what they’re doing I find kind of appalling. At this point, I feel that DMV failed me. I feel that the on-line service failed me. The dealership failed me. The only person who did his job was the crook: He ripped me off. I did everything a consumer could do to protect himself and, nonetheless, here I am today in front of you. When I contacted the dealership, the general manager told me, “I’m not responsible for my employees’ actions,” which is rude, unprofessional, and inaccurate. Of course they’re responsible for the employees’ actions. They’re telling me, “Sue me.” I’ve been in contact with BMW North America. I’ve been on the phone with BMW in Germany the past two nights at two o’clock in the morning because of the time difference, and they don’t seem to really care. BMW of North America generated $20 million in the past two years selling used cars. They sell certified cars. The certification process consists of the dealerships writing a check to BMW North America for $600 per car. There’s no inspection process. It’s just – I don’t know. It’s a joke. I would strongly encourage everyone to never buy a used car from a BMW dealership, based on my experience. The information I just quoted comes from an article from Auto Week: “BMW is the best selling brand of certified used luxury vehicles.” They sold 39,000 in 2001 and 44,000 in 2000. Basically, the consumer has nowhere to turn. I know some of the finest BMW mechanics in Los Angeles. This is my third BMW. I do like the cars up until now. There’s a great number of great independent shops, some who used to work for dealerships. My experience with the dealerships has been less than satisfactory, to say the least. I can’t imagine a car having more red flags for the dealership to see what was wrong with it. I can’t imagine a stack of paperwork going to DMV to be more suspicious. I heard the gentleman from the CHP saying they look at the volume of cars. Well, if I’m a crook, do I want to steal ten Tauruses or do I want to steal one BMW? I think the way they look at how the fraud is being committed maybe could be reexamined because there’s no money in volume. If you can do a crime once and make so much money, why would you expose yourself to the crime ten times? I could probably go on for a while, but I’ll stop at this point. SENATOR SPEIER: Mr. Cody, you actually bought the car from that Century— MR. CODY: No, I bought it from a third party. Unlike the woman who just spoke before me, I would always take a car to an independent third party. I chose a dealership to have it inspected. SENATOR SPEIER: They just did the inspection. MR. CODY: Yes. Even if I was buying a car from a dealership, a used car, I wouldn’t trust anybody. I won’t give you the opportunity to take advantage of me, and I would pay someone to do an independent appraisal on my behalf. And that’s exactly what I did. Now this dealership is saying, “Sue me.” They have a lawyer on retainer. My intention is not just to sue them but to expose the fraudulent practices of both this dealership and how BMW North America – I don’t understand what an authorized dealership is. Do they authorize them to sell their cars and they don’t really care how they treat the public? Apparently so, because they have no interest whatsoever. They keep telling me, “It’s between you and the dealership.” You could buy a new car there and be in the same situation. A new car doesn’t matter. If you have any dispute with the dealership, the corporate office – at least the BMW – could care less. Any car dealership makes a very small percentage of their money on selling cars. It’s the repair facility that generates most of their income. Most people are not aware of this. The dealerships just want to sell the cars so they can do the warranty work, because they charge the warranty work back to the corporate headquarters. Things aren’t always what they appear. The markup on cars, except for some, is very small. That’s why I tried to get BAR involved. My initial experience with the BAR was less than satisfactory. Every time I called BAR and I said, “It’s a new car dealership,” they said, “Call DMV.” I said, “No, it’s a new car dealership that I paid to perform an inspection and that’s the repair facility. The repair facility is licensed by BAR.” I had countless conversations with employees for BAR who said, “No, it’s not us. No, it’s not us.” SENATOR SPEIER: Mr. Dorais, let’s clear this up right now. MR. CODY: I actually spoke to Mr. Dorais, and he was the one who finally got a more motivated action and response in terms of the investigator. I’m not someone who takes something lying down. I’ve spent a large portion of my life since April trying to get to the bottom of what’s going on, and I find it really unbelievable that the private citizen has no access to the insurance information. Richard had to tell me that State Farm was the company that totaled the car out. SENATOR SPEIER: Mr. Dorais, you would, under any circumstance, have authority over that repair shop, would you not? MR. DORAIS: That’s right, but not over the sale of the vehicle. MR. CODY: But his staff – and I’m going to use a word that has a negative connotation but I mean it in its true sense – the people I spoke with were ignorant. They didn’t know what their jurisdiction was. And I don’t mean to be derogatory. I mean they are not possessing the knowledge of what their jobs entail. It’s lack of training. I don’t know what it is, but believe me, I now know more than most of these people do. SENATOR SPEIER: Maybe we should hire you, it sounds like. MR. CODY: I don’t know if you could afford me, quite honestly. It’s been a nightmare. One thing that Mr. Nelson did do was he referred me to your office and said that you would be holding this hearing. I drove this car up here at 55 miles an hour because I’m afraid to drive much faster than that. Mr. Steffen was able to get the actual report from State Farm that my car had a severe front-end accident but wasn’t totaled out and then the whole interior was burnt out. SENATOR SPEIER: All right. Let’s ask someone from State Farm to come forward while you complete your comments. MR. CODY: Personally, as a citizen— SENATOR SPEIER: Let’s have Mr. Monday respond. MR. CODY: I’m sorry. MR. MONDAY: Rich Monday with BAR. It’s important to remember here that the new car dealer that’s involved here just did what is called a pre-purchase – or what they called, on the invoice, a pre-purchase inspection on the vehicle. Mr. Cody purchased the vehicle from a private party someplace else. SENATOR SPEIER: We understand that. MR. MONDAY: The BAR did work this case from a mediation standpoint. We did find a violation on the part of the dealer in their service department in the way they wrote it up, because when a person like Mr. Cody or any other consumer can’t understand exactly the detail of which they’re going to repair or, in this case, inspect the car, then we determine that as an invoice that doesn’t adequately describe the service work that’s being provided. And I believe that dealership did receive a notice of violation, or some kind of notice, saying that we felt that their description of the limits of their inspection was not sufficient. Unfortunately, our jurisdiction— SENATOR SPEIER: But wait. Let me interrupt you for a moment. You put the vehicle up on a hydraulic lift and you see that it’s sustained fire damage that’s visible to the naked eye. As a consumer, if I’m going to take a vehicle in for a pre-purchase inspection, that’s something fundamental that I would think they would be required to disclose. And your fining them based on the extensiveness of their invoice has nothing to do with just fundamental things they should have seen and didn’t report. MR. MONDAY: In this case, some of the things that we’re talking about that was clearly visible may not have been visible at the time. Some of this undercoating that Mr. Cody is talking about was taken off subsequent to that inspection. But not to defend the dealer. The dealer was supposed to do some form of pre-purchase inspection, and the dealer started applying limitations to that inspection after Mr. Cody complained with us. In this case, we can recommend refunds, but in this case, the pre-purchase inspection was very minimal compared to Mr. Cody’s purchase of this vehicle. At that point, you have to ask yourself, What is the damages and what is that dealer culpable for regarding that particular pre-purchase inspection? A refund of his inspection fee would be nothing compared to the injury that he might have sustained by this inadequate inspection that they did. SENATOR SPEIER: But if you, as a consumer, detrimentally rely on the statements made by someone who is in the profession of providing that kind of inspection, it shouldn’t be just the refund of the inspection costs. MR. MONDAY: Correct. SENATOR SPEIER: What is the role of the Bureau then in enforcing the laws relative to repair shops in this kind of a setting? MR. MONDAY: When it comes to this type of mediation setting that we were in with Mr. Cody’s case— SENATOR SPEIER: I’m not saying mediation. I’m saying, what’s the statute say? MR. MONDAY: In this case, the best we could get, as far as a violation on the part of the dealer, was an inadequate description of what they say they were going to do. That is the only law that was violated in this case. Our recommendations or our conveyance to the dealer, that Mr. Cody’s settlement was somewhere near his purchase price of the vehicle, at that point we do not have the lawful jurisdiction to force that dealer to refund that kind of money, or any kind of money, for that matter. We can find a violation on their part, and if that violation is not sufficient for us to actually take any kind of disciplinary action against that dealer on that one occurrence – which, in this case, normally, if it wasn’t involving the amount of money that Mr. Cody has involved in this car, this type of violation would be almost considered some form of housekeeping violation on the description of what they do or what they say they do – we wouldn’t normally take action just on one occurrence. I can assure you that probably this dealer is not doing pre-purchase inspections anymore, or, if they are, they’re going to describe to them a lot more the limits of what they do. Their claim to us, when we investigated this case, was that they don’t go to the extent that Mr. Cody would wish for them to go regarding their liability on a pre-purchase inspection. SENATOR SPEIER: Okay, I’ve got to interrupt you for a moment, Mr. Monday. That’s like saying if the physician doesn’t diagnose that this hole in my head is nothing more than benign, then the fact that I subsequently die, because that physician didn’t properly examine me, is of no real concern. If, in fact, it’s a housekeeping fine, so to speak, a slap on the hand, then why would we want any consumer in the state of California going for a pre-inspection of their vehicle? Because they’re paying for something that isn’t worth the paper it’s written on. MR. CODY: Thank you. MR. MONDAY: You’re probably correct. SENATOR SPEIER: Well, then let’s ban them. MR. MONDAY: One of the reasons we couldn’t go for a more serious violation – and granted, this would be like taking somebody out for a more serious violation, for mail fraud or something – and the reason is because, in this case, there is no industry standard for a pre-purchase inspection. The only jurisdiction we would have to actually take hard-core enforcement action against this dealer is if we had something in writing someplace that said what this type of inspection was supposed to entail. There is nothing in the industry that says what a pre-purchase inspection is supposed to be. They use that type of language on their invoice. So, again, the only thing that we could show them violating, as far as a state law, would be clearly stating what that consumer was supposed to get for that type of service. If we had some form of inspection program for salvage vehicles that required, through a licensed practice or otherwise, that these cars go through an inspection process, that inspection would be structured and, at that point, we would be able to hold licensed dealers that did these inspections to a specific step-by-step process regarding the condition of the frame, the body, and the whole thing. MR. CODY: It goes beyond the undercoating. BMWs have the VIN stickers. The newer ones have a four-inch-long bar code VIN sticker that’s usually obscured by the rear plate. When I brought the car in, there was no plates on it. So, that was missing. Don’t even put the car on the lift. How about you look at the back of the car and there’s no sticker there? I think the statement that they don’t say what they do, I think the legal term is a reasonable person could expect that they would at least look at the car and see if these stickers are there. I don’t need to have it spelled out here item by item. I find that the dealership’s defense – what I was told now is that they generally look at the car and they do a safety check. Well, when I went down and talked to the mechanic, he told me, “I didn’t do a pre-purchase inspection; I did a safety check.” He made a statement to me in front of the service manager, David Edwards, that he didn’t do what I paid for – he did a safety check. So, if the mechanic is saying to me, “I didn’t do a pre-purchase inspection; I did a safety check,” he is saying, “I didn’t do what [you] paid [me] for.” And I asked the investigator to point-blank ask the service manager if he said that or not, because I want to know, when I go to court, if the service manager is going to perjure himself or if he’s going to say, “I don’t remember,” or what he’s going to say. I will never forget that moment as long as I live. The service manager said, “Let’s go talk to the mechanic,” and I thought this is kind of crazy, in hindsight, because if I was him, I wouldn’t want me to talk to the mechanic. As a matter of fact, before this all happened, the service manager said to me, “Not again,” when I said, “I have a problem with your pre-purchase inspection.” So, they’ve had a problem in the past and they’re still doing them. To digress a little bit, how do they do a certified inspection? How are they going to say a car is certified if they’re not inspecting it? They’re going to certify cars in-house but not do it as a service for private parties? Perhaps. They’ve been telling me they’re not a body shop. Well, how do they certify cars for sale, and their own used car program, without doing any body inspection? So anyway, we drive down to the bottom of the garage and put the car on the lift. I say to the mechanic, “What about the undercoating? What about the heat shielding all being crushed? What about this rust spot under the battery?” That’s when he says to me, “I didn’t have time to do a pre-purchase inspection. I did a safety check.” A safety check is when you drive on a long trip and they check the fluids and the brakes. A pre-purchase inspection is I’m going to buy this car; I want you to check it out. They told me this car is a solid car; the warranty’s still in place; the whole nine yards. SENATOR SPEIER: All right. Let’s find out from State Farm why it was never titled properly. MR. LIVINGSTON: I’m Gene Livingston, representing State Farm. As I understand the facts, it sounds to me that it was titled properly. Whenever he went to get the registration here in California, it came back with a “Salvaged” title, and that’s what caused him then to take it back to the dealer and say, “What’s going on here? I had no information nor no clue that this was a salvaged vehicle.” The breakdown, I think, Madam Chair, is that there was nothing on the car that allowed him to check to see if this had been a salvage vehicle previously; nor did he see the title from the person who had sold it to him before he bought it. You were talking earlier about the plate that would go on that left door jam, I think is the area. If we had a uniform requirement that salvage vehicles have that plate, then Mr. Cody, other people, could check there anytime they’re buying a used car to see if a vehicle had been salvaged in the past. I think there’s a lot of merit to that, and that seems, to me, to be what was missing in this situation. MR. RICHARD STEFFEN: Mr. Livingston, do you think you could find out for us – because the DMV said that the car was totaled by State Farm in Nevada – if you could find out about that? Because Nevada DMV doesn’t have it in their records, and they’ve been calling us, wanting to know why that is. If you could do that, I can give you the VIN number. MR. LIVINGSTON: Certainly. We’re checking what we can right now. I can speak particularly about what we do here in California, and my understanding is that if this is a practice that we follow nationwide, is whenever we total a vehicle, then we will give instructions to our vendor, one of the auto auctions, to register that car in our name, as you were suggesting earlier, Madam Chair, so that at some point that title is in State Farm’s name and it is labeled “Salvage.” My assumption is that same thing happened in Nevada. I don’t know why DMV doesn’t have a record of that. Maybe they have some problems, like we have in California, keeping track of records. When it came to California, apparently that information was provided to the DMV here in California; otherwise, Mr. Cody would not have gotten the notice that the title was going to be registered as a salvaged vehicle. Somehow that information did get communicated to California, and I can only assume that it was on a title whenever it was sold from somebody in Nevada to somebody in California. MR. STEFFEN: It had a lost title. It was purchased by an auto dismantler, who took it into California, and he got a junk acquisition number, which is just a receipt. It’s not an actual title. SENATOR SPEIER: So, the title was washed. MR. STEFFEN: The title was washed. There was no title. MR. CODY: I called the Nevada DMV myself. They had no record of anything but the original owner. MR. LIVINGSTON: Well, we’re checking on that. Our practice is to have, in our closed claim files, a copy of the title that is in our name. So, we’ll find out what we can about that, Mr. Steffen. MR. STEFFEN: Also, the prior witness said Mercedes voided the warranty because of the total loss on it, and I wondered why. I thought BMW would probably do the same thing, but we haven’t heard. MR. CODY: They weren’t aware of it until I registered the car. Nevada didn’t know that you had title of the car and BMW didn’t know you had title of the car. It sounds like nobody knew. MR. LIVINGSTON: Well, I’ll check and see what we can find about this situation. SENATOR SPEIER: All right, thank you. Thank you, Mr. Cody. MR. CODY: Thank you very much. SENATOR SPEIER: Rosemary Shahan, who’s president of Consumers for Auto Safety and Reliability. We’re running behind, so I would ask all of our witnesses to be as cogent as they possibly can be. MS. ROSEMARY SHAHAN: Madam Chair and members, I’m Rosemary Shahan, president of Consumers for Auto Reliability and Safety. Thank you for the invitation to testify today about this serious problem. Since 1996, CARS has been working on the forefront to clean up auto salvage fraud and to expose it and alert the public about it. We’re the organization that Julie Wray contacted about her problem, and we assisted her in getting a refund on her car and told Consumer Reports about her situation. They looked into the history of it and decided to feature it. Auto salvage fraud is a national problem and we need national solutions for it, but there are steps that California can be taking. What we ultimately need is a national database. I appreciate the interest in the door jam sticker, as far as it goes, but when you look at what happens with those, those are easily removed, and then there’s a lot of finger pointing about who did the removing. We should have a national electronic database so that consumers have access to the same information that manufacturers and insurers have. When insurers pay a significant claim because a vehicle is either totaled or suffers serious damage, the VIN should be entered in the database. Anyone down the chain should be able to access that database readily. We have the technology for doing that. In fact, the databases already exist. The problem is the disconnect and the imbalance of information, where the insurers know this, the manufacturers know it. Manufacturers very often will refuse to honor warranties on vehicles that have sustained significant damage. Insurers may refuse to insure vehicles that are total loss. SENATOR SPEIER: You could basically go to any insurance company in California and ask them to check a VIN number and they could tell you the history of that. MS. SHAHAN: They know the claims that have been paid out, and they have access to that information. SENATOR SPEIER: No matter where it took place. MS. SHAHAN: That’s right. Like Julie Wray’s car originated in Arkansas, then went to Tennessee, Texas, Florida, from one state to another. If we had had a door jam sticker on it at some point, it would have been very easy for someone to remove that. Auto salvage fraud is a crime that depends on deceit and, usually, everyone all along the way. Because of the substantially lower price that they’re paying for the product, or where they’re purchasing it at a salvage yard that deals exclusively with salvage vehicles, or from a disreputable rebuilder, they know exactly what they’re getting. It’s the consumers who are being kept in the dark. We find it very ironic that people’s personal information is out there. We have a very hard time keeping privacy for ourselves. Essentially, we have greater privacy for these unsafe products than we do for individual citizens. SENATOR SPEIER: It sounds like, while you’re suggesting a national solution, the extent to which the database exists and insurance companies here in California have access to it, we could require them to share that information with the Department of Motor Vehicles. MS. SHAHAN: Absolutely. SENATOR SPEIER: We could at least create a solution here in California. MS. SHAHAN: Absolutely. That would be very beneficial. When we look at what has happened – for instance, when hurricanes struck the East Coast, in North California, the attorney general in North Carolina posted the VINs of approximately 50,000 flood cars, and those were both new and used vehicles that had been submerged in sludge. He publicized the fact that he was doing that. Other attorneys general around the country made it known in their states. It had something of a deterrent effect, even though approximately a third of those vehicles were subsequently resold in the retail market; we suspect with very few consumers being clued in about the fact that sometimes brand new cars had swum with the fishes and were very unsafe. I applaud your introducing a bill to require that airbags be replaced in salvage vehicles. This is extremely important. Cars are being designed now so that the airbag is absolutely necessary for the restraint system to work. Seatbelts have greater play because manufacturers wanted to reduce the incidence of ribcage injuries or internal injuries caused by the contraction of the seatbelt. The seatbelts allow the occupants to move forward on the assumption that the airbag will be there to stop that forward movement and slow the deceleration gradually. Without the airbag, these vehicles would not meet the minimum federal safety standards, and they may be even less safe than older vehicles that have a different design. SENATOR SPEIER: Good point. MS. SHAHAN: We also recommend that dealer bonds be increased. A lot of salvage cars are sold by smaller dealers that are inadequately capitalized. They prey on low-income people, military enlisted personnel, recent immigrants; people who need basic wheels for transportation who have little recourse through the legal system. When they do get ripped off and seek legal counsel, they’re told, “Well, it doesn’t even pay to go after these guys,” because the totality of their bond is $10,000 in this state. Senator Romero is authoring a bill that would increase the dealer bond. It’s being offered this year. It would increase it to $100,000. We think that will encourage the surety companies that provide the bonds to be more particular about who they allow to operate and give consumers better recourse and discourage the sales of salvage vehicles by the smaller car dealers, the corner car lots. SENATOR SPEIER: Have you surveyed the states to see who has the best salvage laws on the books? MS. SHAHAN: There’s a wide variation. All but a couple of states do have title branding provisions in their laws. If you’d like, I’d be happy to provide information about various state laws to the committee. SENATOR SPEIER: Thank you. MS. SHAHAN: It is a major problem that we don’t have a uniform national standard. As you know, it’s been an ongoing battle at the federal level to enact legislation to crack down on title laundering. We believe that a national database – and certainly if California requires the information to existing databases – that would go a long way toward cleaning it up. SENATOR SPEIER: Great. Anything else? MS. SHAHAN: Inspections – definitely we would support that – before vehicles are returned to the highway, if they can be inspected. According to Iowa’s attorney general, Tom Miller, who is a leader among state attorneys general in auto fraud issues, auto salvage fraud is the single worst problem that used car buyers face. It’s a $4 billion fraud, according to the U.S. Department of Transportation, and it really does affect health and safety. SENATOR SPEIER: Thank you very much. MS. SHAHAN: Thank you. SENATOR SPEIER: Now we’ll have Steve Gourley, who’s the director of the Department of Motor Vehicles, and Tony Cignarale, from the Department of Insurance, come forward. Good afternoon. MR. STEVEN GOURLEY: Good afternoon, Senator, Senator Soto. I’m Steven Gourley, here with the Department of Motor Vehicles. With me is our legislative assistant, Bill Cather, who is probably more familiar to all of you than I am. We’re here to answer any questions you have. Certainly, we have made major efforts. California is, in fact, one of those states which has both made efforts in the past to deal with the problem of salvage vehicles and title branding, as it’s known, and we will continue to do so in the future. I’d like to recognize Rosemary Shahan, who spoke previously. I have dealt with her since coming to office in January 2000. She and I and Ron Vincent, who’s back here, who represents the auto dismantlers, have actually visited the auto auctions and the salvage pools to see what’s going on there. Unfortunately, one of the things that you have probably already learned in your investigation of this issue is we have no jurisdiction over the salvage pools. They are totally unlicensed. They can sell whatever they want whenever they want. It’s ripe for abuse, as you’ve heard. They can take cars from insurance companies that have been branded and they can sell them for whatever they want to do, whether or not they continue the branding or allow somebody else to attempt to wash that title or buy things from private individuals who have not been required to submit title documents. We supported the Governor’s bill last year, through Assemblyman Correa’s [AB] 337, that would require all insurance companies, even where the insurance company is not buying back the vehicle from their own insured but settling with a third party, for them to be required to obtained the title so that it could be branded and sent to the DMV. That legislation made it nowhere, and that would be a significant – significant – effort. SENATOR SPEIER: Who opposed that? MR. GOURLEY: I’ll let Mr. Cather say that, but I’m going to guess an insurance company or two might have been opposed to it. I don’t know beyond that. If I may make one suggestion, however, and it is beyond certainly any authority I have from the current administration to make this suggestion, but you hit the nail on the head as you were discussing this, and it was specifically when you were discussing the issue of the BMW and its repairs and its inspection. When I made a speech to the International Association of Lemon Law Administrators in San Diego last year, I said, look, I’ve been an attorney for twenty-six years before I took this job, and it’s quite clear to me that the way you get a handle on this is not by more regulation, not by more licensing. Although, that would be helpful, because as you’ve seen with BAR, they’ve got licensing, they’ve got penalties in place, but they can’t do anything about the real loss and the real damage. What’s required here – and I wasn’t a tort lawyer when I was a lawyer; I was a business lawyer – but what’s required here is that whether it’s branded or not, someone who has a salvage vehicle be responsible for it throughout the chain. If you did legislation in California that said everybody who has touched that car, say in the sense of a toxic waste site that has been sold – everybody still continues to have liability – if you make it so that the insurance companies, when they sell that to somebody else, knowing that they’re then going to sell it back into commerce and not for junk, if you do that to the private guy who is sneaking a car in from North Carolina or Texas or from anywhere else, and you make everybody responsible for that salvaged vehicle all the way along, and you put either absolute liability or liability that has a presumption of liability, then somebody is going to get, as in the Enterprise case and the other cases where rental car companies – again, over whom we have no jurisdiction in terms of their sending these cars back and selling them off – if you give them responsibility, knowing that anybody who allows a salvage vehicle back into the stream of commerce to be responsible for all damages created by that vehicle, whether to the driver for the loss of pocket damages or to people who are injured or killed by that vehicle, then people will start having a good reason not to release those vehicles back into the stream of commerce. SENATOR SPEIER: Well, Mr. Gourley, I think if we were living on another planet where there were no insurance companies, maybe you could get that bill through a legislature of one. So, let’s get practical about what we can do. MR. GOURLEY: Okay. But I still imagine, notwithstanding the difficulties in the Legislature, that indeed is what is going to happen in the courts, because someone is going to come up with a real bad case, such as Mrs. Wray’s case, if she had hit somebody or she had been killed or injured. SENATOR SPEIER: Or Mr. Cody with a gas tank that wasn’t tightened down. MR. GOURLEY: Exactly. But a $500 fine or a $1,000 fine is a cost of doing business. SENATOR SPEIER: Right, but the one thing that people do respond to is when they are shut down for periods of days. Correct? MR. GOURLEY: That’s the other issue. SENATOR SPEIER: You do have that authority. MR. GOURLEY: Over car dealers. Not over salvage pools. SENATOR SPEIER: Let’s talk about that then. MR. GOURLEY: And we’d like that. We certainly would because these people are selling cars. They’re car dealers. SENATOR SPEIER: Auto dismantlers you have jurisdiction over. MR. GOURLEY: Yes, we do. SENATOR SPEIER: You have no jurisdiction over salvage pools. MR. GOURLEY: That’s correct. SENATOR SPEIER: Have there been bills introduced? MR. GOURLEY: I don’t know. MR. CATHER: Madam Chair, Bill Cather with the DMV. There are a couple of general provisions in the Vehicle Code which gives DMV authority, very loosely, over provisions in the code dealing with salvage pools. SENATOR SPEIER: Records mostly, right? MR. CATHER: Right. It does not provide any kind of licensing authority or sanctioning authority of any kind against the business. SENATOR SPEIER: It says, though, that the department “shall administer and enforce all provisions of this code pertaining to salvage pools.” MR. CATHER: Thus far, the only provisions are that they keep a record of all the vehicles they sell, period. SENATOR SPEIER: What kind of enforcement tools do you have? Can you shut them down if they don’t? MR. CATHER: That has never been challenged, and it’s very questionable whether we could. SENATOR SPEIER: Then what does this mean? MR. CATHER: There is no license. MR. GOURLEY: We can’t pull a license based on that. SENATOR SPEIER: Then what is this? It’s meaningless. MR. GOURLEY: It’s gibberish. I agree. SENATOR SPEIER: Well, as the director of the department, who is supposed to contemplate these issues on a daily basis, why haven’t you suggested that a bill be introduced to rectify this problem? MR. GOURLEY: I brought [AB] 337 forward with this administration, and that was, I thought, a much simpler one than legislating an entire new regulation process over the salvage pools, and that didn’t make it. I certainly would welcome it. I just don’t have the position or the authority to recommend it at this point. SENATOR SPEIER: Well, whether the administration chooses to take you up on it or not is another story. I still think that you, as the director of the department, should be contemplating these things on the public’s behalf. It makes, to me, no logical sense that you license auto dismantlers, where ostensibly they’re taking parts of vehicles – correct? MR. GOURLEY: Correct. SENATOR SPEIER: And you have a salvage pool where they’re putting those same vehicles back on the road. I would argue that, if you had authority over anyone, you should have authority over the salvage pools, not the folks that are dismantling vehicles into parts, which you typically don’t have jurisdiction over. I mean, you don’t pursue parts departments. MR. GOURLEY: I certainly agree with you, Senator. SENATOR SPEIER: So, why don’t we contemplate a bill, whether you have the support of the Governor’s office or not? MR. GOURLEY: We’d be happy to contemplate a bill. SENATOR SPEIER: Truly, that’s consumer protection, and that’s what we’re here for and that’s what we should be about. At the very least, based on what we’ve been hearing today, we’ve got huge holes. Insurance companies are supposed to title these vehicles. There’s no incentive for them necessarily to do that if, in fact, they can sell that vehicle at a salvage pool and get a whole lot more money if it’s not branded as salvage. MR. GOURLEY: That’s correct. SENATOR SPEIER: And recoup their costs. So, there’s an incentive there to do that, and we’ll talk further with the department about how we’re going to fix that one. MR. GOURLEY: I agree with you a hundred percent. We’ll draft proposed legislation and we’ll submit it to your staff, and I will see what I can do with the administration to see if I can get them to support it. Rosemary and Ron, back there, made me a proponent of this a long time ago, and I certainly am. SENATOR SPEIER: The other thing that seems pretty obvious is the extent to which these insurance companies have access to national databases in effect with VIN numbers; that we should require them, if they do business in California, to submit that to you. MR. GOURLEY: I would be happy to assume that. SENATOR SPEIER: Then, at least the public could have access to that. MR. GOURLEY: Exactly. SENATOR SPEIER: All right. MR. GOURLEY: We have other recommendations as well and which are in our materials that we have submitted to you. One of our problems, though, is that there’s still a big hole for self-insurers and people who are uninsured; as you pointed out, someone who doesn’t have collision damage. They have a big wreck and they don’t report it to their insurance company. They just sell it to a third party or they go out and repair it themselves or they take it to a repair shop. If I, as Joe Public, am either not insured or don’t have collision coverage, I can go out and have it repaired, and I can then sell it without any kind of a salvage title, even though if I’d done it through my insurance company, I would have had to do that. We still have no authority over the private individual doing the same thing. Admittedly, it’s a much smaller group of people than the people who buy and sell through used car dealers and salvage pools and auto auctions, but it still exists. Joe Public can do this without branding his vehicle. I don’t have a suggestion for how that can be remedied, but it’s still an issue. As I say, the self-insurers, such as some of the larger rental car companies, can, in fact, do it themselves and we will never get the information. SENATOR SPEIER: The extent to which these rental car companies sell the waiver insurance, they would be subject to review by the Department of Insurance. Correct? The DWR? MR. CIGNARALE: No, that’s actually rarely the case. The damage waiver is not, in fact, an insurance contract. SENATOR SPEIER: Okay, but it is; it is sold as insurance. It is, in fact, not insurance but that’s what it’s sold as. Does that not come under your jurisdiction too? MR. CIGNARALE: No, it does not. SENATOR SPEIER: Whose jurisdiction does it come under? MR. CIGNARALE: I believe the Attorney General’s Office under the Civil Code. They regulate the practices of rental car agencies, both their rental practices and their practices in selling damage waivers. SENATOR SPEIER: All right. So, we have the rental car companies that are selling vehicles. MR. GOURLEY: And any self-insured person or entity, yes. SENATOR SPEIER: But they’re selling vehicles, so they’ve got to be subject to certain— MR. GOURLEY: But they’re not selling it to the public. They’re selling it to salvage pools and the like. SENATOR SPEIER: Oftentimes they do sell to the public. They sell to the public that are subject to your review. MR. GOURLEY: Then we have jurisdiction, right. But if they’re making a sale that is not subject to our jurisdiction, then there’s questionable jurisdiction to take action against their license. SENATOR SPEIER: If you have jurisdiction over salvage pools and they sell to a salvage pool, you would, by virtue of having jurisdiction over— MR. GOURLEY: Or you could expand the definition of a seller of vehicles to say that anybody who not only sells to the public but sells to anybody else would be under the jurisdiction of the DMV and that we could have authority over their license. I agree with you, the $500 fines, the $1,000 fines mean nothing. What everybody is concerned about is their ticket to do business. We have already shown, especially with the new car industry, that we are absolutely unabashed about going after their ticket if they’re engaged in wide-scale fraud. SENATOR SPEIER: With used car dealerships, do you have jurisdiction over them as well? MR. GOURLEY: Yes, we do. SENATOR SPEIER: So, in the case of one of the witnesses— MR. GOURLEY: Ms. Wray. I’ve asked Ms. Shahan to have all those documents on my desk so that we can review them for possible enforcement action. SENATOR SPEIER: So, Automart, San Ramon, may be getting a telephone call from you. MR. GOURLEY: I couldn’t possibly comment on that. [Laughter.] SENATOR SPEIER: All right. MR. CATHER: Madam Chair, if I might. Getting back to your earlier issue, the current definition in the Vehicle Code, in Section 544, of a total loss vehicle, simply states that it’s a vehicle that has been damaged to the extent that the owner considers it uneconomical to repair. That definition is really far short of being fully descriptive. If you want to look at an individual, like a self-insurer, who decides that “I’m not going to say this is uneconomical to repair but it’s no longer worth trying to rent,” you could technically make an argument that they are not skirting current law by not declaring that vehicle a total loss salvage. SENATOR SPEIER: We should amend that. MR. CATHER: The definition definitely needs your attention. SENATOR SPEIER: Shouldn’t the department come forward with recommended definitions? MR. CATHER: I think we may even have some language that you may be interested in seeing. MR. GOURLEY: Just to add on that is that we have been interested in Senator Feinstein’s bill to do this on a national basis. One of the things that’s come up here today, and I appreciate your focusing on what we can do in California, but the standards across the United States are so mixed that it doesn’t even require title laundering in certain situations. Because the definitions are so different, you don’t have to make those reports in other states. A classic example, and this is something that I think Rosemary brought to my attention last year, but it was certainly brought to me by several people, including Ken Miyao in our Registration Division, who is also here with us today, which was North Carolina has a situation where, if you have a salvaged vehicle or a wrecked vehicle, you can then come back in – I think the requirement is if it’s more than 50 percent of the value of the car to repair it, it’s considered salvaged and should be on the title. But you can then come in and say, “I repaired it for less than that,” and it’s self-certifying. You don’t have to get a document or anything. All you say is, “I, Steve Gourley, say I repaired it for less than 50 percent of the value,” and you’ve cleaned the title, and then you can ship that car to any other state. You should be aware of this because, as you make it more difficult to be a dealer, we start falling into a problem called curbstoning, which are unlicensed people who put up cars in shopping centers and park them along major thoroughfares so you can see that they’ve got signs up for sale. What happens is they go out and they’ll buy a bunch of flood cars from North Carolina or they’ll buy a bunch of other kinds of cars, and then they’ll just put one up a week, or two or three, around the city of Sacramento or the city of San Francisco, or in San Mateo maybe, and then they sell them, and they’ve literally laundered the titles. They know the titles have been laundered in North Carolina, and they sell them here. One of the things I did administratively last year was say that any used car that comes in from North Carolina or has any history in North Carolina will be scrutinized to see whether it meets our standards of what a salvage vehicle is, and it will not be given a clean title in California unless it meets our standards. In other words, if there’s a self-certification in North Carolina, it means nothing to us. That will be a branded title in California. We’ve been able to do that in certain situations, but we’re facing forty-eight other— SENATOR SPEIER: Sure. But the extent to which you can access the national database from the insurance companies— MR. GOURLEY: Magnificent. SENATOR SPEIER: Part of our problems are solved for California residents at least. MR. GOURLEY: Right. That would be a great step forward. You’re going to have to ask them how they feel about that. SENATOR SPEIER: I’m sure it’s not going to meet with their approval. Now, AB 337 – let’s go back to that bill. What did that bill do? Was it in this last year? MR. CATHER: Yes. It was introduced in 2000. It started off to make a minor clarification in the definition of a total loss salvage vehicle. One of the problems we were trying to address is that there are a lot of circumstances where an owner is dealing with an insurance company that’s not his own. In other words, the insurance company’s client actually hit that person and that person was at fault, and so now that person’s insurance company is dealing with me, third-party negotiation. In a case like that, oftentimes the party is not satisfied with the amount of money that the insurance company is offering and agrees to take an agreed-upon amount but retains ownership of the vehicle. What we wanted to say is that whether it’s a first-party negotiation with your own insurance company or third-party negotiation with someone else’s insurance company that’s handling the settlement, that insurance company will be responsible for getting the title from the owner, submitting that title to DMV, having that title destroyed and a salvage certificate issued in its place. Under the current circumstance, in an owner retention, that owner keeps the original unbranded title, until such time as they take it upon themselves to submit it. SENATOR SPEIER: And that’s the bill? MR. CATHER: That was the essence of the bill. SENATOR SPEIER: Someone says that bill is in our committee. MR. CATHER: My understanding is that Mr. Correa – in fact, they contacted us late in the year to ask if it could be used for another purpose. As far as I know, he did that, but I can check on that for you. We’ve basically given up ownership of the bill. Again, it was modified down to where it did very little other than, I think, it called for an extra disclosure by the insurance company, that they had advised the individual— SENATOR SPEIER: So, your original intent was to require that the insurance company take custody of the title, have it rebranded, and return the title to the consumer, whether it was their insured or a third party. MR. CATHER: Correct. SENATOR SPEIER: Who opposed this? MR. CATHER: The insurance companies and some of the associations. They did have a couple of valid points, from our perspective. One was that, oftentimes, these third-party negotiations are somewhat contentious; it could be difficult to extract the title. Secondly, they are under some requirements under the Insurance Code to make the total loss settlement payment within a specified period of time, and if there were any delays in negotiating the surrender of the title and that sort of thing, they could be placed out of being in compliance with the existing requirements for the settlement period. SENATOR SPEIER: Those are valid. MR. CATHER: Those are valid. SENATOR SPEIER: We can still get the information to the DMV so on your records it shows the vehicle is salvage. You could then notify the consumer and say, “Under penalty of—” MR. CATHER: Right. Actually, the law already provides for that. We do mark our records “upon notice by the insurance company.” But the problem is, unless the vehicle owner who’s retained it surrenders the title, there’s still a clean title out there that can then be sold to an unsuspecting third party or disposed of without any acknowledgement to subsequent buyers of the brand status. Those people don’t find out about that until they come in to DMV to register it, and by that time the original owner says, “Oh, you know, I gave that over to [so-and-so] and he said he was going to fix it up,” and then we go to [so-and-so] and he says, “Oh, yes, I had it for a while but I gave it to somebody else.” It gets very murky about whose responsibility it is for failure to disclose to the buyer that, in fact, this was a salvaged vehicle. That’s why we think it’s so important to get that unmarked title off the marketplace. SENATOR SPEIER: I still think if we create a database that California consumers can feel confident that they can go to and get the true history of their vehicle that they’re interested in buying, they’re going to do that before they do the purchase, regardless of whether the title is— MR. GOURLEY: Well, some are and some not, but why not have it there for all those people who are going to use it? As we become a more technologically sophisticated society, more and more people will use it. I am concerned that the people who might be the most likely to be victimized here will not have access to that information or to computers or know that the information exists. We are intent on doing a public outreach as much as we can on what we’ve got to warn people. Bill, do you have the statistic – I had it but I can’t find it here – as to how many letters we send out to private parties where we have been notified by the insurance company but it’s a third-party issue and they haven’t gotten the title back? There’s some huge number of people we notify. MR. CATHER: Because of our concern in this area, we administratively move to initiate a process where, whenever an insurance company notifies us that there’s been an owner retention settlement, we automatically generate letters to the owner, reminding them of their responsibility to surrender the title. We sent out 85,559 such courtesy letters last year. Again, this is an effort on our part which we initiated without statutory requirement but just to make sure that the owners of these vehicles are aware of their responsibility to submit the title. SENATOR SPEIER: I understand the insurance companies’ concerns that many of these negotiations can be contentious, but like in anything else, if they’re required by law to get it or they cannot settle the case, they can rely on the fact that it’s big bad government that’s forcing them to do this. MR. GOURLEY: Right. SENATOR SPEIER: If they really want to settle the case, they’re going to have to really push the title. If their issue is that they’ve got to settle within a certain amount of days, I know that the Department of Insurance will be accommodating when you’ve got a contentious consumer that’s not making good on providing the title. At some point, they want to get the money too. MR. GOURLEY: Madam Chair, may I suggest that it is also a possibility of money in the sense that if the insurance company says, “We’re willing to give you $5,000 for the total,” and he says, “That’s not enough,” and he says, “But you get to keep the title and you can sell it for scrap or junk or you can sell it to your brother-in-law who wants to fix it up,” so if it’s a question of them paying $5,000 and letting the guy keep his title or paying $7,500 and insisting the title gets back, it becomes a financial issue to the insurance company and it’s not merely a timing issue. SENATOR SPEIER: You’re saying it’s a financial issue. MR. GOURLEY: You might assume that from what I’ve said, yes. SENATOR SPEIER: We’re going to find out what the status of that bill is, because I think it’s one that we should pass. MR. GOURLEY: We would certainly be appreciative. SENATOR SPEIER: Maybe Ms. Figueroa would like to take up the mantle. Anything further? MR. GOURLEY: No. We’ve got in our materials that we submitted to you other recommendations as to what could be done on a local administrative level without legislation, but those are not nearly as significant as the passage of, say, something like [AB] 337. But we’re doing our best— SENATOR SPEIER: Or licensing salvage pools. MR. GOURLEY: Yes. We’d be happy to give you our shopping list, if you’d like it, as well. MR. STEFFEN: Just one point, Mr. Cather. You mentioned to me that if a member of the public buys a car at a salvage auction and fixes it up for a profit, they have to be licensed by the DMV? MR. CATHER: Yes. MR. STEFFEN: I don’t think many people know that. MR. CATHER: That’s true. I think there’s a general thought that you can sell three or five or ten cars a year and you have to meet some threshold before you are considered a dealer. But the way the Vehicle Code defines a dealer is that anytime you sell a vehicle for the express purpose of making a profit on that sale, you are, according to the definition, a dealer. Anyone that’s doing those sorts of activities are basically unlicensed dealers. MR. STEFFEN: Is there any enforcement activity in that area? Is that something that you’ve looked at or could look at? MR. GOURLEY: With respect to people fixing up cars, not per se, but we have, as I say, a constant effort in dealing with unlicensed dealers – people who have lots up where they’re trying to sell cars – and curbstoning, where they’re doing that. We have a lot of people involved in that and we continue to do it. What’s interesting, just as a sidelight, is that local authorities have attempted to prevent having people use certain streets as places where they can line their cars up and certain judges have thrown it out as being unconstitutional, that you can’t prohibit people parking and putting signs saying their car is up for sale. So, what happens is they’ll ticket people along the way for staying too long and then they’ll find another part of town to do the same thing. But actually, to us, it’s an illegal used car lot. It would be very helpful to us if the local authorities did have the jurisdiction to prohibit the curbstoning. It’s often not Mrs. McGillicuddy trying to sell her station wagon. It’s a guy who’s bought six or seven cars from North Carolina and he’s planted them around, trying to pull in victims. So, on a local level we’d certainly like to see that be effective and be legal. But yes, indeed, we do have unlicensed dealer activities going on all the time. SENATOR SPEIER: It appears that AB 337 never came to this committee; that it was in Transportation Committee. It was passed out of Transportation Committee to the Senate Floor. No? MR. CATHER: It went to Assembly Insurance at some point. SENATOR SPEIER: It’s an Assembly bill. MR. CATHER: Right. I think it may have been a double referral. I’m sorry, I can’t remember the exact history, but I know that it was scheduled for a hearing before Mr. Calderon’s committee, and it was at that point that it was decided that it would stay there until the insurance industry and ourselves could continue to work on the problems. SENATOR SPEIER: Oh, so it passed the Senate, went back to the Assembly for concurrence in Senate amendments and got held in the Assembly Insurance Committee. MR. CATHER: But I think if we read those amendments, it will have no semblance or resemblance to the original intent of the bill. The history may be a little misleading in that regard. MR. GOURLEY: I’m sure if you have any insurance industry representatives here, they could probably tell you the exact history of the bill. SENATOR SPEIER: Well, one representative has a very different recollection of this too. I think you should pursue that. Do you have any bills in Counsel that could be used for this purpose? MR. CATHER: We do not on that particular area, but we had a confirmation from Mr. Correa that he was still interested in that concept and if we could continue to work, and since this committee also has a close interest, we were hoping that through either Mr. Correa or the chair of the committee that we could revisit that issue this year. SENATOR SPEIER: Well, I know Senator Figueroa and I would both be interested in helping you with that. MR. GOURLEY: Madam Chair, I don’t know whether you will need me for any of the other proceedings. If you do, I will stay. If you don’t, I have people of my department here who are willing to answer technical questions as they may arise. SENATOR SPEIER: I think you are dismissed. MR. GOURLEY: Should my team stay here? SENATOR SPEIER: Yes. Actually, he loves being in this committee. MR. GOURLEY: He gets such high praise from all the legislative members that he just loves this building. Thank you. SENATOR SPEIER: Thank you. Mr. Cignarale? Do you have any prepared comments? MR. CIGNARALE: Not necessarily, but I’ll add, though, to the previous statements on AB 337 and the definition of total loss vehicle, unrepairable vehicle. Although there is a current ambiguity in the law, we would agree with that. We do interpret it in the department that those first- and third-party carriers should report salvage vehicles to DMV. I think that’s where one of the ambiguities is, is whether only first party are required to and third parties may not be required to. We interpret it to be strictly that when an insurance company totals a vehicle, they are required to report that total loss to DMV. That is, as part of our policy in looking at claims files, we do look at both first and third parties that they do report to DMV. SENATOR SPEIER: If an insurance company does not comply with the law, does not report to the DMV, the vehicle is not branded, the vehicle is then sent by the insurance company to a salvage pool and sold, what particular fines would potentially be visited on that insurance company? MR. CIGNARALE: That really is something that we haven’t settled upon yet because it hasn’t happened. We haven’t done a fida[?] case that we have found that that did occur and therefore tagged a specific Insurance code to fine the company with. Conceivably, it could be an unfair claims practice or an unfair practice, which would entail a 5,000 or a 10,000 dollar fine. SENATOR SPEIER: You said that earlier, so that would seem to be somewhat inadequate, wouldn’t you say? MR. CIGNARALE: Depending on the potential harm, sure. SENATOR SPEIER: A lawsuit could be filed against that insurance company and they could suffer hundreds of thousands of dollars worth of punitive damages for misrepresenting the vehicle. Correct? MR. CIGNARALE: Correct. SENATOR SPEIER: We don’t want to go to litigation. We want people to do the right thing, and enforcement tools are put in place so that the enforcement stick is hard enough that individuals or companies will not be enticed to do the wrong thing. MR. CIGNARALE: Sure. It would be financially unfeasible for them, or they wouldn’t be motivated to do it if it was $5,000 per occurrence, because they’re not going to make a $5,000 profit on not salvaging a vehicle. SENATOR SPEIER: I think you’re absolutely incorrect. If I can have a vehicle sold at a salvage pool and not have it branded as salvage, I’m going to make much more money on that vehicle. So, I’ll take the risk of a $5,000 fine if I can make $15,000 on a car that appears to have a clean title versus a car that has a branded title that may only sell for $7,000. Do you see where I’m going? MR. CIGNARALE: I see. If that’s the case, then definitely. SENATOR SPEIER: Well, that’s definitely what’s happening, I think. MR. CIGNARALE: If the profit margins are that high, I definitely understand that. SENATOR SPEIER: It would appear to me that the department has not done a thorough evaluation as to whether or not this is happening. I think that the committee would like to have the department randomly go back and look at the records of the claims of top insurers in California and then check to see how many of those vehicles were actually branded. And I would like you to report back to the committee within a month. MR. CIGNARALE: Sure. SENATOR SPEIER: And I hope you’re right and I’m wrong. MR. CIGNARALE: I will add one more point. The Commissioner is now considering claims regulations for amendment. In that proposed package we do have a notice requirement in there to insurance companies in the event of a total loss, that they do notify the consumer of the salvage retention requirement and of the fact that such salvage certificate may reduce the future resale value of that vehicle. So, we are adding a salvage notice disclosure into the claims regulations, if those all eventually go through. SENATOR SPEIER: Is the department authorized now, without legislation, to require that insurance companies, as a part of doing business in California, report to the Department of Motor Vehicles the data they have on vehicles? MR. CIGNARALE: They’re required to report when they have a total loss. Is that what you’re—? SENATOR SPEIER: No, I’m asking whether or not the Insurance Commissioner could just put out a notice and require every insurance company in the state now to share their database of vehicles – their national database. MR. CIGNARALE: That’s something we’ll have to look into. SENATOR SPEIER: Would you look into that? MR. CIGNARALE: Sure. SENATOR SPEIER: It would be great if we could do it without legislation. MR. CIGNARALE: We’ll get back to you on that also. SENATOR SPEIER: It’s good information for the department to have, for the consumers to have and, frankly, for the Department of Motor Vehicles to have as well. I don’t have any further questions. Does anyone else? Oh, there’s one question here. Let me just ask you this. Evidently, the department can’t tell us the income that insurers earn from the sale of salvage vehicles. Why is that? MR. CIGNARALE: That’s correct. The current annual statements combine both the salvage recoveries received by the company and the subrogation coverage received by the company, and subrogation recoveries are when the first-party carrier pays the claim. They’ll then go after the party at fault or the carrier at fault and recoup some of their monies. Right now, those two numbers are combined. It would take a separate ad hoc data call to get that kind of information. SENATOR SPEIER: So, you could do that. MR. CIGNARALE: Sure, through a data call. SENATOR SPEIER: By a data call, you—? MR. CIGNARALE: A data call would be a survey to insurers requesting certain information. SENATOR SPEIER: Would you please do that and share that with the committee? MR. CIGNARALE: Sure. SENATOR SPEIER: All right. Thank you, Mr. Cignarale. MR. CIGNARALE: Thank you. SENATOR SPEIER: Our next witnesses are the auto dismantlers, and we have a panel of them. Ron Vincent, from PMP Auto Parts in Woodland; Jack Duncan from J&W Auto Wreckers in Antelope; and Jim Schneider from Qwikparts in San Bernardino. Thank you, gentlemen. You’ve been very patient. MR. RON VINCENT: Senator Speier, members of the committee, I’m Ron Vincent. I’m the president of the State of California Auto Dismantlers Association (SCADA). It represents about 400 licensed dismantlers in the state of California. We thank you for the opportunity to participate in today’s hearing on these very important issues. I have been in the dismantling business for twenty-three years and own a business in Woodland. Seated on my left is Jack Duncan, and he has been in the industry for forty-seven years and owns a business in Roseville. And on my right is Jim Schneider, from San Bernardino, who also owns a dismantling business and has been in the industry for twenty-two years. We’ve been asked by the committee to take a few minutes this afternoon to do three things. First, to provide a little background on what an auto dismantler is and also describe the process an auto dismantler goes through on acquiring and recycling a vehicle. Secondly, what our concerns are with the current system for acquiring and recycling salvage vehicles; and finally, provide some recommendations to the committee on how to improve the system to reduce fraud and better protect the public. Jack? MR. JACK DUNCAN: Thank you, Ron. Good afternoon. After what I’ve heard so far today, I think you’ve pretty much got a handle on everything that’s happening and coming down the pike, but I will give you a little breakdown on what we do. Do you know what a licensed auto dismantler is and does? Do you know what happens to a wrecked vehicle when it is deemed nonrepairable? Our auto dismantling firms have trained personnel and expertise in recycling a totaled vehicle. Dismantlers have invested millions of dollars to be in compliance, as we are heavily regulated. Industry meets all state and federal requirements just like any other wishing to be in business. We are also licensed by DMV. We have a special license in counties or cities, regulated by EPA, CalOSHA, fire departments, and State Water Resources Control Board. An auto dismantler is the original recycler. We have been recycling automobiles since the early 1900s. We are approaching a fifth generation as valid businesses. Some in our industries are mom and pop operations, while other firms may employ as many as two hundred-plus people. We do provide jobs and keep the economy growing. The household buzz word for the ’80s and ’90s was “recycle, recycle, recycle.” Aluminum cans, paper, glass, plastics. We have been recycling cars before it became a buzz word. Our industry keeps alleys, streets, and vacant lots free of abandoned cars. We are the original environmentalist. When you wreck your vehicle and an insurance company deems it totaled, the insurance company pays you, or a financial company, for the vehicle, and it is taken to a salvage pool or auto auction. Once there, it is supposed to be disposed to a licensed dismantler. I say “supposed to be.” We estimate the cost of transporting the vehicles to our location, estimate the cost of draining fluids, tear down vehicles, determine salvage parts, and inventory salvage parts and make a profit. If we’re successful in being the highest bidder, we then have the vehicle delivered to our location and pay for it upon arrival. Then it begins a paper trail. We issue a stock number and complete a notice of acquisition to the DMV and to the Department of Justice. We must store the unit ten days before we can remove any parts. Then we can process a vehicle. We drain all the fluids, dismantle and determine saleable parts for the dealerships, body shops, and our customers who wish to save money and repair his own vehicle with used parts and save himself money. We are responsible for many processes of a total salvage vehicle. From paying to dispose of your waste fluids, to being able to save the inventory, to supply the repair shops for parts for your wrecked vehicles, our industry is becoming a dying breed. We do not have a level playing field at salvage pools. With this, thank you. Jim, go for it. SENATOR SPEIER: By saying that you don’t have a level playing field with salvage pools, what are you referring to? MR. DUNCAN: I was hoping you would ask that. When I say “a level playing field,” as you’ve heard today, there’s people out there that’s buying vehicles from the salvage pools. They’re not licensed people. They’re able to buy these vehicles and pay more money for them than we are. Consequently, we’re not being able to buy the vehicles because if I would pay, say, $5,000 for a Jeep Cherokee, they’re able to come in and pay $6,000 or $7,000 for the same vehicle because they don’t have the licenses on their wall. They don’t have the unemployment insurance; they don’t have the insurances; they don’t have all of the regulations that we have to have, so I can’t pay $7,000 for that vehicle. SENATOR SPEIER: But you’re going to take that vehicle and dismantle it. Someone else is going to take that vehicle and try and rebuild it and put it back on the street. They’re willing to pay more because they’re going to make, arguably, more of a profit from it. MR. DUNCAN: These are the people that you’ve been talking about today that are putting these vehicles back on the road unsafely. SENATOR SPEIER: Would you say that there are vehicles that are put into salvage pool for sale that should not ever be back on the roads? MR. DUNCAN: Yes ma’am. SENATOR SPEIER: What percentage? MR. DUNCAN: I don’t have a handle on that, but I’m sure we could find out for you. SENATOR SPEIER: You’ve walked through a salvage pool. You’ve been to them. MR. DUNCAN: Every day. SENATOR SPEIER: So, every day when you walk through a salvage pool, how many cars on that lot would you say should never be put back on the roads? MR. VINCENT: Seventy-five percent. Licensed dismantlers are actually getting about 25 percent of those vehicles. SENATOR SPEIER: Is CHP and DMV still here? Why don’t you two come join us up here for a moment. We understand that that wasn’t a scientific – let’s say it was 50 percent. That certainly alarms me. Does it alarm you? MR. CATHER: Yes. Bill Cather, with the DMV. I have to admit that I’ve only been to a salvage pool once and that was a number of years ago, so I don’t have a good handle on what kind of hulks are going through the process now. That seems extremely high to me, but these gentlemen certainly have a better handle than I do. SENATOR SPEIER: The other thing that’s interesting is the insurance company doesn’t want to make the assessment that a vehicle is nonrepairable. They leave that to the salvage auction owners to do, and my question is: What expertise do they have? Since they’re not licensed, I could go out and become a salvage pool owner, and God knows I wouldn’t know whether a vehicle was nonrepairable or not. So, isn’t this really a major affront to the public, that we’re allowing everyone to get off the hook and making estimates or evaluations on whether something should be put back on the roads? MR. CATHER: There is a little better definition of nonrepairable vehicle in the Vehicle Code than there is for just total loss salvage vehicle. That was in the package we handed out. It does try to define some vehicles like, for example, a burned hulk or a surgical strip, as Commander Cuevas mentioned earlier. Obviously, it’s intended to be that there is just no way that anyone could take that vehicle and by adding new component parts make it serviceable back on the road. There’s probably areas you could work on this. SENATOR SPEIER: But, in fairness, those are egregious situations. Mr. Cody bought a car that had sustained a fire. Clearly, that doesn’t even stop people. If we allow everyone to pass the buck and not make the evaluation, we’re asking for disasters to happen. COMMANDER CUEVAS: Madam Chair, Adam Cuevas. I believe that you’ve identified something very clear that I saw in reviewing this issue and having some knowledge in the past about it, that the definition, as Mr. Cather pointed out, is pretty clearly defined between the two. But you have the salvage people and, actually, individuals, if there’s not an insurance claim involved – that’s correct, right, Bill? – that have the authority or the ability to decide whether a vehicle is salvage or nonrepairable. So, why wouldn’t you claim it salvaged? I mean, there’s more value in the vehicle. There’s not, as far as I can see it, an independent party identifying which vehicles are safe or not and making that determination. You pointed out earlier that a very small percentage are actually declared nonrepairable. Why would you expect, as a business person, as these gentlemen – they’re in a business – why would they declare a vehicle nonrepairable but it’s not to their best interest to lose money? SENATOR SPEIER: I can go put up a shingle and open a salvage yard. Right? MR. CATHER: A salvage pool? SENATOR SPEIER: Salvage pool. MR. CATHER: As far as I know you could, sure. You’d have to have some source of vehicles, and usually that’s a relationship that’s developed with the insurance industry. You have to have a source of vehicles, and the most common source are total loss salvages from an insurance settlement. SENATOR SPEIER: And then I, as the salvage pool owner, make a determination whether a vehicle is repairable or not. I mean, that is mind-boggling to me. MR. CATHER: I think the law is intended for the insurance company to make that determination, but maybe in the relationship— SENATOR SPEIER: Virtually none of them do. MR. CATHER: —they turn that responsibility over to the salvage pool. SENATOR SPEIER: Mr. Cignarale, did you hear that? MR. CIGNARALE: Yes, I did. SENATOR SPEIER: Why don’t you come forward again too. MR. CIGNARALE: I think the key problem with that is the very narrow definition of “nonrepairable vehicle.” It has nothing to do with safety. It’s either going to be a complete burn, a surgical strip, and there’s one other category, but it’s such a narrow definition in current law that it’s almost impossible for the typical total loss vehicle to be called a nonrepairable vehicle. And I think that’s the key. SENATOR SPEIER: So, the definition should be defined more broadly. It appears that we’ve created a situation where nobody really has to take responsibility. The insurance companies, with the exception, I believe, of a couple of insurance companies, they leave it to the salvage pools. Salvage pools, we don’t regulate. We don’t require them to have any kind of license, experience. MR. CIGNARALE: We would hold the insurer responsible for any actions of the salvage pool. If the salvage pool did not follow the law and they were representing the insurer on that obligation of notifying DMV of the proper status of that vehicle, we would hold the insurer responsible for that act. SENATOR SPEIER: You would hold the insurer responsible for an act that no one is enforcing or regulating. See where we’re going? MR. CIGNARALE: No, I agree there is a narrowness in that current law. SENATOR SPEIER: Okay. Mr. Schneider, we were asking you questions. We’re moving on now. MR. JIM SCHNEIDER: Thank you, Madam Chairwoman. Given the direction that this hearing is going in the great detail that you’ve already heard, I’m going to digress a little bit from my prepared talk here and only hit a couple of high points in there and maybe offer some explanations on my interpretation, I think our industry’s interpretation, of some of the other issues that have been discussed. That third issue regarding an unrepairable vehicle designation is that the owner has the ability to declare the vehicle nonrepairable. In this case it’s the insurance company. The salvage pool is acting as an agent to the insurance company in this case but is kind of caught in a conflict because their performance is assessed based on the return on salvage that they develop for the insurance company. So, to make the vehicle nonrepairable is an economic downfall for them. SENATOR SPEIER: And who’s going to be checking on the salvage pool owner? Nobody. There’s no inducement. MR. SCHNEIDER: One of the concepts, I think, that’s worth thinking about here is that when an insurance company, or the salvage pool in their behalf, fails to put a vehicle in the nonrepairable category, that vehicle is subsequently rebuilt and ends up on the road. It shouldn’t be there. There should be some responsibility that flows back to the entity that made that conscious decision to begin with because they do have the ability to put that into the nonrepairable channel. Another point that hasn’t been touched on yet is the effect that the vehicles that should be dismantled and are sold for rebuilding instead of dismantling has on our industry, because that’s the raw material that we depend on to operate. When I can’t buy enough vehicles or I can’t buy the right vehicles, it’s a hardship on my company, it’s a hardship on my employees, but it’s also a hardship on the general public, because what happens is I can no longer fill the demand for these parts for economical vehicle repairs which, in many cases, means that insurers pay more for repairs than they would have had to otherwise, or individuals pay more, and ultimately the public is the one that ends up holding the bag on that. When these vehicles are unnaturally diverted to other channels and don’t go where they should be, there’s other ramifications that haven’t been discussed yet. The other thing that I find interesting is how can a vehicle that was assessed by a professional appraiser and determined to not be repairable all of a sudden can be rebuilt and generate a profit for somebody, even after layering the buying costs of purchasing it at a salvage pool on top of the original price of the vehicle? Logically, you look at that and you say, “Well, corners have to be cut somewhere.” I mean, what wasn’t done right? Was the airbag not put back in it? Were stolen parts used? Were things repaired that should have been replaced? Whatever the case, something had to not be right about that repair or the profit just isn’t there. It wasn’t a miracle that transformed that wreck back into an operable vehicle. I think it’s important that, when we look at the huge number of rebuilt salvage vehicles that are on the road in California, and you think about the fact that something had to be compromised in the repair of many of these vehicles, if you look at any extrapolation, one in ten vehicles had safety compromise somewhere in their reconstruction. That’s a quarter of a million vehicles on our highway today that may be unsafe to be on the roads, and it’s a number that’s growing in leaps and bounds every year. SENATOR SPEIER: I’m sorry, say that again. MR. SCHNEIDER: If we assume that many of the vehicles that were rebuilt were done so that the only way you could make a profit on that vehicle – rebuild it and sell it and make a profit – they cut corners somewhere along the way. Something wasn’t done right. You didn’t use skilled labor or you didn’t use proper methods. Something was done. Just to pull a number out of the hat, maybe that occurs only one in ten times. Only ten percent of the vehicles maybe have compromised safety issues. Looking at the 2.4 million rebuilt salvage vehicles on the road, that’s a quarter of a million vehicles that could have potential safety problems. I don’t know whether that ten percent is accurate, but there’s something amiss in this whole scheme of things. There’s something illogical about being able to take these vehicles that were professionally appraised and put them into a different channel and for them to be rebuilt and somebody still make a profit on it. Finally, there’s no denying that our industry has an economic interest in this entire issue. We’ve been severely impacted by the shift in the sale of salvage vehicles. At one time we were the primary customers for these vehicles. That’s no longer the case. We believe it’s time that sound public policy be applied to solve the entire issue, and we’re not asking for, nor do we expect, favored treatment. We will support fair and reasonable efforts to protect consumers and foster public safety, even though the solutions may further regulate our own industry. Thank you. MR. VINCENT: We were also asked our opinion on a couple of fixes for this problem, and I have just three real quick ones. The first one, the salvage certificates, on the back of a salvage certificate there’s three assignments. There’s no reason for three assignments. The person that buys that particular vehicle from a salvage pool should be the person that ultimately it gets registered to at the Department of Motor Vehicles. I believe you have a salvage certificate up there. If you look at the back, there’s three assignments on there, where a person could potentially buy this vehicle, sign it to the next person and then ultimately to a third person. This perpetuates the potential for an underground economy and also gives the opportunity for less-than-scrupulous people to be buying these vehicles. We think that’s a simple fix. I mean, I don’t know the laws involved, but it seems reasonable and seems simple. SENATOR SPEIER: Basically, you’re saying that once purchased from the salvage pool, it would have to be registered in the purchaser’s name. MR. VINCENT: Correct. SENATOR SPEIER: The title. MR. VINCENT: It would eliminate the opportunity to roll that title three times before a person has to go to DMV to get an actual operating title. SENATOR SPEIER: That’s a good point. MR. VINCENT: The second is to require a percentage-based threshold for mandatory nonrepairable title. We were just talking about getting our hands around how we determine a nonrepairable title. Probably, to make it black and white, it would be easy enough to put a percentage base. In other words, if a vehicle was worth $10,000, the percentage base was $7,500, or 75 percent, and if the cost of repairing that vehicle reached 75 percent, that vehicle is nonrepairable. That stands to be reasonable. SENATOR SPEIER: But isn’t that the basis that insurers use for considering it a total loss? MR. VINCENT: A total loss, but a total loss can still be registered with a salvage title. SENATOR SPEIER: No, I understand that, but basically that would mean that most vehicles would not go to salvage. The majority of vehicles would not be branded salvage but would be branded nonrepairable. MR. VINCENT: And they’d be for the parts system and recycling system only. Those vehicles could never be registered in the state of California again. That figure certainly can be played with. Senator Feinstein’s national bill spoke to— SENATOR SPEIER: She had a dollar figure though. MR. VINCENT: Yes. She had a dollar figure as well as a percent base. She also had put in there – because there was concern for collectors – she had a ten-year or a fifteen-year threshold. In other words, if a vehicle was ten or fifteen years old, then it wouldn’t fall under that category. There isn’t a real economic incentive for potential fraud for a vehicle that old. It would be something that we think would be worth exploring. Then third, increase quality of vehicle inspections to include a requirement that structural integrity of the vehicle is restored to prior collision condition. This issue has been brought up many times at this committee since I’ve been sitting here today. There is an economic decision by the insurance companies to put that vehicle in a situation where it could make it back into the consumer stream. If there was some kind of program worked out where the insurance company would set aside “X” amount of dollars for the inspection of this vehicle, or it was mandatory that the person trying to register that vehicle, which would be the first person on this assignment, pay for an inspection, it would help protect the public. SENATOR SPEIER: Where would the inspection be done, at the salvage pool? MR. VINCENT: No, that inspection would have to be done by BAR or one of the entities that has some kind of training in structural integrity of a vehicle. Once again, if the salvage pools or the insurance companies are doing the inspection— SENATOR SPEIER: How many of these vehicles can be driven off the salvage pool lot? MR. VINCENT: When we took Adam and Richard to the salvage pool, they saw cars that were rolled over you could jump in and fire up and drive it off the lot. There’s actually quite a percentage of them, other than some of them have set so long that there’s no battery in them. The battery is dead but with a simple jumper. I can’t tell you how many times at a salvage pool, after the sale, where an individual has bought a couple of vehicles his intent is to fix and sell to the public that he’s out in the parking lot toting on fenders or bending around the bumper so he can drive this thing home. Probably illegally because I know he hasn’t made it to DMV to get a moving permit yet. We see that all the time. It’s a common occurrence. SENATOR SPEIER: So, oftentimes these vehicles are then taken off the lot; obviously not registered, no insurance. This is a nightmare! MR. VINCENT: You’d have to see it to believe it. SENATOR SPEIER: Every law that we’ve put on the books in the state is being violated by virtue of not regulating them; not requiring auto insurance to drive a vehicle off their lot. MR. STEFFEN: In the old days, Mr. Cather, did the DMV have an employee at salvage pools, to your recollection? Have you ever heard of that? MR. CATHER: I think we used to, on a spot basis, have investigators there for the purpose of trying to stop the sale of these vehicles to a nonrepair or dismantler type of an organization. Unfortunately, resources did not allow us to continue that. SENATOR SPEIER: What if we require of salvage pools what we require of car dealerships? Don’t they have a direct link to the DMV? Don’t they process the title right there at the showroom? MR. CATHER: No. We have been experimenting with some programs which allow rental car companies to issue license plates, but that has not caught on with the dealers as yet. There is the issue because a salvage pool is required by law to remove all license plates and indicia from the vehicle before it leaves their lot. It does raise this question: How are those vehicles moved to wherever they’re going to? I’m not sure. It sounds like it’s probably all over the map. You have these guys that bring their truck out and load it on the back of the flatbed and take it to where it’s going to the guy who brought his buddy down there to buy a car and they just hop in it and drive it away. SENATOR SPEIER: Have you been to one of these salvage pools? MR. CATHER: It’s been a long time since I have. Probably three or four years. SENATOR SPEIER: Would you do me a big favor and go visit one in the next month? MR. CATHER: Yes. Can I take Richard with me? SENATOR SPEIER: Yes, absolutely. Even me maybe. Maybe Senator Figueroa wants to come. SENATOR FIGUEROA: Be happy to. MR. VINCENT: And we’d be glad to facilitate that once again – the Dismantlers Association. Madam Chair, if you would, I just have three other real quick points. You talked about self-insured auctions. There is, in fact – and Jim knows more about it because it’s more in his area – there are some self-insured entities that are selling vehicles to the public because they don’t have to claim that vehicle, so they can sell them anywhere. We’re not talking salvage pools; we’re talking about the rental car industry. The bigger ones are self-insured. If a car was in a minor accident or even a major one, they have the ability to sell that car if it wasn’t reported. They can sell that car with the title and no one would ever know. Second of all, you asked about surveys on states with strong salvage title language. Florida is one that you might want to look at. They have a very comprehensive salvage titling law, as well as Missouri. And then the need for national titling is – or at least a national database, and I know it’s outside the scope of this committee – but it’s certainly something that California has to look at. If we can get a strong salvage title law here, the economic incentive for the insurance companies would be to move the cars to another state that don’t and still continue to sell that car and still potentially end up back in California with a clean title. SENATOR SPEIER: Well, it’s not going to happen anymore, if I have anything to say about it. MR. VINCENT: That’s all I have, unless you folks have questions. SENATOR SPEIER: I think that covers it. Thank you very much for being here. I want you folks to stay though. MR. VINCENT: Thank you for having us. SENATOR SPEIER: Evidently, Ray Trevethan, from Southern California Automobile Club, has to leave. He has a plane to catch, so we’re going to have him come up and testify out of order. If there’s anyone else in that category, I want to see your airline ticket. No, just kidding. [Laughter.] Ray, we’ll take you out of order. MR. RAY TREVETHAN: I did request the last flight out but with security you have to get there so early. Madam Chair and members of the committee, I’m Ray Trevethan. I’m the manager of Physical Damage Claims for the Interinsurance Exchange of the Auto Club of Southern California. I’ve been with the organization for thirty-seven years, and I’m familiar with the issue of salvage vehicles. My duties include overseeing all physical damage claims, both auto, homeowner, salvage, and subrogation. In addition to the written responses we’ve already provided the chair of this committee, I would like to comment on some of the concerns that this committee and the public have about the disclosure and safety of vehicles that are titled as salvage. For consumers, disclosure of vehicle salvage history is critical. Without this information, consumers may buy a vehicle for more than its fair market value since the consumer may not know the car was previously salvaged, and, two, face potential safety problems in buying a rebuilt salvaged vehicle. The problem is exacerbated by the apparent ease with which a number of vehicles, once titled to salvage, are laundered through states with more lenient standards. Remedying this situation will require federal as well as state intervention; ultimately, the cooperation of each state in constructing a national database to track each vehicle’s history. The Exchange handles thousands of total loss vehicles, both through our own salvage facility and through outside services. Our salvage vehicles are sent to either our salvage yard or to Copart. For cars sent to our salvage yard, we evaluate the car pursuant to the standards of the Vehicle Code to determine if the car should have a salvage or nonrepairable certificate associated with it. At our facility in Carson, we only allow licensed dealers and dismantlers onto the premise to bid on cars. After the car is sold, we have no control over what happens to the vehicle, whether it is rebuilt or used for scrap or parts. To better protect the public, we believe that Congress should enact uniform salvage titling and disclosure standards. In the meantime, the state can take steps to reduce the chance of fraud and harm to the unsuspecting consumer. Some suggestions we would make include the following: Require rebuilders to be licensed with the Bureau of Automotive Repair, as body shops are, so that the buyer will have the opportunity to inspect those vehicles during the repair process. Require full safety inspection, including structural integrity, prior to reregistering the vehicle for the road. Currently, rebuilders must get a privately operated, state-licensed facility to perform a brake, lamp, and smog inspection prior to selling the car. We also concur with the California Highway Patrol, that a rebuilt vehicle should have a working airbag prior to being sold for us on public streets. Make a salvage title conspicuous by making it a different color and superimposing the word “Salvage” diagonally across the title. Currently, it’s only typed in the upper right-hand corner. An unsuspecting consumer may not even realize that it’s there until after they have, in fact, acquired title to the vehicle. Maintain a database so that registration requests, especially those from out of state, can be checked against to ensure proper branding. In the event federal legislation is not forthcoming, this process will help prevent a vehicle that had been branded in California, laundered in another state, returned to California, would in fact be rebranded upon its return to California by checking it against that database. We’d be pleased to assist this committee in formulating reasonable and effective measures to address this growing problem, and I’ll be happy to answer any questions that you may have. SENATOR SPEIER: What do you think about requiring insurers to share their database of VINs with the Department of Motor Vehicles? MR. TREVETHAN: We don’t, per se, maintain a database of VINs. I think what people are referring to, as I was listening today, the database maintained by NICB, the National Insurance Crime Bureau, where we submit estimates to them on damages to vehicles, and that may be the area that they’ve been referring to. I am not familiar with any other database that we keep on specific by VIN. SENATOR SPEIER: Is Ms. Shahan still here? No. If an insured has liability insurance only, is in an accident, and you’re aware that there is significant damage to the vehicle, what is your responsibility? MR. TREVETHAN: We have no responsibility for that vehicle because there’s no physical line coverage, so we have nothing to do with the automobile. We would protect the insured under the liability portion of the policy and under the property damage section; i.e., we would pay for damage to property that they caused and/or compensate individuals who were injured. But as far as the vehicle, if they carry no physical lines, then there is no responsibility for us to deal with that car. SENATOR SPEIER: I realize what it is now, but by virtue of— MR. TREVETHAN: Like changing it? SENATOR SPEIER: You would report to the DMV that that vehicle has been in an accident. MR. TREVETHAN: If we became aware that it was a vehicle that we would have declared a total loss, if we had physical damage coverage, yes, we could provide that information if the law was so changed. SENATOR SPEIER: No, let’s say I have liability coverage only. I’m in an accident, so you are now going to take care of the person whose vehicle I hit. You know that I’ve been in an accident. You could convey that information to the Department of Motor Vehicles, not knowing the extent of the damage. Correct? MR. TREVETHAN: Yes, we could do that. That could happen. SENATOR SPEIER: But that’s not something you are required to do by law now and not something you do do. MR. TREVETHAN: That’s correct. SENATOR SPEIER: So, there’s a whole universe of insureds in California who have liability coverage only that are not being reported. MR. TREVETHAN: That’s correct. SENATOR SPEIER: What are your feelings about requiring that when you identify a vehicle as being a total loss that you be required to take – well, you actually do take title, don’t you? MR. TREVETHAN: Yes. Right, we take title. We have it registered in our name, and then we dispose of the salvage from the name of the Insurance Exchange or the Auto Club. SENATOR SPEIER: In your experience with your own salvage pool, what percentage of the vehicles are nonrepairable? Is that that eight percent that was in the report? MR. TREVETHAN: No. I think the last number was about 5.4 percent. SENATOR SPEIER: Five point four percent are nonrepairable. MR. TREVETHAN: Nonrepairable titles. The rest go out with a salvage title. SENATOR SPEIER: Would you dispute the comments by the auto dismantlers that salvage pools have 75 percent of the vehicles in those pools that are nonrepairable? MR. TREVETHAN: I made a note. I was kind of shocked by that number. I have no way to say if that’s a valid number or not. From our records, I would say that’s invalid. SENATOR SPEIER: Okay. MR. TREVETHAN: We look at the cars when they come in and we’ve got them in the yard. We’ve trained our people, as I previously set forward, to recognize the burnt-out hulks, the surgically stripped vehicles. SENATOR SPEIER: You’re using the definition as is in law, not— MR. TREVETHAN: As it is today in the law. SENATOR SPEIER: All right. So, it’s not necessarily reflective of whether a car is really nonrepairable. MR. TREVETHAN: We follow the law. If the definition was broadened, then, of course, we would broaden our definition. SENATOR SPEIER: I see that. So, if you have a bent frame, that would not constitute nonrepairable. MR. TREVETHAN: Correct. SENATOR SPEIER: It would be a salvage vehicle. MR. TREVETHAN: Correct. Bent frames can be repaired. SENATOR SPEIER: Do you think there should be a requirement for greater disclosure of that fact that it’s a bent frame? MR. TREVETHAN: A bent frame is really not a major element during a repair process. With the techniques available today and the equipment available to the autobody repair industry, and the specifications and the computerized electronic equipment to measure to be sure that that frame’s put back to factory specifications, those frames can, in fact, be repaired. SENATOR SPEIER: If we were going to broaden the definition to protect consumers in this state, what would you put in the definition besides “burnt-out hulks?” MR. TREVETHAN: Probably rollovers. Because generally in a rollover, you get every panel on the car is damaged. You get a car that’s hit in the front, it doesn’t mean that it’s a total loss. As you have commented, I believe, earlier today, many cars are considered total losses simply because of the deployment of airbags. The structural integrity to the automobile does not make it a total loss. It’s the airbags that push it over. SENATOR SPEIER: Right. So, rollovers are not considered nonrepairable. What else? Anything else? MR. TREVETHAN: Off the top of my head, I’d have to think about that a little more, and I can give you some information later, if you wish. SENATOR SPEIER: All right, thank you very much. MR. TREVETHAN: Thank you. SENATOR SPEIER: Oh, wait. There’s a couple more questions for you. MR. STEFFEN: You wrote in your letter to the committee that 61 percent of the cars go to your Gardena salvage. MR. TREVETHAN: It’s actually in Carson. MR. STEFFEN: Or roughly. MR. TREVETHAN: Right. MR. STEFFEN: Why do the others go to Copart? What makes a car go to Copart? MR. TREVETHAN: Say a car in San Diego County – it’s not cost-effective to pay the transportation charges to bring it back, so we’ll move it to a Copart yard there where it’s much cheaper. Same thing in, say, Inland Empire or Bakersfield. SENATOR SPEIER: Thank you. You can make your plane. MR. TREVETHAN: Thank you. SENATOR SPEIER: Mr. Bierer. MR. JOHN BIERER: Thank you, Senator. I don’t have a prepared statement. I’ve been with 21st Century for sixteen years; managed the salvaged department for twelve; and have fairly extensive knowledge of our current practices. SENATOR SPEIER: Why don’t you tell us about your current practices. MR. BIERER: We do notify the DMV on all first- and third-party owner-retained salvage. All of our salvage is processed through Insurance Auto Auctions. They are required to apply for a salvage certificate on all vehicles. They do make the determination now of the “nonrepairables.” We have a contractual language with Insurance Auto Auctions that if we have a vehicle that is so badly damaged that it has no value except for the titling documents, the vehicle is destroyed by crushing, and the title is turned into a nondrivable junk title. Those do come across my desk for review, and we do destroy all those vehicles that have no value except for the title. SENATOR SPEIER: Our report here suggests that you don’t track nonrepairables. MR. BIERER: We don’t currently track them, no. We don’t do that now. SENATOR SPEIER: Why don’t you? MR. BIERER: We just haven’t done it, Senator. SENATOR SPEIER: So, in your situation, you don’t take title. MR. BIERER: We take the title from our customers and turn the title over to Insurance Auto Auctions, who does the DMV work. SENATOR SPEIER: You have ownership but you don’t take title? MR. BIERER: We have the title from the customer. We give the title to Insurance Auto Auctions, who do the DMV transition from a title into a salvage certificate or a nondrivable junk. SENATOR SPEIER: Most of these vehicles are in this limbo state during this process. No one really is willing to take ownership of them. MR. BIERER: They are stored at Insurance Auto Auctions. The owner of the car surrenders the title to us. SENATOR SPEIER: You are the owner. MR. BIERER: We’re on the books for that period of time, and we are named on the salvage certificate that the DMV issues as well. Ourselves and Insurance Auto Auctions are on the salvage certificate. SENATOR SPEIER: If you wanted to, you could say to your auto auction representative, “I don’t want this vehicle. I want you just to sell this vehicle; not as a salvage.” You could do that, couldn’t you, if you wanted to? MR. BIERER: No, I believe they have to turn that in with a salvage certificate, as far as I understand. SENATOR SPEIER: No one regulates them, and we’ve had a number of incidents here today where, in fact, cars were sold and sold many times over without having been branded. It clearly is happening. I’m asking you not to think so much in terms of what your practices are but what you could do if you wanted to. MR. BIERER: We don’t go through every file with Insurance Auto Auctions and check if a salvage certificate has been issued, but it’s our understanding that is their practice to do so. SENATOR SPEIER: Marcia McAllister is evidently in the audience. Why don’t you come forward. Would you identify yourself? MS. MARCIA McALLISTER: I’m Marcia McAllister, vice president of Insurance Auto Auctions. SENATOR SPEIER: And that’s the company that— MS. McALLISTER: We handle 21st Century salvage. SENATOR SPEIER: They presume that you do this. MS. McALLISTER: Yes. We apply for salvage certificates or nonrepairable certificates for all of our insurance company customers. The only exception I know of is for largely intact theft recoveries. Under California’s definition of total loss salvage vehicle, a largely intact theft recovery would not be a salvage vehicle, and you wouldn’t want to make it a salvage vehicle because doing so would void the warranty on that recovered vehicle. SENATOR SPEIER: That car is never identified as having been stolen to a subsequent consumer? MS. McALLISTER: That’s correct. SENATOR SPEIER: Was that appropriate? MS. McALLISTER: Most states find it appropriate because just the fact of being stolen does not do anything to the car, and to do other than leaving it that way hurts consumers by voiding the manufacturer’s warranty. MR. CATHER: The law was drafted to provide for that exception. I can’t tell you what the history is on why the statute was drafted that way, but it did, in fact, make that one exception to the salvage certificate requirement. SENATOR SPEIER: Mr. Cuevas, what do you think about that? COMMANDER CUEVAS: I think it depends on the vehicle. I can tell you a personal story. I had a Honda Prelude stolen, where the seats and stereo were stolen – a high amount of money. I went to the dealer, got seats put back and the radio back, and the car was basically in the same condition. So, there certainly are times that a vehicle is stolen, there are parts taken out of it, and there’s no issue with regards to the safety nor, one could argue, is it something that should be disclosed or the buyer needs to be aware of. SENATOR SPEIER: I think as a consumer I’d want to know if a car is stolen. COMMANDER CUEVAS: Absolutely. I think we go back to the core issue when you buy a used vehicle. We’ve been all across a wide array of things, but there’s just so much you’re going to be able to— SENATOR SPEIER: How do I know they haven’t stashed some contraband in the car? COMMANDER CUEVAS: Absolutely. UNIDENTIFIED: My daughter bought a car with guns in it. COMMANDER CUEVAS: With guns in it? MS. McALLISTER: That knowledge would be very expensive to you, though, if it ended up voiding the warranty on your car. SENATOR SPEIER: I could be in jail too. I don’t know which is more expensive. MS. McALLISTER: Well, that doesn’t happen very often, I’ll assure you. SENATOR SPEIER: It seems a little deceptive, frankly, too, because we’re doing this ruse because we want to retain the warranty. It’s almost like “we’re in your face” to the auto manufacturers. If, in fact, they were aware of the fact that it was part of a theft, they wouldn’t respect the warranty. MS. McALLISTER: No, Senator, I don’t think so, because what’s really happening here is, if the car was stolen and recovered within the period of time that the insurer had not paid the owner for the theft, the car would have just been recovered, repaired if it needed some repairs, given back to the owner. That would be the end. All that’s different here is that the recovery occurred after the insurer had paid the owner for the car, so now the insurer is the owner of the car. So, I don’t think there’s any deception of anyone going on here – including the manufacturer, who would be getting a windfall – but just being allowed to void a warranty on a perfectly good car. SENATOR SPEIER: The auto manufacturer says the warranty is voided if the car is stolen. MS. McALLISTER: No, the manufacturer says the warranty is voided if it ends up with a branded title. SENATOR SPEIER: All right. COMMANDER CUEVAS: Side issue but on the same subject is maybe not for the consumers but in a way we’re all consumers. We all pay for the fact that when a vehicle is stripped like, say, the vehicle I talked about, those seats are going to end up going back and being sold to somebody else with a Honda Prelude. As I touched on in my opening comments, the system feeds itself. So, there is a problem with stolen vehicles and stripped parts. That is definitely a problem. SENATOR SPEIER: Back to Mr. Bierer. You rely on Ms. McAllister to appropriately do the branding of the vehicles. MR. BIERER: That’s correct. SENATOR SPEIER: And no one really has any regulatory authority over you. MS. McALLISTER: Well, I’ve heard that said. We don’t really agree with that. First of all, there’s the regulatory authority that you pointed out in the statute with respect to our obligations to keep records. But more broadly than that, we are also licensed as a dealer and a dismantler. In fact, we have forty-seven licenses in the state of California. So, I think we are very heavily under the regulation of the DMV. SENATOR SPEIER: You are licensed as a dismantler. MS. McALLISTER: Yes, and as a dealer. SENATOR SPEIER: But you wouldn’t be able to take action on the salvage function. All right. I guess the issue is why would you not be regulated under this one area of salvage whereas you are regulated under everything else? MS. McALLISTER: We never thought we weren’t regulated. We’ve cooperated fully with DMV and CHP. We have all these licenses. They attend our sales. We report things to DMV. It’s not an issue about us feeling unregulated. SENATOR SPEIER: No, I’m not suggesting that, but the DMV says that for salvage pools that are not playing the rules, they have no authority over them. Technically, DMV, while it has authority over you as a dismantler and authority over you as a dealer, it does not have any authority over you as a salvage pool. MS. McALLISTER: When the issue was raised several years ago – maybe ten or twelve years ago by now – about licensing salvage pools, it’s my recollection that the DMV said it had not incurred any difficulties with the salvage pool industry and didn’t feel it was necessary. SENATOR SPEIER: Well, it’s a different administration. MS. McALLISTER: Yes. SENATOR SPEIER: Among other things. Mr. Bierer, is there anything else you want to tell us about your process? MR. BIERER: No, Senator. We try to do the right thing on all these cars. We’ve been with Insurance Auto Auctions for a number of years now and have not seen a case in our company where we had anything done that would cause any kind of irregularity or anything unlawful to take place. SENATOR SPEIER: You have no recommendations for improvements to the law? MR. BIERER: I think what Mr. Trevethan said, with the Auto Club, I’d have to go along with him on his recommendations. He covered the playing field fairly well. I agree with him about the database. ISO, which is the reporting arm of NICB, I believe that’s the database, like he stated, is the one we’re talking about here. Insurance Auto Auctions reports all salvaged vehicles to them. We report all theft vehicles to them. I think it’s ISO, which are located, I believe, in Illinois. MS. McALLISTER: NICB is in Illinois. ISO is out on the East Coast. MR. BIERER: That may be who we would want to talk to about making a full access of their records, because that’s the only one I know of that we use on a regular basis. SENATOR SPEIER: It’s NICB. MR. BIERER: National Insurance Crime Bureau. SENATOR SPEIER: And then the ISO is what? MS. McALLISTER: Insurance Services Office. SENATOR SPEIER: Ms. McAllister, you don’t put the title into 21st Century. MS. McALLISTER: We take the title. We surrender it to DMV with an application for a salvage certificate in 21st Century’s name. SENATOR SPEIER: You do. MS. McALLISTER: Yes. SENATOR SPEIER: Thank you. Marcia McAllister is next, along with Willis Johnson, who’s the CEO of Copart Auto Auctions, and I understand he’s not here but a representative is, so if you would come forward. You are? MS. DEBORAH DUPLECHIN HARKINS: My name is Deborah Duplechin Harkins. I am with the law firm of McGlinchey Stafford out of New Orleans, Louisiana. Senator Speier, I’ve just been retained by Copart recently and we just learned about these hearings. I’m here as an observer. Mr. Johnson was prepared to come forward today but, unfortunately, at nine o’clock this morning, something happened and he was not able to make it. He’d be happy to come before you either individually or purposefully to try to make it up to you. SENATOR SPEIER: He did not decline the opportunity to come because you were hired. MS. DUPLECHIN HARKINS: No, Senator. He was prepared as of nine o’clock this morning. We’ve been working on the presentation. SENATOR SPEIER: Yes, I would like to talk with him, so if we could arrange for an opportunity for him to come. MS. DUPLECHIN HARKINS: Absolutely. No problem. SENATOR SPEIER: Thank you. Ms. McAllister, why don’t you move forward with your prepared remarks. MS. McALLISTER: All right. Before I do my prepared remarks, I would like to address a few of the things that the committee has heard today. First of all, when Mr. Cather was discussing the numbers on salvage certificates and junk and there was a discussion about stripped cars with parts going on it, I wanted to add a clarification. As I said, our company is licensed as a dismantler. In those cases in which we purchase a vehicle from an insurance company, then the salvage certificate gets surrendered to the department and an acquisitioning number is assigned to it because of our dismantler status, and we sell that vehicle with an acquisition bill of sale. So, some of this number difference that you were struggling with is because of our sales under our dismantler’s license. But those cars have salvage certificates before they get the acquisitioning numbers. SENATOR SPEIER: I understand what you’re saying. The numbers that we have in the report still don’t make a lot of sense to me. MS. McALLISTER: But the cars are in exactly the same condition as they were under the salvage certificate, as they are under the acquisition, so it’s not this stripped hulk that you put parts on that there was an inference about. It’s the exact car that was under the salvage certificate in that exact condition. SENATOR SPEIER: Right. But there was a different discussion where you could take a hulk, a frame, and build on it. MS. McALLISTER: Yes. I’m just saying that a large number of the units that were “unaccounted for” would be those under our dismantling license. SENATOR SPEIER: Those cars that were salvaged that became dismantled. Is that what you’re saying? MS. McALLISTER: They were salvage that became acquisitioned. They didn’t get dismantled. The paperwork went that way through DMV. SENATOR SPEIER: Once they got acquired, what happened to them? MS. McALLISTER: They got sold. And then they either got rebuilt or they got dismantled. But they got sold by us with that bill of sale, that acquisition number. SENATOR SPEIER: They’re no longer salvage though. MS. McALLISTER: They were salvage, and according to DMV procedures, because we acquired them as a dismantler, we have to surrender the salvage certificate to DMV and then sell it with an acquisition bill of sale. SENATOR SPEIER: But it’s lost its salvage identification. MS. McALLISTER: No. The only way, apparently, it has lost its salvage identification is in DMV’s computer of only asking for salvage. In terms of the history of the car, there is definitely the salvage history, and the process of putting a car back on the road is the same as for a salvage certificate car. SENATOR SPEIER: That car that you’ve acquired, let’s say you sell it and it’s rebuilt. When it’s rebuilt, it will have a salvage title? MS. McALLISTER: It will have the title exactly as if it had been sold with a salvage certificate, a title that says “Salvaged” on it. SENATOR SPEIER: Okay. MS. McALLISTER: I’d also like to mention that Ms. Wray’s car that she testified about never, apparently, went through a salvage pool. If you look at the Consumer Report article, it went through a regular auto auction and it went through a bunch of used car dealers. Apparently, through the Consumer Report tracking of that car from its accident until now, it never went through a salvage pool. Interestingly, both that car and the other example from Mr. Cody seemed to have had an auto dismantler in the chain of ownership. I mentioned in my testimony, and in one of my suggestions, that perhaps other commercial sellers of vehicles other than just salvage pools or insurance companies should engage in some of the same anti-theft and safety and disclosure activities we do. I just bring out that both of those examples had dismantlers in their chain. We just talked about the licensing of salvage pools. When I testified in front of the committee back in 1999, I mentioned the National Motor Vehicle Title Information System. It’s one of my suggestions again that California participate in that. SENATOR SPEIER: What is that? MS. McALLISTER: It’s the National Motor Vehicle Title Information System, and it is a way of sharing branding and other data from state to state real time. SENATOR SPEIER: Why don’t we participate in that? Mr. Cather? MR. CATHER: Madam Chair, that particular database has been under development for probably ten years and, unless there’s some heightened emphasis placed, it may be another ten years before that’s a reality. As far as I know, there’s no way of accessing that. That data does not contain national statistics right now. That is the avenue, however, that motor vehicle administrators and others have been looking to as a solution for this problem. I don’t know if it’s a resource problem or a states’ rights issue or what it is, but there has not been, really, sufficient process to make that short term. SENATOR SPEIER: Ms. McAllister, would you like to rebut? MS. McALLISTER: Not rebut but maybe add some additional information. There are six states that are currently “in production,” which means they are actually running all their VIN numbers as they get applications against NMVTIS, as it’s called. In addition to that, there are about another six states that have provided their data in batch form, so that they may not be already in production but they’re contributing their VIN numbers to the system. The Department of Justice, under whose auspices this system runs, has been cleared to disperse additional funds to bring on additional states to the system. So, it has gotten an infusion of cash and also enthusiasm for additional states at this point. SENATOR SPEIER: What are the six states? MS. McALLISTER: I won’t get them all right, but it’s Indiana, Virginia, I think Massachusetts. I have it back at my seat, if you’d like that, and I can send it to Richard. SENATOR SPEIER: You can send it to the committee. MS. McALLISTER: I guess the last thing, before I answer some of the committee’s questions that were sent to us, is that we’re happy to work with the committee on improvements to the nonrepairable definition, but we do have problems with the suggestions that the dismantlers raised with respect to the limitation on reassignments and with respect to a percentage-based nonrepairable definition. I’d be happy at any time to explain our opposition to those. SENATOR SPEIER: What’s the problem with the percentage? What if it’s ninety percent? MS. McALLISTER: Well, there are some obvious and less obvious problems with that. To the extent that the definition is applied to older and lower-value vehicles— SENATOR SPEIER: Let’s say they’re new vehicles. Let’s start there. MS. McALLISTER: On new vehicles, if what we’re after is safety, we should be talking about safety-related repair costs, not cosmetic repairs. That would be the objection to just applying a ninety percent or a seventy-five percent, or whatever definition, to late-model cars. SENATOR SPEIER: If it’s ninety percent and it’s a late-model car, you’re not talking cosmetics. I mean, you’re talking some cosmetics, but you’re talking substantial damage to the vehicle. MS. McALLISTER: And we would say that the safety components, the structural components of it, should be what was measured, and that would trigger something, not just the total repair costs. SENATOR SPEIER: What are those structural components? MS. McALLISTER: What components of a car are structural? SENATOR SPEIER: No – safety. What are the structural safety components that you are referring to that should be considered not cosmetic? MS. McALLISTER: If there was a certain amount – and I’m not an engineer, so I couldn’t tell you what threshold would be – of damage to the unibody. A certain type would trigger that. Many cars that have damage to their unibody structure or their frame are repaired and returned to their owners every day. Just damage to those things does not make a car a total loss or make it, in any way, nonrepairable. SENATOR SPEIER: But you said that you would want it belated to structural safety. MS. McALLISTER: Yes. I wouldn’t count all repair costs in figuring out. SENATOR SPEIER: Just tell me what they are. What are structural safety? MS. McALLISTER: I would think it would be damage to the structural, the cage part of the car. SENATOR SPEIER: How about the engine? MS. McALLISTER: Typically, those are thought of as mechanical repairs, but engine, I guess, could be considered. SENATOR SPEIER: Brakes? MS. McALLISTER: I don’t know. I’d have to consult with people who could give me a list. All I know is that the skins on the panels, the glass, all the trim work, none of that is structural. In fact, there have been safety tests done without a bunch of those things on the car and the car performs exactly like it does with them on the car. SENATOR SPEIER: Part of the issue is not just the fact that it performs, it’s when that car is in a subsequent accident. MS. McALLISTER: That’s what they’re talking about. SENATOR SPEIER: Because it has previously been in an accident, it sustains so much more damage. MS. McALLISTER: If a part didn’t have any safety function when it was originally put on the car, it doesn’t lose any function by having been in an accident. If it had a safety function, then your point could occur. SENATOR SPEIER: Let’s just say the body is weakened. I’m not an engineer either and I’m not a mechanic, so I’m really out of my area of expertise. But if something has been damaged and you repair it – a china cup – and it gets broken again, it’s more likely to get broken in many places because of the damage that occurred at the first point. MS. McALLISTER: And I would agree with you that if a structural component got damaged and repaired, then maybe it would not perform as well the second time. But if a nonstructural component got damaged and repaired, I don’t think it has anything to do with the subsequent safety of the car. SENATOR SPEIER: I guess what I’m questioning is it may not be safety in and of itself, but the fact that the bumper is supposed to sustain a certain amount of pressure and it’s in an accident and it’s repaired, is it not weakened the second time it’s in an accident and not subject to the same integrity that it had before it was damaged? MS. McALLISTER: I really am above my head now in terms of the engineering here, but if a part was repaired as opposed to replaced, I guess that could occur. If it’s replaced, I don’t see how the accident could have caused that. The second thing is a bumper has something called a bumper cover and I believe that the bumper cover would not have any kind of safety ramifications. SENATOR SPEIER: All right. Anything else? MS. McALLISTER: The committee submitted eight questions and we have addressed many of them in our written testimony. If you would like, we can go through the rest of them here. SENATOR SPEIER: Why don’t you go ahead. MS. McALLISTER: The first thing is we were asked: What process do we use to determine the identification of the individuals who participate at our salvage sales? Our answer is that, as part of our annual buyer registration process, we copy the applicant’s driver’s license. If the applicant is a licensed business, we take a copy of their license. And we also take a photo of the applicant which becomes part of their buyer identification badge. SENATOR SPEIER: Is that a photo you retain as well? MS. McALLISTER: It’s on their badge, so it’s with them. SENATOR SPEIER: You don’t retain a copy. MS. McALLISTER: No, we have the picture on their driver’s license obviously, but we don’t keep the picture. SENATOR SPEIER: Let’s say someone uses a phony driver’s license – as shocking as that may seem, Mr. Cather – and you take their picture; you give them their badge; you don’t keep a copy of that picture. If, down the road, they’ve engaged in some kind of illegal or fraudulent activity and the effort was made to come back to you and try and track it, you’ve got a phony ID. MS. McALLISTER: We do have some equipment in our system that makes two copies of the photos. I just don’t know that that’s in place in all places in our California operations. I was then asked: Is there anyone who is not allowed to participate in the auction? And my answer would be yes, those who aren’t properly registered or those who have been banned from our sale for some kind of an infraction. SENATOR SPEIER: What would that infraction be? MS. McALLISTER: They stole parts off of cars. They violated procedures. SENATOR SPEIER: How would you know that? MS. McALLISTER: We caught them. SENATOR SPEIER: Oh, so infractions meaning internal infractions as opposed to the fact that they had a felony conviction for auto fraud. Would you know that? MS. McALLISTER: Not unless law enforcement came and told us about it, in which case we would, if requested, stop selling to them, and that has occurred in the past. We were then asked: Who may review the auction documents to determine who purchased a certain vehicle and what was paid for a specific vehicle? The buyer’s identity is reported to DMV on all sales. The sales of salvage vehicles are also reported to the National Insurance Crime Bureau, as Mr. Bierer just suggested. The information is through that National Insurance Crime Bureau reporting, available to nationwide law enforcement. And, of course, we also respond to any law enforcement requests for additional information. Then we were asked: Does IAA pay any taxes in the course of doing business? The answer, surprisingly, is yes, we do. We pay business taxes, income taxes, license fees for our forty-seven licenses and permits we have in California, and we also collect and remit applicable sales taxes on the sales of the vehicles. SENATOR SPEIER: You don’t pay a bank and corporate tax? MS. McALLISTER: Is that different than business tax? SENATOR SPEIER: Yes. MS. McALLISTER: I don’t know. I don’t know the answer to that question. Under what circumstances is IAA the agent for the insurer or the owner of the salvage vehicle, and does IAA have to apply to DMV for a salvage certificate? Section 11515 of the Vehicle Code tells the insurer, or an occupational licensee of the department, or a salvage pool authorized by the insurance company, that it must apply for a salvage certificate or a nonrepairable certificate, and that’s what we do. MR. STEFFEN: I just had one brief question. I went to one of your auctions, and I saw a rollover car that was purchased for $3,300, and later, the DMV did a check and it was purchased by a gentleman who took it to New Jersey. And this is in Rancho Cordova. I just wondered why anyone would buy a car for $3,300 and take it to New Jersey. MS. McALLISTER: I have no idea. MR. STEFFEN: If DMV could work with you to maybe follow that car? MS. McALLISTER: Certainly. We work on those things all the time. The next question we were asked is: What’s the difference for a 1999 Ford Taurus that is sold for parts versus one sold as is? I presume by “as is,” we mean with a salvage certificate. Our answer would be it depends on the car. If the car is truly a parts car, then the difference would be minimal. If the car is a repairable car, then it would have significant price detriment to characterize it as nonrepairable, and we have estimated that difference, on average, as $650 to $950 for the car. Then we were asked: Do we or the rebuilder have any record of how a vehicle will be used after it is purchased? Our answer would be, as with any seller of goods, we are largely unaware of what the fate of the goods are after they leave us. Many of our buyers hold both dealer and dismantler licenses, so even knowing that a vehicle is sold to a particular buyer doesn’t tell us what’s going to happen with that particular unit. Some cars are obviously going to be dismantled. Some cars are obviously going to be repaired. And a whole bunch are in the middle, depending on what the needs and resources of the buyer are. Lastly, there was a discussion or a question about late-model luxury vehicles and whether they should be treated differently than regular salvage vehicles. Our answer is, if there is evidence that there’s a safety concern on these, there would be no objection on our part to actually having some separate procedure for late-model luxury vehicles. We think that that would have to be defined properly, and we suggested some ways in which funding for repair, after repair inspection, could be accomplished. In addition to that, we suggested five suggestions on salvage generally as opposed to just the late-model luxury vehicles. SENATOR SPEIER: There appears to be the greatest incentive for fraud, though, with late-model vehicles. Wouldn’t you agree? MS. McALLISTER: Late-model vehicles have more value and, therefore, if someone wants to be up to no good, they have a better profit potential on a late-model vehicle than they do on an older car. I was specifically asked about a particular kind of late-model vehicle which were luxury vehicles. As salvage vehicles in general, we’ve suggested the decal issue, the National Motor Vehicle Title Information System, and some other reporting, and participation in the best practices of the American Association of Motor Vehicle Administrators’ Branding Working Group, which should be released this year. SENATOR SPEIER: Do you sell vehicles for rental car companies? MS. McALLISTER: We have. That’s not the bulk of our business, but we have sold cars for rental car companies. SENATOR SPEIER: Which rental car companies in particular? MS. McALLISTER: I don’t know the names of them. SENATOR SPEIER: Have you ever sold cars without a salvage certificate? MS. McALLISTER: We haven’t sold cars that, to my knowledge, met the salvage definition without a salvage certificate. We definitely sell cars without salvage certificates if they don’t meet that definition. For example, we sell cars for some charities – donated cars. They’re not salvage vehicles. SENATOR SPEIER: Why aren’t they? MS. McALLISTER: In many cases they’re not damaged vehicles. They’re just old vehicles. SENATOR SPEIER: Anything else? MS. SHAHAN: Madam Chair, if I may? You asked a really good question about the National Motor Vehicle Titling Information System, and I just wanted to back up what Mr. Cather at the DMV said. That’s a system that has been touted as the answer, but in reality it’s been a morass. We don’t hold much hope that it’s going to change any time soon. SENATOR SPEIER: I don’t know if you were in the room when we were speaking to Mr. Trevethan from the Auto Club of Southern California. MS. SHAHAN: No, I’m sorry, I wasn’t. SENATOR SPEIER: He seemed to indicate that they don’t keep that kind of data; that they don’t have access to that data. As you refer to it, they have more of this National Insurance Crime Bureau information. MS. SHAHAN: I’d like to look into that more because it’s my understanding that insurers share that data and, through NICB, they do make it available to law enforcement. I don’t see why Triple A would be an exception to that. SENATOR SPEIER: I think they do make it available to the NICB, but I got the impression they don’t have the data on the VIN numbers of all the vehicles in this national databank. We’ll ask the other insurers as they come up. Thank you. Thank you, Ms. McAllister. Let’s have the insurers come up. Delia Chilgren from Allstate Insurance; John Rubins from CSAA; Gene Livingston from State Farm; and Jeff Sauls from Farmers. Good afternoon. Ms. Chilgren, would you like to begin? MS. DELIA CHILGREN: Senator Speier and committee members. Given the lateness of the hour, I’m not going to go into the responses that I included in the letter that you addressed to Allstate, unless you have questions about them. I will comment, which I did not do in the letter, on some of the suggestions that have been made today, and some of them were quite excellent actually. The gentleman from the Southern California Auto Club made some very good suggestions. A number of the earlier witnesses did, in fact, mention one of the issues which has to do with the disparity between titling laws here in California and in other states, where they’re significantly lax in other states relative to what they are here, and the need for having further definitions. In fact, I have no idea what the definition of a junked car is myself. If you are thinking of possible ways to go with legislation, the definitions – and I think many witnesses have mentioned this – could be further refined and further detailed as we move forward, and that’s something that we would certainly be happy to work with you and the committee on in the coming months. One of the areas that you highlighted was also the area of safety, and clearly, one of the issues that’s not covered now in vehicles that are being put back on the road is the airbags. That would be something that we have supported for many, many years, the installation of airbags in vehicles; and certainly, any vehicle that’s being put back in the road today should include new airbags. Not even used or recycled ones but new ones, because that’s where you really have your safety potential, and that’s something that we would definitely support. SENATOR SPEIER: When would you require that they be put? Once the salvage title is— MS. CHILGREN: Once you have a vehicle that’s being actually repaired, it would be part of the process of registering it as a vehicle that would be on the road. SENATOR SPEIER: Let’s say a car is salvage; runnable. You sold it through a salvage pool. It doesn’t have an airbag, but it’s driveable. The person who purchases it, purchases it as a vehicle that they could use, and it’s on the roads without an airbag. MS. CHILGREN: That’s permitted today. SENATOR SPEIER: I understand that, but we’re trying to figure out how do you make it safe? MS. CHILGREN: If the vehicle originally had an airbag, and, of course, that would exclude some of the pre-1994 vehicles, as mentioned, you would want to make sure that the vehicle today, before it went out on the road, had a new airbag installed, and that could be part of a legislative program or proposal that you might come forward with. SENATOR SPEIER: Do you have any trouble with the fact that some of these vehicles just are driven off the salvage pool lots without insurance? MS. CHILGREN: Part of the situation with the salvage is you don’t necessarily know. The person has the responsibility. The law that was enacted last year certainly requires us to advise of the need to reregister the vehicle once it’s changed title. But if someone purchases that vehicle off of a salvage yard, they pretty much know that they’re purchasing off of a salvage yard in an “as is” type of condition. SENATOR SPEIER: What does that have to do with the fact that they’re driving it on the roads and don’t have auto insurance? MS. CHILGREN: There are other laws that require people to have auto insurance that are on the books today, no matter what vehicle you’re driving. SENATOR SPEIER: I’m trying to find a way, to the extent we’re trying to talk about safety, how do we make sure that the vehicles that are purchased at salvage pools, that are purchased for transportation – these are not rebuilds; these are not picked up by dismantlers. These are people who have come in and have purchased the vehicle because it’s cheap, and they need a mode of transportation. MS. CHILGREN: And if this is a truly honest individual and not one of the scam artists or someone that we discussed earlier, that individual would then have to go register that vehicle, and in the process of registering that vehicle with the DMV, they would indicate their financial responsibility. SENATOR SPEIER: Okay. Anything else? MS. CHILGREN: No. SENATOR SPEIER: What about the other ideas that you didn’t mention that evidently you don’t think are nearly as good? The ones I suggested. MS. CHILGREN: I’m always interested in discussing your ideas, Senator. SENATOR SPEIER: What about this idea of requiring the sharing of the database with the Department of Motor Vehicles on VIN numbers of vehicles that have been in accidents or been subject to titling in other areas? MS. CHILGREN: I’m not sure if we’re really ready to go into that area of the sharing of data. I don’t have enough expertise today to be able to address it, and I could get back to you on this. There were witnesses earlier who talked about various other databases that exist – the NICB – some of these things that exist today; that we could utilize these and possibly include some linkup to the DMV that would essentially not reinvent the wheel on all of this but use existing databases. Right now, I know, for example, that we don’t track a lot of the things that were mentioned today in terms of what’s nonrepairable and so on. In the letter responding back to your questions, I indicated that much of our data on that was based on our best estimates and so forth. Obviously, there would have to be tracking of some of this information that’s not being tracked today because it’s not legally required to be tracked today. But exploring the databases that exist today and their possible usage, in combination with some combination with the DMV, might be a more efficient way to approach it. SENATOR SPEIER: What about the requirement that vehicles be inspected after they’re repaired, before they’re put back on the roads? MS. CHILGREN: I think the inspection today has to do with the— SENATOR SPEIER: That’s one of the suggestions. MS. CHILGREN: Yes. I think that has to do with the brake and light inspection, which is a part of the reregistering of the vehicle. SENATOR SPEIER: One of the suggestions today was that we require, before a car is put back after it’s rebuilt, that it be inspected for structural integrity and brakes and airbags and the like. MS. CHILGREN: Well, all the inspections about structural integrity and so forth will really require a significant amount of expertise. The gentleman who had the bad experience with his car talked about taking it to the BMW facility. It’s a fairly significant undertaking and you have to have the right kind of expertise to do that. I’m not sure who would perform that. I’m not sure how viable it is with every single vehicle. There may be some tests that could be administered that would be at least red flags to something else. But a comprehensive inspection of the type that he contemplated he was going to get but didn’t get would probably be prohibitive in cost, given the number of salvage vehicles that are being dealt with. SENATOR SPEIER: Well, if you pay $29,000 for a vehicle, you want to make sure it hasn’t been in a fire, right? Or hasn’t been welded together with a different vehicle. MS. CHILGREN: But he elected to have— SENATOR SPEIER: I understand he elected to, but I’m looking at it from a consumer perspective. You want to sell those cars in a salvage pool because it’s a way of recouping some of your costs. Correct? MS. CHILGREN: Correct. SENATOR SPEIER: I guess the question is: Don’t we have the responsibility to make sure that that vehicle, whether you decided it was nonrepairable or just a total loss, that once it does get back on the roadways, which you may, in fact, be insuring again, that it’s been repaired properly? MS. CHILGREN: I think there may be some range of safety test. What I heard you say earlier, and I may have misheard you, was the kind of comprehensive inspection that the gentleman had paid his own money for, which may, in fact, be prohibitively expensive for the consumer that’s trying to buy a cheap car to go back and forth to work kind of thing. SENATOR SPEIER: Allstate sells all of its vehicles to a specific salvage pool? MS. CHILGREN: To two actually: one in Northern California and one in Southern California. Insurance Auto Auctions, whose representative was up here a few moments ago, is our Southern California representative. SENATOR SPEIER: And in Northern California, who do you—? MS. CHILGREN: It’s Copart. SENATOR SPEIER: Do you have any reason to believe that you ever sell vehicles that are not titled to salvage? MS. CHILGREN: We have no reason to believe that, no. We’ve had a very good relationship with both of these vendors. SENATOR SPEIER: Wasn’t the Chrysler Sebring the one that was sold without being branded at a salvage pool by an insurance company? Infinity, I guess it was. You’re under the impression that you don’t do that at Allstate. MS. CHILGREN: I think in that example that was also a vehicle where it was washed by being sent through a bunch of these lax jurisdictions. You know, they kind of got the title cleaned up before they brought it back here. The dishonesty that occurred in that kind of a situation, I don’t know how you fight that in just simply the titling process here in California. SENATOR SPEIER: All right. Next? Mr. Rubins? MR. JOHN RUBINS: Thank you, Madam Chair and committee members. I represent the California State Automobile Association Interinsurance Bureau. I’ve been with the Bureau for twenty-six years and have worked in the salvage area for the last four years. As you know, our membership base is over four million strong in the state and we have in force over one million policies. We have a long history of member service and commitment to, and support for, highway and vehicle safety. You’ve talked about a lot of different elements of the salvage world, if you will. There are many different notes that I’ve made to my notes as we’ve gone through the day. One of the comments was made about airbags on vehicles from 1994 on. If this is of interest, well, good; if not, well, that’s good too. But the average sale of the vehicle that we sell at salvage auction right now is a 1992.3. SENATOR SPEIER: It’s a 1992 vehicle, you mean? MR. RUBINS: Model year, point three, yes. SENATOR SPEIER: Meaning that most vehicles that are younger than that are repaired? MR. RUBINS: It means that we’re selling those cars at the salvage auction, and those particular vehicles do not have— SENATOR SPEIER: Not required to have. Many of them do have it but are not required. MR. RUBINS: That’s very correct. But we’re not required at that particular time to have the airbags. SENATOR SPEIER: But if they had the airbag and were identified as having an airbag, don’t you think it’s appropriate that they have an airbag reinstalled again? MR. RUBINS: Being a consumer, if I were to buy a salvage vehicle, absolutely. SENATOR SPEIER: If the panel says ABS and you’re buying this vehicle, don’t you want to believe that it has one or expect that it has one? MR. RUBINS: I would expect it to operate. You’re absolutely right. SENATOR SPEIER: Our vehicles are sold exclusively with Copart Auto Auctions. We do rely upon them to make the designation of nonrepairable or salvage certificate. However, it is not a free hand; we do audit that process, and we audit it by attending sales. We have two major sales at yards that we own in Hayward and Sacramento, and I would invite any of the committee members or their team members to attend. SENATOR SPEIER: Let me ask you this. Both you and Allstate use Copart. MR. RUBINS: Yes. SENATOR SPEIER: You have an 8 percent, which is the highest percentage, of nonrepairables. Allstate’s at 5 percent. So, as a percentage, significantly less. I guess I’m interested because you’re using the same entity. They’re getting a much lower branding of nonrepairables. Yours is higher. I would suggest that, in part, it’s because you do this remote inspection. Or do you dispute that? MR. RUBINS: I would speculate as to why those numbers are different. I can tell you what we do. We spend some time with Copart, making sure that we all understand what we consider to be a salvage vehicle and what we consider to be a nonrepaired vehicle by the definitions. I will also say that if we’re looking at a car and there’s any question about which way it should go, it always goes nonrepair. I know that saying “always” is a risk, but that goes back to our culture as being a member organization. I’m pretty confident that we’re identifying all the nonrepaired vehicles – the surgical strips, the burns, the cars that could only be used for junk or for parts. SENATOR SPEIER: If you were to redefine “nonrepairable,” how would you redefine it? MR. RUBINS: That’s an interesting question, and it’s one that I’ve kind of tussled with since your committee’s letter was sent to us. I thought about a lot of different ways to approach it. I’ve thought about percentages. There’s some work issues there, some cost liability issues. I think that Mr. Trevethan had made the suggestion that we add rollover vehicles to it, and I think that Ray had a very good suggestion there. SENATOR SPEIER: How about other damage to vehicles? MR. RUBINS: I think that if we apply the letter of a definition at this particular time, those are going to cover – you cover the total burn; you cover the strip; you cover the car that is severely damaged--and that’s subject to interpretation--and you cover the car that would be a rollover. That’s a pretty broad picture for nonrepairable. I’m sure that there could be some refinements if we sat down and worked with your committee. SENATOR SPEIER: All right. Would you give some more thought to that, please? MR. RUBINS: Yes, I will. SENATOR SPEIER: I think one of the things we suffer from are definitions that are really inadequate. When you say you’re real convinced that “nonrepairables” are accurate, they’re nonrepairables based on the definition that we’re required to under the law. Obviously, all of the rollover cars are not being branded as nonrepairable right now. MR. RUBINS: I don’t know that I would say all. Some of those are pretty bad. SENATOR SPEIER: Let’s say there are many rollover vehicles that are being branded as salvage and not nonrepairable. MR. RUBINS: I would suspect that you’re right. If I may, the buyers at the Copart auction, and it’s something that we are concerned with, and I do leave this to Copart, but they are licensed auto dismantlers, licensed body shop owners, and licensed auto dealers. They, just like Insurance Auto Auctions, maintain a database that’s updated annually. They verify the licenses and then issue the proper permits to buy at the insurance pools. A nonlicensed buyer cannot purchase a vehicle at our salvage auctions. SENATOR SPEIER: At Copart. MR. RUBINS: At Copart. They can attend. It is kind of interesting to attend, but they cannot purchase a vehicle. You’ve talked about owner-retained vehicles, and that’s an area that is somewhat difficult for the carriers, but we also know that (Vehicle Code Section)11515 is very clear on what our obligation is. In sending the notice to the DMV, the Reg 481 Form, that’s a requirement and it’s done on all owner-retained vehicles. As Mr. Cignarale had mentioned earlier, we do also send the Reg 481 on property damage vehicles that are considered total losses. It causes a few problems every now and then when somebody gets a notice about a salvage certificate on their title, but it should not be a surprise to them, as we are telling them and giving them a copy of the notice as per [11]515 of the Vehicle Code, that it will have a “Salvage” title. Some suggestions that we would make – one of the problems that we see from a claim side is vehicles that do come back into the state of California with a clean title that we have found to be salvaged. SENATOR SPEIER: And you find it because your database has them in there with the VIN number? Or how do you find out? MR. RUBINS: Actually, we find it a couple of different ways. One is through the physical inspection of the vehicle. Our field inspectors will look at the car: “There’s something wrong here. We see damage on this.” And we start to do some investigation. SENATOR SPEIER: When would your inspectors be looking at these vehicles? After they’re subsequently in an accident, you mean? MR. RUBINS: Yes. When we’re appraising the damages to the vehicle, we’ll see some of these repairs. If it’s a big hit, we’re obviously going to investigate that. Sometimes it’s a vehicle that was repaired – it was not considered a total loss – and it was repaired properly. Sometimes it turns out that the vehicle has come in from out of state and it did have a salvage title. The way we obtain that information is that through a company that we use in evaluating our total losses – CCC – they have access, and I don’t know what their access is, but to a database that identifies vehicles with previously salvaged titles. On our report it will tell us whether it’s a salvage vehicle or not, because it does have an effect on the value. In 2001, we had 309 such hits, which represented about .78 percent of our total losses. SENATOR SPEIER: Where they had been laundered, you’re saying. MR. RUBINS: Yes. SENATOR SPEIER: These were 309 vehicles where the title had been laundered and they were in subsequent accidents, right? MR. RUBINS: That we did not have knowledge, as we were going down the claim process road, that it was a salvaged vehicle, yes. I think the idea of an inspection program has some merit. It could be fleshed out with the different interested parties. As a consumer, I think that it would be in our interest to be able to go someplace and get the reassurance that a vehicle is properly repaired. SENATOR SPEIER: You do a diagnostic inspection for your members. MR. RUBINS: Yes. SENATOR SPEIER: If they’re interested in buying a new car, they bring it in to you and they do an inspection. MR. RUBINS: Yes. SENATOR SPEIER: How much does that cost? MR. RUBINS: That’s an area that I don’t really know. I’m guessing. I believe it’s around $45 to $60, somewhere in there. SENATOR SPEIER: That’s what the cost is to the member? MR. RUBINS: To the member. SENATOR SPEIER: You’re recouping your costs by virtue of that then? MR. RUBINS: Yes. SENATOR SPEIER: We’re not talking about an expensive inspection. Are you looking at structural integrity? MR. RUBINS: No. SENATOR SPEIER: What are you looking at? MR. RUBINS: Mechanical. SENATOR SPEIER: Could you have someone who has more expertise in that area just provide us with one page of the kinds of things that are – just their checklist that they go through? MR. RUBINS: Certainly. We can give you the member brochure. SENATOR SPEIER: I’d like to actually have someone talk with us so we can also get a handle on how much more it would cost to look at the structural integrity. Or do they as a result of inspecting? How many times do they inspect a vehicle and find out that you’ve got different VIN numbers on parts? Do they look for that? I’d be interested in talking to them. MR. RUBINS: I’ll have the people that know that get in touch with your committee. SENATOR SPEIER: Thank you. MR. RUBINS: I think that pretty much concludes the comments that I have. One other, just real brief observation is the notification on owner-retained salvage. The DMV mentioned that they’ve sent out 85,000 letters, I believe it was. We all know that some folks just don’t see the importance of that particular letter and responding to it. We get inquiries from our members, our insureds, at all sorts of time around that process. We’ll get some calls from them right away, saying, “What is this all about?” And we have to remind them that we’ve provided them the notice. Sometimes we’ll receive calls from them a year after the fact. I don’t know if it’s just that they received that letter or if they’re just getting around to it because they’re registering the vehicle. But that seems to be an area of opportunity of closing a gap as well. SENATOR SPEIER: How about the AB 337? MR. RUBINS: That’s an interesting question. I don’t know the bill that well. I wasn’t really involved in the bill. I could do some analysis and meet with our people that do, and we could give you our thoughts on it. SENATOR SPEIER: What I really want from the industry, rather than saying “no,” we want to have reputable titles on vehicles. You want to have reputable titles on vehicles just as much as the consumer wants reputable titles. The extent to which we can enforce that, we should move in that direction. If we require it by law, then the monkey isn’t necessarily on your back. You’re required to take that title and give it to the DMV so it’s rebranded. It’s something that I think you all need to seriously think about because I think this is a very serious matter. MR. RUBINS: On the surface, just some initial thoughts, and I know you’ve probably never been in the claims environment— SENATOR SPEIER: You think I’ve never been in an accident? MR. RUBINS: I don’t know. But having somebody surrender a title to you, unless you’re their insured, like on a property damage claim, if they’re not insured with us and asking them to give us the title, that’s difficult sometimes. It’s not always difficult but it is sometimes. SENATOR SPEIER: There’s got to be a way. Maybe you can give them a temporary title that’s only good for so many weeks, that expires in so many weeks. There’s got to be ways of doing it so that we can overcome some of these hurdles. All right. Thank you very much. Mr. Livingston. MR. LIVINGSTON: Thank you, Madam Chair, Senator Soto. I’m Gene Livingston with Livingston Mattesich, representing State Farm. I’d like to just commit to you at the outset that State Farm is fully committed to assuring that only safe cars are on the highway; that cars that have been salvaged and repaired and rebuilt should be inspected prior to being put on the highway. We would totally support that kind of change in the law. We think that all buyers should be fully informed about the condition of the title. With respect to that, what I’d like to do is just repeat a little bit what I said to you earlier today to emphasize how seriously State Farm views this. When we declare a car to be a total loss – and I should tell you that we’re doing that increasingly today; more so than we have in past years, for a number of reasons. You’re probably familiar with the fact that, previously, we used non-OEM parts, particularly on the skin. Because of litigation in Illinois, we’re no longer doing that, and we’re finding that those OEM parts are much more expensive and the price is increasing because now there is a monopoly there. That means that more cars today are being totaled because the cost of repair exceeds the actual cash value of that vehicle. This becomes, I think, an increasingly important issue because of those economic considerations. There’s been a lot said about the incentive that insurance companies have. We are incentivized to making sure that only safe vehicles are on the road and that passengers in those cars are safe as possible. Ms. McAllister talked to you about the difference between a parts-only and a rebuidable car being between $650 and $950. That’s peanuts in comparison to a claim if there’s an unsafe car on the road. We recognize that. If somebody is injured in such a car, the claim money that we will pay on that claim far exceeds that kind of cost. That’s our motivation. It was State Farm who sued a federal agency a number of years ago to compel the federal agency to mandate airbags. We’ve set up inspections where parents can bring their car seats in so that we can make sure that children are safe in those car seats. SENATOR SPEIER: Senator Soto has a question. SENATOR SOTO: Would you support legislation to require that it be posted on a salvage car? Would you support that legislation? MR. LIVINGSTON: We would. What I mentioned earlier is that Mr. Cody bought this car and it wasn’t until the title came back to him with “Salvaged” on it that he realized that he had bought a car that had been damaged. Had that car had in its door jam, someplace, where he could go to check. There are a number of things that have been discussed today that State Farm can definitely support, but I want to just talk a little bit about the salvage process. We use three salvage pools. We use IAA, we use Copart, as well as the dismantler group, and those are based again on geographical distribution. The dismantler group is more in the Bay Area, IAA in Southern California, and Copart in the north. What we do is we instruct that vendor then how to deal with that title. We tell them either to put the title in our name and either to designate that title as a salvage title or as a nonrepairable title, based on the statutory definitions of nonrepairable and salvage. We then require them to provide us with a copy of the title once they get that back in our name, and we put that in the claim file. We also do what we call integrity audits, where we will visit the salvage pools whenever they sell these cars at auction, to make sure that the process is going appropriately. We also review our closed claim files to make sure that that title is in those files. We want to make sure that anybody who buys one of those vehicles knows that they’re buying a salvaged vehicle. With respect to— SENATOR SPEIER: Let’s go back. You make the determination whether a car is nonrepairable, it sounds like. MR. LIVINGSTON: That’s my understanding, yes. We direct the vendor to seek the title with the appropriate designation. SENATOR SPEIER: What I’d like for you to go back and find out, Mr. Livingston, is how you make that determination, because many of the other insurers don’t make that determination; they allow the salvage pool owner to make that determination. What I find interesting is that, of those insurers that responded to us, State Farm had the lowest nonrepairable. Of 35,000 total loss claims, you only declared 365 vehicles as nonrepairable. That’s the lowest percentage of all the others. You see 8 percent with CSAA and 5 percent with Auto Club of Southern California, and Allstate had 5 percent. You’re at like – is that one percent even? The rhetoric is real good, but it would seem to me that since you’re one of the biggest insurers in the state, if I’m not mistaken – aren’t you? MR. LIVINGSTON: Yes. SENATOR SPEIER: That your numbers should track with the rest of the industry. As it turns out, it’s way under. MR. LIVINGSTON: The definition of nonrepairable, as you know, is a burned hulk or a surgical strip. Those are very precise definitions. Whenever we have that, that’s whenever we designate that a title should be designated nonrepairable. Other circumstances, the title is designated as salvage. Salvage should provide the same protection as well. It seems to me that the inspection that you’ve talked about, prior to the car being registered to go back on the road, really addresses the issue about whether a car is repairable or not. If somebody tries to rebuild it and it doesn’t pass a safety inspection, then it doesn’t get registered and doesn’t go back on the road. That’s where the safeguard really comes in, as it seems to me. The other thing that you had asked earlier about AB 337, and this deals with a situation where the owner – and this can be a first-party or third-party situation, where the owner wants to retain the title. We’re obligated by statute today, and we do, we notify that claimant of his or her obligation to report and to turn over the title to DMV and to apply for a salvage title. We also notify DMV that that is the situation; that we have settled the claim, totaled the vehicle. SENATOR SPEIER: You’re clear on that. MR. LIVINGSTON: Yes. SENATOR SPEIER: I understand you notify your customer, but you also notify DMV, even though they’re retaining title. MR. LIVINGSTON: Yes. Now, with respect to [AB] 337, our problem there, as you know, is that we have 30 days in which to pay a claim. If our only leverage, really, in getting that title is to say, “You turn over the title” – when we pay actual cash value, we say, “Give us the title, here’s your check.” Now, the claimant is retaining title. If we can say, “Give us the title, here’s your check, and we’ll submit it to DMV and request that it be designated salvage,” and it’s sent back to the claimant as a salvage, then we have an ability to effect that; plus, we’re not in violation of the Fair Claims Practice Act. In first-party situations, if we don’t pay that claim within 30 days, we’re subject to a bad faith claim. We need relief on that issue. I was encouraged, whenever you commented to Mr. Cather, that the two concerns that we had with respect to their concept on this seemed reasonable. I think that they’re essential in order to make this process work. SENATOR SPEIER: They’re reasonable but there’s ways we’ve got to be able to get over them. MR. LIVINGSTON: We’d be delighted to work with you on that. SENATOR SPEIER: The 85,000 letters that went out – “please come and register your car with the right title” – isn’t happening. Right? MR. LIVINGSTON: Right. SENATOR SPEIER: What percentage of response did you get on that, Mr. Cather? MR. CATHER: I’m not sure of that number. We’ve been a little shaky on some of the numbers, so I’d rather not comment on that. SENATOR SPEIER: Would you get that figure for us? MR. CATHER: Yes. MR. LIVINGSTON: We would like to work with you on that. My understanding the reason why the bill did not pass in any kind of form relating to this issue is that there was concern about taking salvage vehicles off the market so that they were no longer a source of low-cost cars for people who might want to buy those. SENATOR SPEIER: I’m not following it. MR. LIVINGSTON: I won’t go there. Let me just drop that because I was not involved in that issue. My understanding was that there was an issue about declaring cars total losses, which would mean that they would not be available to low-income people to have them to drive and so forth. SENATOR SPEIER: But they’re still salvage vehicles. MR. LIVINGSTON: Right. SENATOR SPEIER: If you follow that line of thinking, then you’re allowing someone to dupe someone else into paying too much for a car because the salvage hasn’t been branded on the title and they’ve given this other title to them. So, it’s probably duping yet another low-income person who’s purchasing this vehicle. MR. LIVINGSTON: It wasn’t my concern that caused the bill not to pass. SENATOR SPEIER: I understand that, but the logic doesn’t even follow. MR. LIVINGSTON: I agree with you. SENATOR SPEIER: Help me understand it. MR. LIVINGSTON: One of the things that we do need to do is some kind of uniform titling laws. You talked about, and Delia mentioned it as well, about washing titles. Our claims people tell us that there are situations where we will declare a car salvage, total loss, and then that car will be taken to Oregon, and Oregon does not have any branded title. It just has a clean title. They’ll take the California title, get an Oregon title, and then they’ll bring that car back to California with a clean Oregon title and get a clean California title. SENATOR SPEIER: They shouldn’t be able to because the car has been identified as salvage in California. MR. LIVINGSTON: I would think that DMV would have that information arranged by their VIN number so that whenever the registration comes back, it would red flag it and they would say no. Our claims people tell us that that situation occurs, and I think that we just heard that testimony. MR. RUBINS: I can’t speak to the state of Oregon, but that does occur. SENATOR SPEIER: How frequently? Is it once a year? A hundred a year? MR. RUBINS: I don’t know that I could even guess. SENATOR SPEIER: So, you’re saying our database at DMV is not— MR. LIVINGSTON: There’s a gap there that could be addressed, I believe. MR. CATHER: Just to clarify – if a vehicle has been branded on the record here in California, that information will stay on the record for up to four years, following the last activity on the record. Unless these vehicles are being taken out of state and a significant period of time elapses before they’re brought back in, that should not happen. We should still have the record of the prior brand on our records. SENATOR SPEIER: So, is this clerical error at the department? Where’s the error? I’m trying to understand where the problem is. MR. LIVINGSTON: I don’t know. SENATOR SPEIER: Would you check with your claims people to find out? MR. LIVINGSTON: Yes. SENATOR SPEIER: We don’t need to bash DMV unnecessarily. You’ll get back to us, Mr. Livingston? MR. LIVINGSTON: Yes. SENATOR SPEIER: And you’ll do the same, Mr. Rubins? MR. RUBINS: Yes. SENATOR SPEIER: Mr. Sauls. Certainly last but not least. MR. JEFF SAULS: Thank you, Senator, and good evening. I’m Jeff Sauls, on behalf of Farmers. Real quickly on the issue of [AB] 337, my recollection was that there was an issue over the totaling of third parties’ vehicles at the time, and my recollection was that this committee suggested that it wanted jurisdiction over— SENATOR SPEIER: We never saw the bill. MR. SAULS: Well, that was the word that we had received because we were watching the bill. You never had it, I understand that. I think it was on the Senate Floor. My recollection from the author’s office was that if they attempted to take the bill off of the Floor, a request would be made to return it to this committee. That’s just my recollection. SENATOR SPEIER: We’ll have to clarify that, but if we never had jurisdiction on the bill, we couldn’t ask to get it pulled back to our committee. MR. SAULS: I’m not accusing, that’s just what’s triggering in my head. SENATOR SPEIER: It went to Transportation. It didn’t come to our committee. MR. SAULS: I understand. I’d echo a lot of the other things. You have the questions that we’ve answered to the committee, to the letter that the committee sent to us, and I’d be happy to answer any other questions, if you want me to go into it. The hour is getting late, but I’d be happy to share with you whatever you’re— SENATOR SPEIER: Maybe you can tell us why Farmers Insurance is asking repair shop owners to contribute to the Commissioner’s campaign? MR. SAULS: I couldn’t begin to get into an answer to that question, Senator. SENATOR SPEIER: Why don’t you answer then why you don’t track nonrepairables. MR. SAULS: Because that’s done under our contractual agreement with IAA and Copart. We have asked them to do it, as is allowed under the statute, is my understanding. SENATOR SPEIER: Not to track it? MR. SAULS: We don’t track them because we don’t make the determination. We allow them to make the determination, and, as far as I know, we don’t request that they provide that information to us. I will find the definitive answer of that question for you, though. SENATOR SPEIER: Mr. Cignarale, I’d like for you to give some thought to whether or not it’s in the interest of the department to require insureds to track nonrepairables. MR. CIGNARALE: Versus salvage in addition to nonrepairables? SENATOR SPEIER: Right. I think it’s worthy of at least consideration. Because if you don’t track them, there’s no way of knowing if they’re properly branded, I would think. Right? I think we’ve got an issue there. I’m not close enough to it to know, but I think we should look at it more closely. Anything else? You can all be dismissed. Thank you very much. There is one other individual that’s here that would like to come up. They have presented us with some information. I’m going to give you three minutes because the time is very late. But you have come and we appreciate that. Mr. Florez and Mr. Ballard? Is there anyone else who wants to testify, who wasn’t on the agenda? Welcome. MR. KEVIN FLOREZ: Thank you. We’d like to say thank you for letting us speak here today. This is my partner, Don Ballard. My name’s Kevin Florez. We’ve both been in the autobody industry for sixty combined years. During that time, we have seen unprofessional and poorly repaired vehicles put back on the road. In the words of Senator Dianne Feinstein, the practice of selling rebuilt salvage vehicles without informing the buyer is growing and threatens the safety of all of us. The only requirement, which we all know, is smog, brake, and light inspection. There is no requirements for inspections of structural components of the unibody and a full frame. Improper repaired frames, misalliance of suspension steering can cause accidents. If these impairments go undetected because there has been no inspection, it can seriously diminish the vehicle’s ability to protect the occupants in the case of future accidents. A bent or twisted frame can cause airbag failure and create tire wear that could interfere with the directional control of the driver. Reassured[?] developed the system to assure the owner, the insurance carrier, and future owners of the automobile that the repairs are done properly. Our mission is to provide a unique service, analyzing the structural components of all types of vehicles. Reassured uses state-of-the-art, high-tech digital computer-driven equipment originally developed in the medical industry for brain surgery. SENATOR SPEIER: Mr. Florez, we’re not going to allow you to have an unpaid commercial here. If you would like to talk about the issue specifically or have some case studies that you’d like to share with us, or would like to enlighten us on how much it actually costs to have a vehicle inspected, we’d appreciate that. MR. FLOREZ: Okay. What we do is we hook the car up, whether it be salvage or a car that’s been in a previous accident, and we diagnose it with a piece of equipment that tells you if the frame is still currently bent or if it’s straight, in the right positions. SENATOR SPEIER: Is that a serious problem, having a bent frame, in terms of safety? MR. FLOREZ: Yes, it’s very serious. SENATOR SPEIER: We got testimony today that it isn’t, so why don’t you explain to us why it is. MR. FLOREZ: If the frame is bent, usually it’s more than likely that the suspension has got a problem how it aligns with the rack and pinion and steering to control the car. Most people believe if it’s bent a little bit, it’s not going to really matter if they get it close. But it does make a difference. That’s why those ___________ are built the way they are built. If they’re not, meaning when a car gets hit on a front-end impact or a side, if those positions aren’t set correctly, that means the airbag can maybe not go off at the right time or not go off at all or go off too soon. So, without an inspection – that goes to say with all vehicles that have been in accidents should be inspected. The BAR has already said they’re finding out there’s fraud involved, not only with just fraud but there’s still bent frames out there on cars on the road, and they’ve been repaired. They don’t even have “Salvaged” marked on them. SENATOR SPEIER: What are the other areas relative to the safety of a vehicle being on the road? MR. FLOREZ: I think the airbags should be checked. There’s a computer that you can hook it up to, to see if the airbags are in place. What we look at is the seatbelts, and on the older cars we look for collapsed steering columns, which most people misdiagnose in the first place. Those are the three basic safety issues that we look at – the frame, the steering, suspension – and the seatbelts and the airbags. SENATOR SPEIER: Brakes? MR. FLOREZ: We look at the brakes too, but we know that salvaged vehicles already go through their salvage inspection with their brake certificate. We basically go through all of the safety issues. SENATOR SPEIER: How much does that cost? MR. FLOREZ: Our base price is $129, and we have a forty-point mechanical which is $159. SENATOR SPEIER: Were you here for Mr. Cody’s presentation earlier? MR. FLOREZ: Yes. SENATOR SPEIER: He had a vehicle that had been in a fire. Is that something that you would identify? MR. FLOREZ: Most certainly. SENATOR SPEIER: Would you identify VIN numbers that were not the same? Is that part of your inspection? MR. FLOREZ: We look at everything basically. When we put the car up on the rack that goes on the computer, those VIN numbers are run to that computer which tells us what car we’re looking at. We can tell if it’s been in an accident by the dimensions of what’s on that computer. SENATOR SPEIER: Your computer has VIN number information in it? MR. FLOREZ: No, not VIN number. Every car has measurements that that car is applied to, so we can tell, by putting that car on the computer, if it has been in a wreck. SENATOR SPEIER: Let’s say it’s been repaired – you know it’s been repaired – but they’ve actually taken— MR. FLOREZ: Pieces of another car? SENATOR SPEIER: Yes. And bolted it together so they would have different VIN numbers. Is that something you would look for? MR. FLOREZ: Not usually. If it’s a salvaged vehicle, we’ll look at that because that’s more of an issue, becoming salvaged stolen parts. SENATOR SOTO: Can you tell if two different cars have been put together? MR. FLOREZ: Oh, yes. SENATOR SOTO: Would you say something about that? MR. FLOREZ: Definitely. In our inspection, we’re insured garage liability, so if we make a mistake – which more likely we’re not because we’ve been doing it long enough. We can tell if a car has been in an accident. If it’s been in a light accident, we can tell. Our inspection, that’s all we do. We have no interest in repairing your car, so we’re going to give you the facts of what you really have or what you’re about to purchase. SENATOR SPEIER: Do you think it would be difficult to come up with a means of licensing? MR. FLOREZ: I think the BAR had a great idea with licensing, like they have smog. They already have the brake and light. They can hold the license and issue them to independent people that have been in the automotive field, like me and my partner. I think we can do a thorough job. SENATOR SPEIER: Anything else? MR. FLOREZ: No. SENATOR SPEIER: Please state your name for the record. MR. DON BALLARD: My name is Don Ballard. Thank you for letting me speak. I think everything that’s been said here today is wondering what to do with a salvaged vehicle – how to make them safe. I think we have it. I think checking the cars before they go on the highway will set everything straight. SENATOR SPEIER: How many inspection firms like yours are there in the state, do you think? MR. FLOREZ: That we know of, there’s only one. [Laughter.] Other shops do inspect. SENATOR SPEIER: I don’t think you can handle all of the salvage vehicles in the state. MR. BALLARD: It is a start. MR. FLOREZ: Other shops do inspections but they have an interest, too, in finding problems with your car. SENATOR SPEIER: What you’re saying is that technology is here. MR. BALLARD: Yes. MR. FLOREZ: It just has to be applied. SENATOR SPEIER: How much did you have to pay for the technology? MR. FLOREZ: The piece of equipment cost us $40,000. SENATOR SPEIER: Okay. Thank you very much. Thank you, all, for your attention and your participation. 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6. [PDF] National Telephone Survey of Reported and Unreported Motor ...

  • For the most recent crash questions, no respondent could have more than one injury crash ... common reason for not reporting a crash is that the injuries and ...

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7. [PDF] AL-TR-19402II!l!ll!plq'''lrl - DTIC

  • Feb 5, 1992 · Examination of the escape injury experience and common experience ... potentiometer may not be as critically needed for injury assessment, since ...

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8. Q: What are common workplace injuries of which I should be aware?

  • Missing: ___________ automotive tech

  • Each year millions of employees are injured or fall ill on the job, find out which injuries and illnesses are most commonly reported.

9. [PDF] Health and Safety in Washington State's Collision Repair Industry

  • Most shops used half-face air purifying respirators, which are allowed under current workplace regulations as long as an appropriate cartridge change-out ...

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10. [PDF] Guide to Wage and Hour Compliance

  • Under both federal and Massachusetts law, an employer may refuse to pay an employee who punches in early, provided the employer can prove the employee did not.

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11. [PDF] The Impact of Driver Inattention On Near-Crash/Crash Risk:

  • Performing Organization Report No. 10. Work Unit No. (TRAIS). 9. Performing Organization Name and Address. Virginia Tech Transportation Institute. 3500 ...

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12. [PDF] Federal Register/Vol. 80, No. 241/Wednesday, December 16 ...

  • Dec 16, 2015 · As part of its efforts to support this. NCAP upgrade, the agency will be completing additional technical work. ... posterior pelvic injury may not ...

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  • ... work; subcontracted labour . Not open ended. Normal working hours fewer than ... may be calculated on average to determine whether a worker is employed on a ...

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14. [PDF] Chapter 2: SAFETY

  • HH To ensure that you are making your home safe for children you may want to get on a child's level to see what they see. Use the Child Care Environment: ...

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15. [PDF] Employment Outlook in the Automobile Industry - FRASER

  • of the die, the cost per car may be only 4 or. 5 dollars. ... Thus, it seems reasonable to expect that employment in 1975 may not differ much from the level of.

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16. [PDF] Automotive Service Technician - Shala Darpan

  • Mar 13, 2019 · It explains that work transforms knowledge into experience and generates ... You may not see vehicles when they are in these spots. Fig. 4.7 ...

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17. [PDF] ICS 100 – Incident Command System - USDA

  • No common, flexible, predesigned management structure that enables commanders to delegate responsibilities and manage workloads efficiently. • No predefined ...

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18. Electrical Safety - Basic Information - CCOHS

  • The fall can cause serious injuries. What should I do if I think I am too close to overhead power lines? Back to top. Do not work close to power lines.

  • Why is it so important to work safely with or near electricity? The voltage of the electricity and the available electrical current in regular businesses and homes has enough power to cause death by electrocution.

Electrical Safety - Basic Information - CCOHS

19. [PDF] Human Performance Evaluation of Light Vehicle Brake Assist Systems

  • Moreover, BAS implementations that do not completely rely on the driver may offer greater safety benefits. 14. SUBJECT TERMS. Braking, Human Performance, Panic ...

[PDF] Human Performance Evaluation of Light Vehicle Brake Assist Systems

20. Automotive Braking Systems: CDX Master Automotive Technician ...

  • The customer is probably not an experienced automotive technician. ... Technician A says that low vacuum to the booster may cause the power assist to not work.

  • Automotive Braking Systems, published as part of the CDX Master Automotive Technician Series, teaches students the knowl...

Automotive Braking Systems: CDX Master Automotive Technician ...


  • The Contractor may not limit, exclude or disclaim the foregoing warranty or ... The Contractor shall not commence work until the required insurance is obtained ...

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22. [PDF] ITRCA, LLC. Rules and Regulations NOTE - ITR Expo

  • Submit a signed waiver and tech inspection form before driving in the event. Damage to AUTOBAHN COUNTRY CLUB Facilities: Participants may not use jacks or ...

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23. [PDF] Searching and Seizing Computers and Obtaining Electronic Evidence ...

  • may falsely claim that they have common authority over property. In Illinois v ... Tird, a team of prosecutors or agents who are not working on the case may.

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What is a common injury that an automotive tech may experience at work? ›

Automotive service technicians and mechanics frequently work with heavy parts and tools. As a result, workplace injuries, such as small cuts, sprains, and bruises, are common.

What is the most common injuries in the automotive industry? ›

Workplace accidents suffered by auto workers can include falls from heights, slip and falls, lifting accidents, and getting hands or loose clothing caught in machinery. Back injuries, repetitive motion injuries, and broken or fractured bones can also arise in this line of work.

What are 3 common injuries on the job? ›

Common Workplace Injuries & How to Prevent Them
  • Slips and Falls. Slips and falls are a large liability to a company. ...
  • Strains. One of the most common workplace injuries is employees straining their back or neck. ...
  • Repetitive Use Injuries. ...
  • Cuts. ...
  • Collisions and Crashes.


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