Injury claims after a vehicle rolls over, which often involve the vehicle's own design - roof strength, stability control, seat belts and window glazing - as well as the driver who caused the crash.
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A rollover is a crash in which the vehicle tips onto its side or roof. Rollovers are a small share of crashes but a large share of serious injuries and deaths, because the roof can crush inward and because occupants can be thrown about the cabin or ejected through a window. A claim after a rollover usually has two parts. The first is an ordinary negligence claim against whoever caused the vehicle to leave the road or trip: another driver, a road authority that left a hazard, or a tire or vehicle that failed. The second, which is what makes rollover cases distinctive, is a product liability claim that the vehicle itself was defectively designed, so that a survivable rollover became a catastrophic one.
The design questions have federal reference points. The National Highway Traffic Safety Administration issues Federal Motor Vehicle Safety Standards that set minimum performance for roof crush resistance (FMVSS 216a), electronic stability control, which is designed to keep a vehicle from skidding into the kind of trip that starts a rollover (FMVSS 126), occupant restraints (FMVSS 208) and ejection mitigation through side windows (FMVSS 226). NHTSA also publishes a rollover resistance rating as part of its five-star safety ratings, based largely on how tall and narrow a vehicle is relative to its track width. A vehicle that met every standard can still be found defective under state law, because the standards are minimums, and a manufacturer's compliance is evidence, not a defense, in most states; the federal statute itself says that compliance does not exempt a person from liability at common law. The Supreme Court has held that a federal standard preempts a state claim only where the claim would conflict with a deliberate federal choice to give manufacturers options, and that an ordinary minimum standard does not.
In practice these cases turn on evidence that must be gathered quickly: the vehicle itself, kept unrepaired and unsold; the event data recorder; the tires, since tread separation is a common trigger; the roof, seats, belts and glass; and the roadway marks. Taller vehicles, including SUVs, pickups and fifteen-passenger vans, roll more readily than cars, and NHTSA has issued repeated advisories about loaded fifteen-passenger vans. Defendants in a design case are usually the manufacturer and sometimes the tire maker or a component supplier, and the injured person's own insurer may be involved through uninsured or underinsured motorist coverage when the other driver's policy is small or there was no other driver at all.
Rollover cases are expensive to prove: they need the vehicle preserved, an accident reconstructionist and often biomechanical and vehicle-design engineers, and the manufacturer will defend them hard. Do not let the vehicle be scrapped, repaired or sold, and tell the insurer in writing that it must be preserved. A lawyer who handles vehicle-design cases will usually take one on a contingency fee, advance the expert costs, and evaluate early whether the roof, belts or stability of the vehicle, rather than only the other driver, explain the severity of the injuries. Where the other driver was at fault and the injuries are modest, an ordinary car accident lawyer is the right fit.
Worried about the cost? A lawyer can be hired for one part of a case only (limited-scope representation), may be paid from what a claim recovers (contingency fee), or may be free through a pro bono program or legal aid; a court can also waive its own filing fees.
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Other entries in the same area of law, each written from the same primary sources.