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Written by Aaron Brigatti  
Monday, 09 April 2007

Well it's not just Renault UK that are playing silly buggers, apparently it has spread to VOSA too.  

They are actually playing a very dangerous game - as they are dicing with people's lives...and they are meant to represent the public - not the vehicle manufactures!

Anyway, a null reply to my previous letter which I had addressed to Stephen Tetlow, the VOSA CEO on 11th March 2007.

So a further letter sent to Mr Tetlow

"Unfortunately, it would appear that you have not responded to my earlier letter dated 11th March 2007.  I re-enclose the letter again for your review and urgent response.  This matter has gone on far too long for VOSA to stick its head in the sand, believing it will resolve itself.

VOSA’s inability to complete a more comprehensive and impartial investigation, with the public’s interest and safety as the number one priority, has simply meant that Renault has chosen to quote your organisation’s position as a way to “make their case” to the media and motoring industry.  This simply implies your organisation is not impartial and questions your professionalism in dealing with any safety-related cases filed to it.

I have recently obtained a copy of the report completed on my vehicle by a Renault Engineer, as part of the Freedom of Information (FoI) request, even though you and Renault failed to originally honour my request to provide this to me. 

Ironically, according to Renault, their Engineer’s report was formally compiled on 13th April 2006, and Mr Jenkin’s confirmed he was in sight of this same report on 22nd May 2006.  According to the information obtained under the FoI you have quoted a report published on 20th June 2006.  The timelines do not tally, and I am questioning the validity of the information referenced. 

By referencing the report dated 20th June 2006, the information within this report indicates that corrosion was evident within the main and safety catch mechanism.  Renault Baldock’s own engineer noted, during an initial inspection on 27th March 2006 (the day of the incident), that the “safety catch had not been lubricated recently and was found to be stiff”.  Together, questions the performance of the safety catch mechanism.  The report has neither proved why the bonnet released itself without any intervention or confirming that the bonnet had not been not closed properly.  Renault indicated that they were “unable to confirm the exact cause” but were able to confirm it was due to “bonnet not being closed properly”; maintenance has now also been raised as possible factor.  Although, I am still adamant this all relates to the way the 2-catch mechanism has been designed to operate.  Such a mechanism should be “designed” to withstand common amounts of corrosion during daily use, and the safety engaged in ALL cases.  Thus, a bonnet should be unable to release itself entirely.  If one has to question the performance of the safety catch “as designed”, then this means that an apparent safety issue (defect) exists.  There should NEVER be a question raised on a safety catch mechanism, regardless of the circumstances. 

More worryingly, a report published by VOSA from Mr Jenkins on 28th April 2006, actually appears to have doctored, as I have two versions of the same report, as provided by two separate FoI requests.  This also makes me question whether any other information provided by VOSA has been subsequently doctored before being shared to the public – which is a very serious matter for which I am extremely concerned to see.  I will look to raise this to the Information Commissioner, as this contravenes the various Laws and Acts which your organisation must adhere too.

I look forward for your reply to this and my earlier correspondence shortly."

Again, we will see what response I get in return - if any!!



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