ID: 2902yy

Ms. Nancy J. Hunt
Bankston & McDowell
3700 Chevron Tower
1301 McKinney
Houston, TX 77010

Dear Ms. Hunt:

This responds to your letter requesting information about test conditions in Federal motor vehicle safety standard No. 301, Fuel system integrity (49 CFR 571.301; copy enclosed). In particular, you asked whether the spare tire must be in its proper place inside a vehicle at the time of testing. You also asked whether the spare tire must be in the vehicle during other types of vehicle testing. I am pleased to have this opportunity to explain our laws and regulations for you.

Before addressing your specific question, it might be helpful to begin with some general background information. Each of this agency's safety standards specifies test conditions and procedures that this agency will use to evaluate the performance of the vehicle or equipment being tested for compliance with the particular safety standard.

In addition to the test conditions and procedures set forth in the safety standards themselves, the agency has provided guidelines to the test facilities that the agency enters into contracts with to conduct compliance tests for the agency. These guidelines are called compliance test procedures and are available through the NHTSA Technical Reference Library. The compliance test procedures are intended to provide a standardized testing and data recording format among the various contractors that perform testing on behalf of the agency, so that the test results will reflect the performance characteristics of the product being tested, not differences between the various testing facilities.

The compliance test procedures must, of course, not be inconsistent with the procedures and conditions that are set forth in the relevant safety standard. However, the compliance test procedures do, on occasion, specify procedures and conditions that go beyond what is set forth in the relevant standard. These more detailed test procedures and conditions are requirements only for the contractor test facility in conducting tests on behalf of the agency. The test procedures are subject to change and do not always directly reflect all of the requirements of the particular standard for which they are written. With that background, I will now address your specific question. A manufacturer must certify that its vehicles will comply with the requirements of Standard No. 301 when they are tested in accordance with the test conditions set forth in section S7 of the standard. This section specifies the general test conditions under Standard No. 301. However, this section does not specify whether a spare tire must be included during the testing. Accordingly, the manufacturer's certification of compliance with Standard No. 301 may be based on tests with or without the spare tire, provided that all applicable conditions in Standard No. 301 are satisfied.

You should be aware that NHTSA's compliance test procedures currently specify that if the spare tire is standard equipment, it should be inflated to the vehicle manufacturer's specifications and be in the vehicle during the agency's compliance testing (see page 27 of the "OVSC Laboratory Test Procedures," copy enclosed). Please note that, although a manufacturer is not required to include a spare tire that is standard equipment, absence of a spare tire might not provide an adequate basis for certifying that the tested vehicle complies with the requirements of Standard No. 301.

I hope this information is helpful. If you have any further questions, you should feel free to contact Marvin Shaw of my staff at this address or by telephone at (202) 366-2992.

Sincerely,

Paul Jackson Rice Chief Counsel

/Ref: 301 d:3/25/9l

ID: 2903yy

Mr. Saburo Inui
Corporate Manager
Toyota Motor Corporate Services
of North America, Inc.
1850 M Street, N.W.
Washington, D.C. 20036

Dear Mr. Inui:

This responds to your letter of February 20, 1991, with respect to an interpretation of Standard No. 108 as it relates to High Intensity Discharge Headlamp (HID) designs contemplated by Toyota. You explained these designs in greater detail to NHTSA staff members in a meeting with them on February 20.

Standard No. l08 defines an "integral beam headlamp" as one which is neither a sealed beam headlamp nor one equipped with a standardized replaceable light source, but one which is a "headlamp comprising an integral and indivisible optical assembly, including lens, reflector, and light source." You have presented two HID headlamp designs, and have asked whether these lamps are "integral beam headlamps" as defined by Standard No. 108.

These lamps differ from conventional headlamps by having ballast, consisting of a "starter" affixed to the rear of the headlamp, connected to a "converter," which is separated from the headlamp-starter unit. Because of space limitations, it may not be feasible to integrate the ballast into the headlamp enclosure. On one of these headlamps (Figure 2) the starter and converter are directly connected to each other by a "hard wire" while in the other (Figure 3), the starter and converter are connected by "hard wires" that meet at a connector between the two. In this design, the ballast units would be installed separately, then permanently joined by a connector, which could not be separated without destroying the connector. You believe that both designs are "integral beam headlamps."

The phrase "optical assembly" in the definition of "integral beam headlamp", in our view, encompasses all lamp components other than the power source which are required for illumination of the headlamp. This means that an "optical assembly" includes the ballast. Although the lamp, starter, and converter may be permanently attached to each other, and could be considered "indivisible," and the starter could be considered to be "integral" with the lamp body, the positioning of the converter at some distance from the starter, as shown in your Figure 2 and Figure 3, does not render it "integral" within the meaning of the definition, unless it is permanently attached to the starter.

However, a design which had a connector as in your Figure 3 and described in your letter, would be considered both "integral" and "indivisible" if its individual components were not permanently attached to each other until the installation of the device in a motor vehicle, providing that any portion of the device could not be subsequently detached without damage sufficient that the entire device would have to be replaced. This would apply to either original or replacement equipment.

Sincerely,

Paul Jackson Rice Chief Counsel /ref:l08 d:3/25/9l

ID: 2904yy

Mr. Earl C. Lempke
President, Delavan Industries, Inc.
1728 Walden Avenue
Buffalo, NY 14225

Dear Mr. Lempke:

This responds to your letter of March 6, l991, to Taylor Vinson of this Office. You have asked whether there is "any Federal ruling stating that Trailer Clearance Lights are considered as Safety Equipment and as such are not be be included as part of the overall width of the vehicle." You have enclosed a copy of 49 CFR 323.20, the clearance lamp regulation of the Federal Highway Administration (FHWA), with the observation that "this section does not answer the question."

I am pleased to clarify this situation for you. As the FHWA regulation states, "Clearance lamps shall be mounted so as to indicate the extreme width of the motor vehicle . . . ." This requirement is virtually identical to that in Table II of this agency's Federal Motor Vehicle Safety Standard No. 108 that clearance lamps be located "to indicate the overall width of the vehicle . . . ." In l976, NHTSA issued an interpretation that was published in the Federal Register on August 23 of that year stating that "The term 'overall width' refers to the nominal design dimension of the widest part of the vehicle, exclusive of . . . marker lamps" such as clearance lamps. I enclose a copy for your information.

The FHWA concurs with this interpretation, and has provided us with some additional comments. Federal width limits apply only on the National Network highways (23 CFR 658, Section A). The width of commercial trailers operated on these highways is to be measured across the sidemost load carrying structures, support members, and structural fasteners, as stated in an interpretation published on March 13, l987, a copy of which I enclose. That proceeding also determined that side marker lamps and any other "non load-carrying safety appurtenance" which extended beyond these limits were excluded from width measurements. This would include clearance lamps, and thus exclude them also from width measurements. In December 1989, FHWA issued an advance notice of proposed rulemaking to consider if a new approach should be adopted to determine which devices to exclude from measurements of vehicle length and width. I also enclose a copy of that notice. FHWA advises that its next notice on the subject should be issued soon.

Although under FHWA regulations, the States determine whether safety equipment is to be excluded from the measurement of vehicle width, we believe that the State determination must be identical to the NHTSA position. Federal law (l5 U.S.C. 1392(d)) prohibits a State from enacting or maintaining in effect any regulation covering the same aspect of performance as a Federal motor vehicle safety standard unless it is identical to the Federal requirement. We believe that a State must also interpret an identical regulation in a manner identical to NHTSA's interpretation. Sincerely,

Paul Jackson Rice Chief Counsel

Enclosure ref:VSA#l08 d:3/27/9l

ID: 2905yy

Ms. Jessie M. Flautt
4405 Lafayette Street
Bellaire, TX 77401

Dear Ms. Flautt

This responds to your letter to Mr. Steve Kratzke of my staff, requesting that the National Highway Traffic Safety Administration (NHTSA) grant permission to a repair business to modify your motor vehicle.

You explained that you are under five feet, two inches and legally blind in one eye. You further explained that, due to the increased size of headrests in recent years, you are unable to locate a 1991 automobile which does not have headrests which impede your field of vision. You wish to arrange to have the size of the headrests in a 1991 automobile reduced. You asked if you could obtain permission from this agency to permit this modification. I hope the following discussion explaining our regulation will be of assistance to you.

I would like to begin by clarifying that there is no procedure by which persons petition for and are granted permission from NHTSA to arrange to have a motor vehicle repair business modify their motor vehicle. Repair businesses are permitted to modify vehicles without obtaining permission from NHTSA to do so, but are subject to certain regulatory limits on the type of modifications they may make. In certain limited situations, we have exercised our discretion in enforcing our regulations to provide some allowances to a repair business which cannot conform to our regulations when making modifications to accommodate the special needs of persons with disabilities. Since your situation is among those given special consideration by NHTSA, this letter should provide you with the relief you seek.

Our agency is authorized to issue Federal Motor Vehicle Safety Standards (FMVSS) that set performance requirements for new motor vehicles and items of motor vehicle equipment. Manufacturers are required by the National Traffic and Motor Vehicle Safety Act (Safety Act) to certify that their products conform to our safety standards before they can be offered for sale. Manufacturers, distributors, dealers and repair businesses modifying certified vehicles are affected by 108(a)(2)(A) of the Safety Act. It prohibits those businesses from knowingly rendering inoperative any elements of design installed on a vehicle in compliance with a FMVSS. In general, 108(a)(2)(A) would require repair businesses which modify motor vehicles to ensure that they do not remove, disconnect or degrade the performance of safety equipment installed in compliance with an applicable safety standard. Violations of 108(a)(2)(A) are punishable by civil fines up to $1,000 per violation.

In situations such as yours where a vehicle must be modified to accommodate the needs of a particular disability, we have been willing to consider any violation of 108(a)(2)(A) a purely technical one justified by public need. I can assure you that NHTSA would not institute enforcement proceedings against a repair business that modifies the headrest on your vehicle to accommodate your condition. We caution, however, that only necessary modifications should be made to the headrest to accommodate your condition and we urge your dealer to modify your vehicle in such a manner that would not degrade from the safety currently provided by your vehicle. Many manufacturers are currently installing headrests in vehicles which exceed the minimum dimensions required by FMVSS No. 202, Head Restraints. I urge you not to have your headrest reduced below these dimensions if it is not necessary for your field of view.

If you have further questions or need some additional information in this area, please contact Mary Versailles of my staff at this address or by telephone at (202) 366-2992.

Sincerely,

Paul Jackson Rice Chief Counsel

/ref:VSA, 202 d:3/26/9l

ID: 2906yy

Mr. H. Hurley Haywood
Vice President
Brumos Motor Cars, Inc.
10231 Atlantic Boulevard
Jacksonville, FL 32225

Dear Mr. Haywood:

This responds to your letter of March 20, 1991 with respect to "the sale of a very limited number of specially built cars in the U.S." Components would be manufactured by Porsche. The chassis would be "a carbon fiber 962 racing tub" with a hand built body. The car could be imported either as an assembled vehicle or as a kit and assembled here. You have asked for information regarding "low volume manufacturers exemptions from certain DOT regulations, emissions, passive restraints, bumper height, and all other pertinent information regarding manufacturing and sale of vehicles in the U.S."

You have not enclosed a photo of the car but your remark that the chassis is a "racing tub" raises the possibility that the vehicle may be intended for racing purposes. Single-seat vehicles imported for competition on closed circuit courses and not used on the public roads are generally not "motor vehicles" under the National Traffic and Motor Vehicle Safety Act, and no regulations apply to them. If you wish to pursue this possibility further, please send us more information on the vehicle.

Assuming that the car is subject to the Safety Act, its manufacturer is eligible to apply for a temporary exemption from one or more of the Federal motor vehicle safety standards on several grounds. Exemptions of up to three years may be provided a manufacturer whose total motor vehicle production was 10,000 units or less in the year preceding the filing of its petition. Alternatively, exemptions of up to two years may be provided covering up to 2,500 vehicles per year if the manufacturer-petitioner can demonstrate that the exemption would facilitate the field evaluation of innovative safety features or low-emission vehicles, or if, in the absence of an exemption, the manufacturer would be prevented from selling a motor vehicle whose overall level of safety is at least equivalent to that of a vehicle complying with all the safety standards. However, the exemption authority extends only to the safety standards. The bumper height standard was issued under the authority of the Motor Vehicle Information and Cost Savings Act which contains no exemption provisions. The emission standards are issued by the Environmental Protection Agency, which is not part of the Department of Transportation, and you will have to contact them as to their requirements.

If the intent is to import a fully assembled motor vehicle into the United States, at the time of entry it will have to bear the certification of its manufacturer that it complies with all applicable Federal motor vehicle safety, bumper, and theft prevention standards (the certification label must also list the standards from which exemptions may have been provided).

If the intent is to ship the vehicle in a disassembled state for assembly by the purchaser or manufacturer's agent in the United States, and if the kit contains l00% of the parts necessary for assembly, we regard the foreign supplier as the "manufacturer", responsible for ensuring compliance with all Federal requirements, including provision of certification.

I enclose an information sheet with respect to the regulations that we administer, and will be pleased to answer any further questions you may have. If you prefer to telephone, Taylor Vinson of this Office will be able to help you (202-366-5263).

Sincerely,

Paul Jackson Rice Chief Counsel

ref:59l d:4/3/9l

ID: 2907yy

Mr. Andy Tanner
Glas-Weld of Jacksonville, Inc.
7901 Baymeadows Way, Suite #14
Jacksonville, Florida 32257

Dear Mr. Tanner:

This responds to your letter regarding labeling of glazing materials. You explained that your company restores marred bus windows and renders them in like-new condition in accordance with the ANSI Z26.1 standards. You asked if your "remanufactured" windows must indicate the materials manufacturer or whether a "generic designation which would [exclude] the origination information" would be acceptable. You also asked whether, if the windows are basically unchanged, you could keep the original labeling or must instead restate the "unaltered properties" in your own labeling.

Some background information about the agency may be useful. NHTSA has the authority under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1397(a)(2)(A); Safety Act) to issue safety standards applicable to new motor vehicles and new items of motor vehicle equipment. Glazing, as an "addition to the motor vehicle," is considered to be an item of motor vehicle equipment (Section 102(4) of the Safety Act). New glazing material for use in motor vehicles is subject to the requirements of Standard No. 205, Glazing Materials (49 CFR 571.205).

Based on the information provided in your letter, your company would not be considered a "manufacturer" of new glazing material under agency regulations. You stated that your company restores or reconditions marred bus window glazing to a like-new condition. The agency has previously determined that reconditioners need not certify that reconditioned motor vehicles or motor vehicle equipment comply with the safety standards that apply only to new motor vehicles or new motor vehicle equipment. In your case, the reconditioned glazing is considered to be the same glazing as originally manufactured.

However, your company would be affected by section 108(a)(2)(A) of the Safety Act . That section prohibits any manufacturer, distributor, dealer, or motor vehicle repair business from "render[ing] inoperative" any equipment or element of design installed in compliance with a Federal safety standard. "Render inoperative" means to remove, disconnect or degrade the performance of a system or element of design installed pursuant to Federal safety standards. The "render inoperative" provision of the law means that you are not allowed to recondition or restore glazing if that restoration would cause the glazing to no longer comply with the applicable requirements of Standard No. 205. To comply with the obligations imposed by this "render inoperative" provision, you should examine the glazing you "restore" to determine whether the glazing continues to comply with Standard No. 205.

Section S6 of Standard No. 205 sets forth the certification and marking requirements for glazing materials. The standard also incorporates by reference "ANS Z26," the American National Standards Institute's Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highways. As a repair business, you must ensure that the reconditioned glazing continues to be marked in accordance with ANSI Z26.1. ANS Z26.1 requires that all glazing be marked with a a DOT code mark, a unique number assigned by the agency to identify each prime glazing material manufacturer. The DOT code mark is used in defect or noncompliance recall campaigns to identify the manufacturer. In addition, ANS Z26.1 requires that all glazing have the distinctive designation or trademark of the prime glazing material manufacturer. However, NHTSA has previously concluded that the designation or trademark on the glazing need not be that of the prime glazing material manufacturer, if the glazing is marked with the prime glazing material manufacturer's DOT code mark (Letter to Terry E. Quinn, May 31, 1988). NHTSA can easily and accurately identify the prime glazing material manufacturer from the DOT code mark, regardless of the distinctive designation or trademark that appears on the glazing. Thus, if the original prime glazing material manufacturer's DOT code mark remains on the glazing material, you may either use the prime glazing material manufacturer's or your own distinctive designation or trademark. You may not, however, use a "generic designation" that does not have a distinctive designation or trademark.

Because, as stated above, reconditioned glazing is considered to be the same glazing as originally manufactured, you may keep the original ANS Z26.1 marking and need not restate the unaltered properties in your own labeling. However, if the existing DOT code mark is removed during reconditioning, you must re-mark the glazing in accordance with the original mark. The agency has previously determined that removal of a DOT identification number from a tire is considered rendering inoperative an element of design of the tire (Letter to Jeffrey Libman, January 21, 1980). Like the DOT code mark for glazing, the DOT identification number is used in defect or noncompliance recall campaigns. Thus, the agency considers the removal of a DOT code mark from a piece of glazing to be the rendering inoperative an element of design of the glazing.

I hope that this information is helpful. If you have any further questions or need additional information about this topic, please feel free to contact Mr. John Rigby of this office at the above address or by telephone at (202) 366-2992.

Sincerely,

Paul Jackson Rice Chief Counsel

/ref:205 d:4/3/9l

ID: 2908yy

Mr. David E. McAllister
Manufacturers Representative
442 Robin Hill Road
Wayne, PA . 19087

Dear Mr. McAllister:

This responds to your letter of March 14, l99l, "as a supplier to the U.S. Postal Service for lights", asking whether it is "legal" for the center high mounted stop lamp to flash.

We understand that the new postal service vehicles are trucks. Under Federal Motor Vehicle Safety Standard No. 108, the center highmounted stop lamp is required only on passenger cars. When installed as original equipment on a passenger car, it is required to be steady-burning when the brake pedal is applied. However, since Standard No. 108 does not require center highmounted stop lamps on motor vehicles other than passenger cars, any such lamps would not be required to be steady-burning. Thus, the current requirements of Standard No. 108 would permit a center lamp on a postal truck to flash.

Supplementary lighting equipment, i.e., lighting equipment that is not required by Standard No. 108, is subject to Standard No. 108's general prohibition that such not impair the effectiveness of the lighting equipment required by the standard. The determination of impairment is to be made by the manufacturer of the vehicle before it certifies compliance with all applicable Federal motor vehicle safety standards. If it appears to be clearly erroneous, NHTSA will review the determination. With respect to the present case, it is theoretically possible that a flashing center stop lamp could "impair the effectiveness" of the truck's two steady-burning primary stop lamps by sending a confusing signal. However, given the lamp's location on the vertical centerline of the vehicle, and the public recognition of the function of the center lamp on passenger cars, we do not believe it is likely that the public would be confused.

We would like to advise you that the agency has proposed that trucks be equipped with steady-burning center lamps, and that it has announced that a final rule will be issued during the first half of 1991. If the final rule applies to postal trucks, then a flashing center lamp could not be installed on postal trucks manufactured on and after the rule's effective date.

Sincerely,

Paul Jackson Rice Chief Counsel

Ref. l08 d:4/3/9l

ID: 2909o

Mr. Gerald Peterson
Taraco Enterprises Inc.
Empire Plaza
23 Empire Drive
St. Paul, MN 55103

Dear Mr. Peterson:

This responds to your May 17, 1988 letter to me asking for "information on petitions filed, concerning the safety problems on trucks." You also enclosed for the agency's information materials on the product you manufacture called a "Truk-Hedrest." According to the brochures you sent, the Truk-Hedrest attaches to the rear window of a vehicle by means of velcro and "is designed to help protect the head of the driver and passenger of a truck or van in an accident when their head is snapped back against the rear window or bulkhead of a vehicle." You also enclosed a copy of an August 28, 1987 letter which Mr. Carl Clark of this agency sent you regarding your product. The latter part of this letter addresses statements in your brochures relating to our regulations and the Truk-Hedrest.

The National Highway Traffic Safety Administration (NHTSA) shares your concern for light truck safety and is currently reviewing a number of actions intended to improve the protection for occupants of such vehicles. This review has been described in detail in the enclosed reports to Congress issued by NHTSA in May 1987 ("Light Truck and Van Safety") and April 1988 ("Safety Programs for Light Trucks and Multipurpose Passenger Vehicles"). Among the rulemaking activities considered by NHTSA for light trucks is a possible extension of Safety Standard No. 202, Head Restraints, to those vehicles. The agency is presently reviewing petitions for rulemaking on this subject from Mr.Dale T. Fanzo of Bethel Park, Pennsylvania and Mr.Mark E. Goodson of Lewisville, Texas. I have enclosed copies of these petitions for your information.

With regard to the brochures and materials you sent on your product, I would like to first to make it clear that Mr. Clark's letter on the Truk-Hedrest only expressed his personal opinions and interests concerning your product. His letter does not represent any official agency position regarding light truck safety in general or regarding your product in particular. Mr. Clark's letter was neither an approval nor endorsement of your product by this agency. NHTSA does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. In addition, the agency cannot as a matter of law and will not as a matter of policy determine the extent, if any, of the occupant protection provided by any commercial product apart from the context of an actual enforcement proceeding. Thus, the agency does not concur in any manner with Mr.Clark's assessement that the Truk-Hedrest "does indeed provide excellent head protection" or with any other statement as to the effectiveness of your product.

Second, your brochures imply that the Truk-Hedrest has been shown to help protect against possible neck and head injuries when tested to "NHTSA guidelines." NHTSA has neither adopted or even developed guidelines for testing the Truk-Hedrest. Again, in his letter to you Mr. Clark provided only his personal opinion on certain aspects of your product testing program. He expressed no agency recommendations or "guidelines" for testing a product such as yours "for rear end collisions up to 50 MPH," or with bowling balls, since no such guidelines exist.

My final clarification concerns the statements in your brochures that the Truk-Hedrest "Passes MVSS-302 Test for fire and toxic fumes." Please note that Standard No. 302, Flammability of Interior Materials, addresses only the flammability resistance of vehicle components and not the toxicity of gases from burning materials.

With respect to your statement about meeting the FMVSS 302 requirements regarding fire, please note that if the Truk-Hedrest did not in fact meet those requirements and were installed in a vehicle by a motor vehicle manufacturer, distributor, dealer or repair business, there could be a violation of the National Traffic and Motor Vehicle Safety Act. Section 108(a)(2)(A) of the Act prohibits those persons from rendering inoperative any device or element of design installed pursuant to the Federal motor vehicle safety standards. Installation of rapidly burning materials could vitiate the compliance of the materials which were present in the vehicle at the time of its sale to the first consumer and were certified as meeting FMVSS 302.

To repeat, in his letter to you Mr. Clark was only expressing his personal opinions and interests concerning your product and made no statements that should be construed as official agency positions. NHTSA does not endorse the Truk-Hedrest nor do we make any determination on the extent, if any, of the occupant protection provided by your product. I regret any confusion that may have resulted from Mr. Clark's letter to you on the Truk-Hedrest.

Please contact my office if you have further questions.

Sincerely,

Erika Z. Jones Chief Counsel

Enclosures ref:302 d:9/2/88

ID: 2909yy

Mr. Rueben K. Brown
Product Engineer
Crane Carrier Company
P.O. Box 582891
1925 North Sheridan
Tulsa, OK 74158

Dear Mr. Brown:

This responds to your letter of March 12, 1991 requesting an interpretation of the applicability of the spike stop requirement in Standard No. 105 to school buses with GVWR greater than 10,000 lbs. While school buses are required by S5.1 to be capable of meeting the requirements of S5.1.1 through S5.1.6, the spike stop requirement in S5.1.6 is only applicable to vehicles with a GVWR of 10,000 lbs. or less. Therefore, school buses with a GVWR greater than 10,000 lbs are not required to be capable of meeting the spike stop requirement.

I hope this information has been helpful. If you have further questions, please contact Mary Versailles of my staff at this address or by telephone at (202) 366-2992.

Sincerely,

Paul Jackson Rice Chief Counsel ref: 105 d:3/29/9l

ID: 2910yy

Mr. Ian A. Munro
Tubex Pty., Ltd.
96 Station St.
Nunawading VIC 3131
AUSTRALIA

Dear Mr. Munro:

This responds to your February 8, 1991 letter to Mr. John Messera of NHTSA's Enforcement Office about the air brake hose (tubing) you manufacture. Your questions have been referred to my office for reply.

By way of background, NHTSA administers Federal regulations for the manufacture and sale of new motor vehicles and certain items of motor vehicle equipment (including brake hoses) sold in or imported into this country. The National Traffic and Motor Vehicle Safety Act establishes a "self-certification" process under which each manufacturer is responsible for certifying that its products meet all applicable Federal motor vehicle safety standards (FMVSS's). This process requires each manufacturer to determine in the exercise of due care that its products meet all applicable requirements. NHTSA tests vehicles and equipment sold to consumers for compliance with the FMVSS's and investigates defects relating to motor vehicle safety. If a manufacturer or NHTSA determines that a noncompliance or safety-related defect exists, the manufacturer must notify purchasers of its product and remedy the problem free of charge. (Note that this responsibility is borne by the vehicle manufacturer in cases in which your hoses are installed on a new vehicle by or with the express authorization of that vehicle manufacturer.) Any manufacturer which fails to provide notification of or remedy for a noncompliance or defect may be subject to a civil penalty of up to $1,000 per violation.

Standard 106 applies to new motor vehicles and to "brake hoses" (which include plastic tubing), brake hose end fittings, and brake hose assemblies. The standard specifies labeling and performance requirements for these products to reduce the likelihood of brake system failure from ruptures in the brake hose or brake hose assembly. New brake hoses, end fittings and assemblies must meet these requirements to be sold in or imported into this country. If the items do not comply, the manufacturer is subject to civil penalties of $1000 per violation, and the notification and remedy provisions of the Safety Act. I have enclosed a copy of the Safety Act for your information.

Your first question asks how you would "register" your hose and "air coil connectors" with NHTSA. By "register," we believe you mean the process by which a manufacturer files a designation with NHTSA that identifies the manufacturer. The manufacturer's designation is marked on its hose, end fittings and assemblies, and assists NHTSA in identifying the manufacturer of noncomplying or defective brake hoses.

The filing and labeling requirements for the manufacturer designation are in S7.2.1 for air brake hose, S7.2.2 for end fittings, and S7.2.3 or S7.2.3.1 for assemblies. To "register" your designation (which may consist of block capital letters, numerals or a symbol), you would simply file the designation in writing with NHTSA's Crash Avoidance Division at the following address: National Highway Traffic Safety Administration, 400 Seventh Street S.W., Washington, D.C., 20590. You may telephone Mr. Vernon Bloom of the Crash Avoidance Division at (202) 366-5277 if you have questions about filing your designation.

Your second question asks whether compliance with SAE Standard J844, "Nonmetallic Air Brake System Tubing" is sufficient to be assured of compliance with FMVSS 106. The answer is no. Your hoses must be certified as meeting FMVSS 106 to be sold in or imported into this country. To determine the answer to your question, you would have to examine SAE J844 and FMVSS 106, and compare their requirements. Where the requirements differ, FMVSS 106 is the standard that must be met.

Your third question asks for information on all Federal requirements for the sale of nylon air brake tubing in the United States. I have enclosed a copy of FMVSS 106 for your reference. I also note that our sister agency in the Department, the Federal Highway Administration, has operational and equipment requirements for trucks used in interstate commerce. If you are interested in that agency's requirements for brake tubing, you can write to them at the address provided in the enclosed information sheet entitled "Information for New Manufacturers of Motor Vehicles and Motor Vehicle Equipment."

In addition, I have enclosed copies of two procedural requirements you must satisfy in order to sell your products in this country. The first requirement is NHTSA's regulation for manufacturer identification (49 CFR Part 566). This regulation requires a manufacturer of equipment to which an FMVSS applies (e.g., brake hose) to submit its name, address, and a brief description of the items of equipment it manufactures to NHTSA within 30 days after it first imports its products into the United States.

The second requirement is NHTSA's regulation for designations of agents (49 CFR Part 551, Procedural Rules, Subpart D). The regulation requires all manufacturers headquartered outside of the United States to designate a permanent resident of the United States as the manufacturer's agent for service of all process, notices, orders and decisions. This designation should be mailed to me at the following address: Chief Counsel, Room 5219, National Highway Traffic Safety Administration, 400 Seventh St., S.W., Washington, D.C., 20590. The designation must include the following information:

1. A certification that the designation of agent is valid in form and binding on the manufacturer under the laws, corporate-by-laws, or other requirements governing the making of the designation at the time and place where it is made;

2. The full legal name, principal place of business and mailing address of the manufacturer;

3. Marks, trade names, or other designations of origin of any of the manufacturer's products which do not bear its name;

4. A statement that the designation shall remain in effect until withdrawn or replaced by the manufacturer;

5. A declaration of acceptance duly signed by the agent appointed, which may be an individual, a firm or a United States corporation; and,

6. The full legal name and address of the designated agent.

7. In addition, the designation must be signed by a person with authority to appoint the agent. The signer's name and title should be clearly indicated beneath his or her signature.

A final question raised in your letter is whether Table III of Standard 106 applies to rubber hose only. The answer is yes. NHTSA issued a final rule on February 25, 1991 (56 FR 7589) that amended Standard 106 so that Table III expressly applies to rubber brake hoses only, and not hoses made from plastic tubing. A copy of the rule is enclosed.

I hope this information is helpful. Please contact us if we can be of further assistance.

Sincerely,

Paul Jackson Rice Chief Counsel

Enclosures ref:106 d:3/29/9l