NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
Search Tool
NHTSA's Interpretation Files Search
| Interpretations | Date |
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ID: aiam2429OpenMr. Jackson Decker, Chief Product Engineer, E. D. Etnyre & Company, 200 Jefferson Street, Oregon, IL 61061; Mr. Jackson Decker Chief Product Engineer E. D. Etnyre & Company 200 Jefferson Street Oregon IL 61061; Dear Mr. Decker: This is in belated response to your letters of June 22, 1976 concerning the availability of NHTSA interpretation letters and the assignment by vehicle manufacturers of Gross Axle Weight Ratings.; Letters written by this agency that interpret the Federal Motor Vehicl Safety Standards or accompanying regulations are regularly compiled by standard or regulation number and placed in a public file (the 'redbooks') in the Docket Section at Room 5108, 400 Seventh Street, S.W., Washington, D.C. Copies of these letters are distributed informally by various trade associations, as you have noted. However, there is currently no subscription service available directly from the NHTSA. I recommend that you periodically (bimonthly, perhaps) telephone the Docket Section (202 426-2768) to find out whether entries have recently been made in the Redbooks under the standards and regulations that are of particular concern to you.; You have also asked several questions concerning the relationshi between an axle's Gross Axle Weight Rating (GAWR) and the overloading of that axle when the vehicle is in use. GAWR is defined in 49 CFR 571.3 as; >>>the value specified by the vehicle manufacturer as the load carrying capacity of a single axle system, as measured at the tire-ground interfaces.<<<; It is thus a rating assigned by the manufacturer at the time o manufacture. A vehicle whose axle weight ratings are likely to be exceeded under the manufacturer's intended or reasonably forseeable conditions of usage would probably be considered to contain a safety-related defect. Such a vehicle would be subject to the notification and remedy provisions of the National Traffic and Motor Vehicle Safety Act of 1966, as amended (15 U.S.C. 1392 *et seq*.).; We cannot prescribe specific steps that a vehicle manufacturer mus take to ensure that a GAWR would not be found so low that it would be a safety-related defect. For example, if a warning in the owner's manual against loading in a certain manner is likely to be ignored, then such a warning would not, by itself, be sufficient. The NHTSA expects the vehicle manufacturer to take reasonable steps, short of refraining from production, to minimize the likelihood of vehicle misuse through overloading.; Sincerely, Frank Berndt, Acting Chief Counsel |
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ID: aiam0414OpenMr. David A. Phelps, Jr., Group Supervisor, Engineering Services, Blue Bird Body Company, Fort Valley, GA 31030; Mr. David A. Phelps Jr. Group Supervisor Engineering Services Blue Bird Body Company Fort Valley GA 31030; Dear Mr. Phelps:#This is in reply to your letter of July 7 askin whether paragraph S4.2 of Standard No. 101 requires labeling of 'a heater water valve near the floor in the driver's area.'#As you know, Standard No. 101 requires identification of heating and air conditioning controls that are manually operable and mounted in a location other than on the floor. Your heater water valve is manually operable and not floor mounted, and it is our opinion that Standard No. 101 requires its identification. This agency published an interpretation on May 4, 1971, copy enclosed (see p. 8297), in response to a query from Ford 'whether controls visible to the driver but not in the normal forward line of sight must be identified.' We replied in the affirmative that although controls may be 'designed to be operable by touch, their function is not clear to an operator unfamiliar with the vehicle in which they are installed, and their identification is necessary.' For the same reason paragraph S4.2 of Standard No. 101 requires identification of your heater water valve control.#Sincerely, Lawrence R. Schneider, Acting Chief Counsel; |
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ID: aiam4904OpenMr. Jt Covelli President Jt Covelli Marketing & Media 5501 Tolman Terrace Madison, WI 53711; Mr. Jt Covelli President Jt Covelli Marketing & Media 5501 Tolman Terrace Madison WI 53711; "Dear Mr. Covelli: This responds to your recent undated letter t Taylor Vinson of this Office with respect to whether Federal law allows the use of decals on center highmounted stop lamps. You report that Wisconsin has no law governing the use of a decal on the brake light. THe subject is a complicated one under Federal law, but I shall try to explain it as simply as possible. There is no restriction under Federal law on the application of a decal to the center stop lamp, if the decal is placed there by the vehicle owner. Center stop lamps were not required on passenger cars manufactured before September 1, l985, and there are no Federal restrictions upon application of decals to lamps on pre-l986 model cars that may have been retrofitted with them. With respect to application of the decal on the center lamp of a passenger car manufactured on or after September 1, l985, Federal law prohibits the application a decal by a manufacturer, distributor, dealer, or repair shop, either before or after its sale to the first owner, if the application of the decal creates a noncompliance with the Federal motor vehicle safety standard on lighting. Conversely, such application is permitted if the lamp remains in compliance with all applicable Federal requirements with the decal installed. For example, the Federal standard calls for a minimum 'effective projected luminous area' of 4 l/2 square inches. Application of a decal to a lamp meeting the minimum area requirement would reduce the effective projected luminous area below 4 1/2 square inches, creating a noncompliance. On the other hand, if that area were large enough, and more than 4 1/2 square inches of it remained after the application of a decal, application of the decal would not create a noncompliance with the luminous area specification. The standard also calls for measurement of photometric performance at certain specified test points on the lamp. Obviously, the lamp must continue to provide the minimum photometric performance specified by the standard for those test points with the decal applied. Thus, whether application of a decal by a manufacturer, distributor, dealer, or repair shop creates a noncompliance is dependent upon the size of the lamp and the size, lettering, and transparency of the decal. Sincerely, Paul Jackson Rice Chief Counsel"; |
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ID: aiam5616OpenMr. Charles Holmes 198 Holly Circle Gulfport, MS 39501; Mr. Charles Holmes 198 Holly Circle Gulfport MS 39501; "Dear Mr. Holmes: This responds to your letter asking about Federa requirements for door locks and handles on a 1989 truck with a gross vehicle weight rating (GVWR) of 33,000 pounds. You state that you rented the truck from a rental company. In your letter, you described an accident you had with the rented truck. You stated that your son fell out of the vehicle when one of its doors opened as you rounded a curve. You are sure that you had locked the door. (You also said you buckled your son in a seat belt, but believe that he had unbuckled the belt.) After the accident, your son told you he had his hand 'over the door handle... and was tring sic to hold on and the door came open.' You ask several questions relating to requirements for 'a safety lock' for the door of the truck. As explained below, our safety standards do not require trucks to have 'safety locks.' Let me begin with some background information about our safety requirements. Federal law authorizes the National Highway Traffic Safety Administration (NHTSA) to issue Federal motor vehicle safety standards (FMVSS) applicable to new motor vehicles and new items of motor vehicle equipment. One such standard is Safety Standard No. 206, Door Locks and Door Retention Components (copy attached). Standard No. 206 establishes certain requirements for door latches, hinges, and locks for new passenger cars and multipurpose passenger vehicles, and new trucks of all weight ratings. Each new truck must meet Standard No. 206 when the vehicle is first sold at retail. With regard to the truck in question, this means that the truck had to meet the applicable door lock requirements of Standard No. 206 when it was sold 'new' to the rental company. Your first question asks whether we required the truck to have a 'safety lock.' Standard No. 206 requires each door on a new truck to be equipped with a lock, but without the features we believe you have in mind. When engaged, the lock has to disable the outside door handle, but not the inside handle. Some manufacturers of passenger vehicles voluntarily install 'child safety locks' on some doors, which when engaged, makes the inside door handle inoperative even when the lock is in the 'unlocked' position. Child safety locks are not required by NHTSA. Your next question asked whether the truck in question would be considered a passenger vehicle, since it is a 'rental vehicle.' The answer is no. A vehicle that is designed primarily for transporting property is a 'truck' under our regulations, regardless of whether it is a rental vehicle. Your third question asked what Federal case laws reverse or overrule our regulations. Although some of our regulations have been overruled or modified pursuant to court order, FMVSS No. 206 has not been affected by court action. Your final question asked for the names and addresses of people injured in accidents similar to yours. We are unable to provide that information. Our data do not include instances in which occupants fall out of moving vehicles where there was no accident and where there were no fatalities or injuries. I hope the above information is helpful to you. Should you have any further questions of need additional information, please feel free to contact Walter Myers of my staff at this address or at (202) 366-2992, or FAX (202) 366-3820. Sincerely, John Womack Acting Chief Counsel Enclosure"; |
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ID: aiam0947OpenMr. F. S. Murley, Administrative Engineer, Oshkosh Truck Corporation, Post Office Box 560, Oshkosh, WI 54901; Mr. F. S. Murley Administrative Engineer Oshkosh Truck Corporation Post Office Box 560 Oshkosh WI 54901; Dear Mr. Murley: This is in reply to your letter of January 4, 1973, in which you as for our confirmation of your interpretation of Part 567 and Part 568 of Title 49 of the Code of Federal Regulations that would place the responsibility for certification on the user in those instances where he is the final-stage manufacturer.; Paragraph 567.5 of Title 49 of the Code of Federal Regulations Requirements for Manufacturers of Vehicles Manufactured in Two or More Stages, specifies that '. . . each final-stage manufacturer, . . . of a vehicle manufactured in two or more stages shall affix to each vehicle a label . . . .' Therefore, end users who are also manufacturers would be required to affix the label.; If you have further questions, we will be pleased to answer them. Sincerely, Francis Armstrong, Director, Office of Standard Enforcement, Motor Vehicle Programs; |
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ID: aiam1655OpenMr. James H. Thomas, 8 North Queen Street, Griest Building, Lancaster, Pennsylvania 17603; Mr. James H. Thomas 8 North Queen Street Griest Building Lancaster Pennsylvania 17603; Dear Mr. Thomas: This is in reply to your letter of September 27, 1974, requesting ou position regarding the micro-siping of tires. You also request copies of the government brief in *United States* v. *General Tire*.; The NHTSA does not consider the micro-siping process to be prohibite *per se* when applied to new motor vehicle tires subject to either Motor Vehicle Safety Standard No. 109, 49 CFR S571.109 (applicable to passenger car tires), or Motor Vehicle Safety Standard No. 119, 49 CFR S571.119 (applicable to tires for vehicles other than passenger cars). In the *General Tire* case, the particular tires involved havebeen(sic) micro-siped and were found to have failed certain laboratory wheel tests specified in Standard No. 109. The only issue in the case was General's responsibility for the failure and not whether the tires met the standard. General chose to stipulate that they did not.; The agency has no data on whether micro-siping adversely affects tire's ability to conform to the standards. It is possible that the quality of micro-siping may cause compliance problems. In any event, the agency does not consider micro-siped tires to fail to conform to either standard, unless there is an actual failure to meet the performance tests of the standards.; I have enclosed a copy of the government's brief in the Court o Appeals in the *General Tire* matter. There are other briefs in this litigation, but the agency's position is set forth in this brief and it should be satisfactory for your purposes.; We are pleased to be of assistance. Yours truly, Richard B. Dyson, Acting Chief Counsel |
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ID: aiam3668OpenMr. Yang Ru-tang, General Manager, China United Trading Corp., Ltd., Shanghai Division, One Penn Plaza, Suite 1915, 250 W. 34th Street, New York, NY 10119; Mr. Yang Ru-tang General Manager China United Trading Corp. Ltd. Shanghai Division One Penn Plaza Suite 1915 250 W. 34th Street New York NY 10119; Dear Mr. Yang: This responds to your letter asking about the requirements fo importing tires into this country from China. I have enclosed a copy of a 1981 letter I sent to Mr. Deng Shin- Wen, the chief engineer of the Shanghai No. 1 Rubber Plant. That letter generally explains the requirements which must be met in order to import tires into this country. While that letter answers many of your questions, I will repeat the requirements to ensure that you understand them, and respond to those questions not covered in the previous letter.; To receive a DOT code mark, a tire manufacturer must complete th enclosed application form and return it to the address shown on the form. A separate application must be filed for each manufacturing plant, and a separate code mark will be assigned to each plant.; Before a code mark is assigned, the tire manufacturer must designate a agent for the service of process, according to the requirements of 49 CFR S551.45 (copy enclosed). That section specifies that the designation of agent must meet the following six criteria:; 1. A certification that the designation is valid in form and binding o 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 addres of the manufacturer,; 3. Marks, trade names, or other designations of origin of any of th manufacturer's products which do not bear his name,; 4. A statement that the designation shall remain in effect unti 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 U.S. corporation, and; 6. The full legal name and address of the designated agent. In addition, the designation must be signed by one with authority t appoint the agent, the signer's name and title should be clearly indicated beneath his signature. When this agency has received a completed application for a code mark and a valid designation of an agent, a code mark will be assigned to the manufacturer promptly, usually within two weeks. You should note that the code mark is sent to the manufacturer at the mailing or main office address shown on the application, and not to the designated agent. The DOT code mark assigned to the manufacturer remains valid until such time as the manufacturer notifies this agency that it is no longer using that code mark.; No testing of the tires is done by this agency before assigning the DO code mark. The United States does not use a certification process similar to the European Economic Community, in which the manufacturer is required to deliver tires to be certified to the governmental entity for approval. Instead, in the United States the individual manufacturer must certify that the tires comply with all requirements of Standard No. 109 (49 CFR S571.109) if they are passenger car tires or Standard No. 119 (49 CFR S571.119) if the tires are for use on motor vehicles other than passenger cars. I have enclosed copies of both these standards for your information. Further, this agency does not require that the certification be based on a specified number of tests or any tests at all, we only require that the certification be made with the exercise of due care on the part of the manufacturer. It is up to the individual manufacturer in the first instance to determine what data, test results, or other information it needs to enable it to certify that its tires comply with the applicable standards. Certainly, we recommend that a manufacturer selling tires in the United States test those tires according to the procedures specified in the applicable standard. Once a manufacturer determines that its tires meet the requirements of the applicable standards, it certifies that compliance by molding the letters 'DOT' on one sidewall of each certified tire.; For purposes of enforcement this agency conducts spot checks of tire after they have been certified, by purchasing and testing tires according to the procedures specified in the applicable standard. If the tires pass the tests, no further steps are taken.; If the tires fail the tests and are determined not to comply with th applicable standards or if it is determined that the tires contain a safety-related defect, the manufacturer of the tires is required to remedy the problem. Section 154(a)(2)(B) of the National Traffic and Motor Vehicle Safety Act of 1966, as amended (15 U.S.C. 1414(a)(2)(B)) specifies that, in the case of tires which fail to comply with a standard or contain a safety related defect, the manufacturer may elect to either:; (1) repair the tires so that the defect or noncompliance is removed, or (2) replace the tires with an identical or reasonably equivalent tir which does not have the defect or noncompliance.; Whichever of these options is chosen, the tire manufacturer must bea the expense and cannot charge the tire owner for the remedy.; With respect to the markings required on the sidewall of the tires those markings and their required size and location are set forth in section S4.3 of Standard No. 109 for passenger car tires and S6.5 of Standard No. 119 for tires for use on motor vehicles other than passenger cars. 49 CFR Part Part (sic) 574 (copy enclosed) also sets forth marking requirements for all types of tires.; If you have any further questions on this subject or need furthe information, please feel free to contact me.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam4457OpenMartin Chauvin Chief, Carrier Safety Bureau State of New York Department of Transportation Albany, NY 12232; Martin Chauvin Chief Carrier Safety Bureau State of New York Department of Transportation Albany NY 12232; "Dear Mr. Chauvin: This is a response to your letter of last year wher you asked us to address a statement allegedly made by an unidentified school bus manufacturer that a school bus driver's seat equipped with an upper torso restraint or shoulder harness violates 'head impact protection' requirements contained in the Federal Motor Vehicle Safety Standards. I apologize for the delay in this response. Nothing in our Federal standards prohibits a manufacturer from installing a seat belt assembly that includes a lap belt and upper torso restraint at the driver's seat of a school bus. Standard 208, Occupant Crash Protection, specifies occupant protection requirements for the driver's seat of all buses. Section S4.4 of that standard gives a manufacturer the choice of equipping a bus driver's seat either with a complete automatic restraint system, a Type 1 seat belt assembly (which consists of a lap belt), or a Type 2 seat belt assembly (which consists of a lap and shoulder belt). There are no 'head impact protection' requirements in Standard No. 208 for the driver's seating position in a bus. Thus, the driver's seat of all buses may be equipped with a lap and shoulder belt if the manufacturer chooses to do so. Standard 222, School Bus Passenger Seating and Crash Protection, sets forth additional requirements for occupant crash protection for school buses. Section S5.3 of Standard 222 refers to a 'head protection zone,' and establishes head impact requirements within the head protection zones. However, the head protection zones are established with respect to passenger seats in the school bus. Standard 222 does not contain any head impact protection requirements for the driver's seat in school buses. I hope you find this information helpful. Sincerely, Erika Z. Jones Chief Counsel"; |
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ID: aiam3392OpenRoy M. Trantham - General Manager, Armstrong Ford, Estate Golden Rock, P.O. Box 339, Christiansted, St. Croix, United States Virgin Islands; Roy M. Trantham - General Manager Armstrong Ford Estate Golden Rock P.O. Box 339 Christiansted St. Croix United States Virgin Islands; Dear Mr. Trantham: This is in response to your letter of October 7, 1980, requestin information on the Federal odometer disclosure requirements.; The National Highway Traffic Safety Adminstration does not print form for the disclosure of odometer information. In states that are using their titles in lieu of the separate Federal form, the states provide the forms. In other states dealers generally have their own forms printed and individuals either use a dealer's form or simply write out the information on a sheet of paper.; I have enclosed a copy of the Federal regulations detailing the Federa odometer disclosure requirements. You may adopt that format or alter it to meet your specific needs as long as all of the information in it is included.; If you have any further questions, please do not hesitate to write. Sincerely, Shirley Ransom, Trial Attorney |
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ID: aiam1205OpenMr. Ralph Nader, Mr. Carl E. Nash, 1719 - 19th Street, N.W., Washington, DC 20036; Mr. Ralph Nader Mr. Carl E. Nash 1719 - 19th Street N.W. Washington DC 20036; Dear Messrs. Nader and Nash: This is to acknowledge your letter of July 23, 1973, in which yo protested against the categorization of the Volkswagen 'Thing' as a multipurpose passenger vehicle.; In light of the information you have provided, I have asked my peopl to review the situation and, as soon as they have presented their views to me for my consideration, I will be back in touch with you.; I certainly appreciate your bringing this matter to my attention. Sincerely, James B. Gregory, Administrator |
Request an Interpretation
You may email your request to Interpretations.NHTSA@dot.gov or send your request in hard copy to:
The Chief Counsel
National Highway Traffic Safety Administration, W41-326
U.S. Department of Transportation
1200 New Jersey Avenue SE
Washington, DC 20590
If you want to talk to someone at NHTSA about what a request for interpretation should include, call the Office of the Chief Counsel at 202-366-2992.
Please note that NHTSA’s response will be made available in this online database, and that the incoming interpretation request may also be made publicly available.