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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.

Reasons interpretation letters in this database may not be applicable 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.

More search options

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

Displaying 5901 - 5910 of 16513

Interpretations	Date
search results table
ID: aiam2236 Open Mr. Fred J. Greiner, Executive Vice President, NAFDEM, 5530 Wisconsin Avenue, N.W., Washington, DC 20015; Mr. Fred J. Greiner Executive Vice President NAFDEM 5530 Wisconsin Avenue N.W. Washington DC 20015; Dear Mr. Greiner: This is in response to your letter of January 26, 1976, concernin procedures for the certification of trucks on which your member companies mount tanks for the transportation of food and dairy products. The letter requested our review of six procedures agreed to by your members for compliance with the Federal certification requirements. The procedures are restated below along with our comments.; >>>1. 'Member companies agree to assume the responsibility fo notification and instruction of customers to select a truck chassis with a loaded and axle capacity rating equal to or exceeding the total weight of the completed truck chassis, i.e., chassis, tank, and payload, in order to comply with Federal safety standards.'<<<; We encourage this practice. Please note, however, that the custome himself has no duty under the National Traffic and Motor Vehicle Safety Act of 1966, as amended ('the Act'), the Federal motor vehicle safety standards, or applicable regulations, to select a chassis with sufficient load ratings. The duty is your member companies', when presented with chassis of insufficient load ratings, to refrain from mounting tanks.; >>>2. 'Member companies agree to assume the responsibility fo notification and instruction of a customer when his new vehicle is received to obtain an incomplete vehicle certification supplied by the truck manufacturer, and to retain this certification in the truck cab until his tank is mounted as a complete unit.'<<<; Assuming that by 'incomplete vehicle certification supplied by th truck manufacturer' you mean the document referred to in S 568.4 of 49 CFR Part 568, Vehicles Manufactured in Two or More Stages, we encourage this practice as well. Please note once again, however, that the customer has no duty under applicable law to obtain or retain this document. Provision of the document is the duty of the chassis manufacturer. While your members are free to require of their customers the obtaining and retention of the document, this would be a solely contractual requirement.; >>>3. 'In the event that the customer has the chassis altered by a intermediate party such as lengthening the frame, adding an axle, or changing tire size and/or specifications, member companies agree to advise the customer of his responsibility for obtaining from the intermediate shop a certificate stating the new gross vehicle weight rating and new gross axle weight rating, and that the vehicle complies with all Federal motor vehicle safety standards.'<<<; This does not correctly state the applicable law, for the reason discussed in no. 2 above. Pursuant to S 568.5, it is the duty of the intermediate manufacturer to pass on the incomplete vehicle document. The customer's duty is a matter of private contract. Further, the incomplete vehicle document need not certify that the chassis complies with all Federal motor vehicle safety standards. It must simply provide the statements and information set out in S 568.4(a), with such addendum as may be necessary.; >>>4. 'The member company, as a transportation tank manufacturer, a the time of mounting the customer's tank on the new truck chassis at his plant, will be responsible to certify through the preparation of a completed vehicle certification that the unit complies with requirements set forth by the National Highway Traffic Safety Administration.'<<<; That is correct. >>>5. 'When a new truck chassis is received at a member company's plan for mounting with no or improper 'incomplete vehicle certification' documents, the vehicle will be certified for 'no load' carrying capacity.'<<<; This practice is improper. A vehicle may not be certified for 'no load carrying capacity. S 567.5 of 49 CFR Part 567, Certification, requires that Gross Vehicle Weight Rating (GVWR) and Gross Axle Weight Ratings (GAWR's) be stated. S 567.5(a)(5) explicitly provides that the GVWR:; >>>shall not be less than the sum of the unloaded vehicle weight, rate cargo load, and 150 pounds times the vehicle's designated seating capacity...<<<; Further, where your member company mounts a tank that is designed t carry a particular commodity, the rated cargo load on which he bases the ratings should not be less than what he can reasonably expect the user to consider a 'full load' of that commodity. The incomplete vehicle document is designed to protect the final stage manufacturer in his certification of the completed vehicle.; >>>6. 'When the gross vehicle weight ratings or gross vehicle axl ratings are less than the required rating for the capacity of the tank, the member company will state the limited carrying capacity to meet Federal standards on the certification document.'<<<; For the reasons discussed in no. 5 above, this practice is no necessarily proper. In particular, if it is reasonable to expect that the user will load the vehicle to its full volumetric capacity despite your member company's specification on the certification plate of a 'limited carrying capacity', then the vehicle would probably be considered to contain a safety-related defect, subject to the notification and remedy provisions of the Act.; If you have any further questions, please feel free to write. Yours truly, Richard B. Dyson, Assistant Chief Counsel
ID: aiam4248 Open Mr. Dan Wilinsky, Corporate Communications Group, Inc., #34 Corporate Woods, Suite 220, 10950 Grandview Drive, Overland Park, KS 66210; Mr. Dan Wilinsky Corporate Communications Group Inc. #34 Corporate Woods Suite 220 10950 Grandview Drive Overland Park KS 66210; Dear Mr. Wilinsky: This responds to your recent letter, in which you posed severa questions about a device you would like to sell. The device is a mirror attachment for rear-facing infant seats, which would allow parents to see their baby's face when the infant restraint is installed in the rear seat of a vehicle. I am pleased to have this opportunity to explain our statute and regulations, and will address your questions in the order they were posed in your letter.; >>>A, Would this mirror attachment, made of plastic and Milar (sic) violate and Federal safety standards?<<<; RESPONSE: The Federal motor vehicle safety standards are issued unde the authority of the National Traffic and Motor Vehicle Safety Act, as amended (15 U.S.C. 1381 et seq.). In this case, you would be most concerned with Standard No. 213, Child Restraint Systems (49 CFR S571.213), a copy of which is enclosed for your information. Please note that the Safety Act specifies that all of our standards applicable to items of motor vehicle equipment, including Standard No. 213, do not apply to the child restraint system after its first purchase in good faith for purposes other than resale. The general rule then is that aftermarket accessories may be added to child restraint systems without violating Standard No. 213.; This general rule is, however, limited by the provisions of sectio 108(a)(2)(A) of the Safety Act (15 U.S.C. 1397(a)(2)(A)). That section specifies: 'No manufacturer, distributor, dealer or motor vehicle repair business shall knowingly render inoperative...any device or element of design installed on or in a motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard ...' There are two elements of design which might be affected by adding your mirror attachment. One of the elements of design required in all child restraint systems that might be affected by your mirror attachment is resistance to flammability. Section S5.7 of Standard No. 213 specifies: 'Each material used in a child restraint system shall conform to the requirements of S4 of FMVSS No. 302.' I have also enclosed a copy of Standard No. 302 for your information. The other element of design that might be affected by your mirror attachment relates to the head impact protection requirements of S5.2.3 of Standard No. 213. That sections requires that each system surface contactable by the child's head during the crash test shall be covered with slow recovery energy absorbing materials with specified characteristics. This requirement ensures that child restraint occupants will not suffer unnecessary head injuries during crashes. If the installation of your mirror would impair either the flammability resistance or the head impact protection of the child restraint system, any manufacturer, distributor, dealer, or repair business installing the mirror would be rendering inoperative a federally required element of design, thereby violating section 108(a)(2)(A) of the Act. Section 109 of the Safety Act (15 U.S.C. 1398) specifies a civil penalty of up to $1,000 for each violation of section 108, and each child restraint on which a federally required element of design was rendered inoperative would be considered a separate violation.; If child restraint owners installed these aftermarket mirrors, the would not be required to avoid rendering inoperative elements of design provided under either the head impact protection requirements of Standard No. 213 or the flammability resistance requirements of Standard No. 302. Nevertheless, this agency would urge you voluntarily (sic) avoid rendering any such elements inoperative.; Additionally, you should be aware that you will be a manufacturer o motor vehicle equipment, if you manufacture the child restraint mirror for sale, and as such will be subject to the requirements of sections 151-159 of the Safety Act (15 U.S.C. 1411-1419), concerning the recall and remedy of products with defects related to motor vehicle safety. If it were determined that your mirror had a defect related to motor vehicle safety, you as the manufacturer would have to notify purchasers of the defect and either:; >>>1. repair the product so that the defect is removed, or 2. replace the product with an identical or reasonably equivalen product that does not have the defect.<<<; Whichever of these options were chosen, the manufacturer must bear th full expense of the remedy and cannot charge the product owner for the remedy if the product was first purchased less than 8 years before the notification campaign.; >>>B. Does the use of a mirror attachment seem feasible an practical?<<<; RESPONSE: This agency does not offer its opinion as to the value o practicality of motor vehicles or equipment. Assuming that child restraint systems with the mirrors attached will continue to comply with the head impact protection requirements and the flammability requirements in Standard No. 213, they would not appear to pose any reasonable safety hazard to the child occupant of the rear-facing seats.; >>>C. What does the Code of Federal Regulations/NHTSA have to say abou physical dimensions for rear-facing infant carrier attachments?<<<; RESPONSE: As noted above, NHTSA has no regulations specificall applicable to any aftermarket attachment items. The only dimensional requirements applicable to rear- facing child restraint systems will provide adequate support and restraint for a child during a crash. Since your mirror attachments would not provide either support or restraint to the child during a crash, none of Standard No. 213's dimensional requirements would be applicable even if the mirrors were original equipment on a child restraint system.; >>>D. What are the other government requirements for suc attachments?<<<; RESPONSE: We are not aware of any other Federal government agency tha regulates items of motor vehicle equipment.; >>>E. How would I go about having this product tested and approved b the Federal government and approximately how long would that take?<<<; RESPONSE: By way of background, NHTSA does not use a certificatio process similar to that used by the European countries, in which the manufacturer delivers the product to be tested to a governmental entity and that entity tests the products to determine if they can be certified as complying with the applicable standards. Instead, the manufacturer of the product conducts any necessary testing and itself certifies that the product complies with NHTSA's applicable standards. For this reason, NHTSA has no authority to 'approve' products or offer assurances of compliance by the product.; However, this distinction may not be important with respect to you mirror attachments for child restraints. As noted above, Standard No. 213 does not apply to items of aftermarket equipment for child restraint systems. Therefore, you cannot certify that your mirror attachments comply with Standard No. 213, because those attachments are not subject to Standard No. 213. You may wish to test the attachment to learn if it complies with the flammability requirements and attach it to a child restraint to determine if the mirror attachment affects the child restraint's compliance with the head impact protection requirements. Any such testing would be for your own purposes, however, and is not required by the Federal government before you sell the mirror attachments to the public.; >>>F. Would this product as described need to be approved by stat governments (as well as federal) before coming to market?<<<; RESPONSE: As explained above, the product does not have to b 'approved' by the Federal government before you can sell it to the public. Various States may have requirements concerning child restraint systems. However, section 103(d) of the Safety Act (15 U.S.C. 1392(d)) provides that '(w)henever a Federal motor vehicle safety standard established under this title is in effect, no State or political subdivision of a State shall have any authority to establish, or to continue in effect, with respect to any motor vehicle or item of motor vehicle equipment, any safety standard applicable to the same aspect of performance of such vehicle or item of equipment which is not identical to the Federal standard. Nothing in this section shall be construed as preventing any State from enforcing any safety standard which is identical to a Federal safety standard.' Thus, any non-identical State safety standard covering the same aspect of performance as Standard No. 213 would be preempted by the provisions of the Safety Act, making the non-identical standard legally unenforceable.; States do have authority to enforce identical standards related to th same aspect of performance as Standard No. 213, and also have authority to regulate in areas not covered by the Federal standards. To learn more about this issue, you should contact the American Association of Motor Vehicle Administrators, 1201 Connecticut Avenue, N.W., Suite 910, Washington, D.C. 20036.; If you have further questions or need more information on this subject please feel free to contact Steve Kratzke of my staff at this address or by telephone at (202) 366-2992.; Sincerely, Erika Z. Jones, Chief Counsel
ID: aiam3077 Open Mr. Bruce Willhite, 2793A Clairmont Road, N.E. #214, Atlanta, GA 30329; Mr. Bruce Willhite 2793A Clairmont Road N.E. #214 Atlanta GA 30329; Dear Mr. Willhite: This is in response to the questions you raised with Ms. Debra Weine of my office on June 29, 1979, about your intention to start a business that will sell and install auxiliary diesel fuel tanks in passenger cars. You noted that you would like to install the tanks in used vehicles and possibly in new ones. Specifically, you asked what Federal law applies to your proposed activities and whether these activities would violate any Federal law.; The National Traffic and Motor Vehicle Safety Act of 1966, as amended (the Act) authorizes the National Highway Traffic Safety Administration (NHTSA) to issue Federal Motor Vehicle Safety Standards (FMVSS's) applicable either to vehicles or to equipment for installation in vehicles. FMVSS 301-75, Fuel System Integrity, (see enclosed copy) is a vehicle standard which applies to vehicles, including passenger cars, which use fuel with a boiling point above 32 degrees F. (this includes both gasoline and diesel fuel).; Under section 108(a)(1)(A) and (b)(1) of the Act, new motor vehicle must comply with the FMVSS's applicable to them until they are first purchased by someone for purposes other than resale. That purchase is completed when the vehicles is delivered to the ultimate customer. The NHTSA regulations include two measures designed to ensure compliance with applicable FMVSS's until this delivery. First, manufacturers of new vehicles are required to affix to each vehicle they produce a label which certifies the vehicle's compliance with all applicable FMVSS's. Second, any person who prior to the first sale, alters a certified vehicle in a manner that significantly affects either its configuration of purpose is considered to be not only an alterer but also a manufacturer and therefore, must recertify the entire vehicle as complying with all applicable FMVSS's. (49 Code of Federal Regulations (C.F.R.) 567.7).; Should a noncompliance due to an alterer's modification be discovere in a recertified vehicle, the alterer would be liable for a civil penalty unless he or she could establish that he or she did not have actual knowledge of the noncompliance, and that he or she did not have reason to know in the exercise of due care that the vehicle did not comply. (Section 108(b)(2) of the Act.) The civil penalty imposed could be up to $1000 for each violation of an applicable FMVSS. (Section 109 of the Act.); Since the installation of an auxiliary fuel tank significantly affect the configuration of an automobile, the legal provision summarized above would apply to you as an installer of auxiliary fuel tanks in new cars (i.e., cars not yet purchased for purposes other tan resale and delivered to that purchaser). Thus, upon installing an auxiliary fuel tank in a new vehicle you would be required to affix a label to the vehicle stating that the vehicle as altered conforms to all applicable FMVSS's including FMVSS 301-75 in effect on a date not later than the date on which the alterations were completed (49 C.F.R. Part 567.7). This means that not only must the original gasoline fuel system meet the performance requirements encompassed by FMVSS 301-75 but that the system as supplemented by the auxiliary tank added by you to a new car must meet them also.; As an installer of auxiliary fuel tanks in new vehicles, you will als be subject to the provisions of sections 151 et seq. of the Act. (see enclosure). If you or this agency finds that there is a safety defect in the manner in which you have installed auxiliary tanks in new vehicles, you would be required to notify purchasers and remedy the defect. Under sections 108(a)(1)(D) and 109(a) of the Act, any person who fails to provide notification of or remedy for a safety defect is liable for a civil penalty of up to $1000 per violation.; As a dealer in and installer of auxiliary fuel tanks in used vehicles you would be subject to section 108(a)(2)(A) of the Act. Section 108(a)(2)(A) in essence prohibits the entities and persons listed below from knowingly removing, disconnecting or reducing performance of equipment of elements of design installed on a vehicle in accordance with applicable FMVSS's. there is no prohibition against an individual person modifying his or her own vehicle. Specifically, the section provides:; >>>No manufacturer, distributor, dealer or motor vehicle repai business shall knowingly render inoperative, in whole or part, any device or element of design installed on or in a motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard ...<<<; A person or entity found to have violated this section would be liabl for a civil penalty of up to $1000 for each violation. (Section 109 of the Act.); If one of the persons or entities listed above adds an auxiliar gasoline tank to a vehicle manufactured in accordance with FMVSS 301-75, and in the process knowingly reduces the performance of the fuel system originally installed in the motor vehicle, he or she has violated section 108(a)(2)(A). (H.R. No. 1191, 93d Cong., 2d Sess. 34 (1974)). Such reduction of performance could occur, for example, if gasoline from the original system (a fuel system includes the filler pipe, tank, gasoline lines, fuel pump, carburetor, and engine) could be leaked through a rupture in the auxiliary tank and fuel lines, and if the design, materials, construction, installation or location of the auxiliary tank and fuel lines made them more susceptible to rupture than the original fuel system.; In closing, I would like to point out that, in addition to the Federa law discussed above, there may be State products liability laws applicable to your proposed activities. As an installer of auxiliary fuel tanks, you could be liable for the manner and location in which the tanks are installed. Therefore, you may wish to consult a local lawyer before starting your new business.; I hope that you will find this response helpful. Sincerely, Frank Berndt, Chief Counsel
ID: aiam4618 Open Mr. Sadato Kadoya Manager, Safety Engineering Mazda (North America), Inc. Research & Development Center 1203 Woodbridge Avenue Ann Arbor, MI 48105; Mr. Sadato Kadoya Manager Safety Engineering Mazda (North America) Inc. Research & Development Center 1203 Woodbridge Avenue Ann Arbor MI 48105; "Dear Mr. Kadoya: This is to provide you with a clarification of ou letter to you dated November 3, l988, based upon your telephone conversation with Taylor Vinson of this Office. Our letter advised you that Standard No. l08 did not preclude the use of replaceable bulb headlamps with adjustable reflectors. In reply, you have cited two provisions of the standard which appear in conflict with this interpretation. With respect to a headlamp equipped with one or two HBl light sources, S4.1.1.36(e)(l) states that 'There shall be no mechanism that allows adjustment of an individual HBl or adjustment of reflector aim with two HBls .' To similar effect with respect to HB3 and HB4 light sources is S4.1.1.36(f)(l). Standard No. l08 has been amended effective June 8, l989, and the corresponding requirements are now S7.5(d)(l) and (e)(l). Each has been revised to state 'There shall be no mechanism that allows adjustment of an individual light source, or, if there are two light sources, independent adjustment of each reflector.' We believe that the revised wording of the new sections clearly allow the adjustment of single reflectors in single light source replaceable bulb headlamps, and dual reflectors in dual-light source replaceable bulb headlamps, provided that the reflectors are not capable of independent adjustment. Further, new S7.7.2.2 specifically addresses how moveable reflectors must operate. The intent of these sections is to prohibit headlamp designs in which the bulb alone is adjusted to aim the headlamp since this is contrary to mechanical aim requirements, or, where there is more than one reflector in a headlamp, designs in which each reflector may be adjusted independently, since this is also contrary to achieving precise mechanical aim. Thank you for bringing this matter to our attention. Sincerely, Stephen P. Wood Acting Chief Counsel /";
ID: aiam3427 Open Mr. Barry N. Aebischer, Marketing Coordinator, Carabela USA, Inc., 4129 S. Sheridan, Tulsa, OK 74145; Mr. Barry N. Aebischer Marketing Coordinator Carabela USA Inc. 4129 S. Sheridan Tulsa OK 74145; Dear Mr. Aebischer: This is in reply to your letter of June 8, 1981 requesting 'th candlepower rating on a moped headlamp.'; I enclose a copy of SAE Standard J584 Motorcycle and Motor Drive Cycle Headlamps April 1964, which contains the information that you request. Most mopeds develop 5 horsepower or less and thus qualify as a 'motor driven cycle.'; If you have any further questions, we shall be pleased to answer them. Sincerely, Frank Berndt, Chief Counsel
ID: aiam3309 Open Mr. Bart Achille, National Sales Manager, American Moped Associates, 1852 Langley Avenue, Irvine, California 92714; Mr. Bart Achille National Sales Manager American Moped Associates 1852 Langley Avenue Irvine California 92714; Dear Mr. Achille: This is in reply to your letter of June 11, 1980, asking whether push-in type supplement engine stop switch is permissible under Federal Motor Vehicle Safety Standard No. 123, Motorcycle Controls and Displays.; Table 1 of Standard No. 123 does not specify the method of operation o the supplement engine stop control and, as you correctly guessed, your planned switch is therefore not prohibited. In accordance with the standard, however, it must be located on the right handlebar.; Sincerely, Frank Berndt, Chief Counsel
ID: aiam1334 Open Mr. James M. Robertson, University Club Tower, Suite 2410, Tulsa, OK 74119; Mr. James M. Robertson University Club Tower Suite 2410 Tulsa OK 74119; Dear Mr. Robertson: I am enclosing a copy of Part 580, Odometer Disclosure Requirements 49 CFR 580, issued under the authority of S 408 of the Motor Vehicle Information and Cost Savings Act, which like all regulations of this and other Federal agencies is published in the Federal Register. This daily publication can be obtained at a price of $45.00 per year from : Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402.; Interpretation of the regulation to date has established that th odometer disclosure statement can be made in any format which includes the required information. Commercially printed forms, handwritten forms, and forms included in the 'buyer's order form' used by dealers have all been approved. The government does not print forms, but the regulation includes an example of an acceptable format.; If you have further questions, please write again. Yours truly, Richard B. Dyson, Assistant Chief Counsel
ID: aiam4136 Open Mr. Earl J. Ogletree, Mr. John Gaski, Harley Products Inc., 904 S Prospect Avenue, Park Ridge, IL 60068; Mr. Earl J. Ogletree Mr. John Gaski Harley Products Inc. 904 S Prospect Avenue Park Ridge IL 60068; Dear Mr. Ogletree and Mr. Gaski: Thank you for your letter of March 28, 1986, asking how our regulation would affect a product you intend to manufacture both as an aftermarket item of motor vehicle equipment and as an item of original equipment on some vehicles imported into this country. You described the product as a sun visor that clips onto a vehicle's regular visor. You further explained that the sun visor has an extension arm that allows the visor to be moved to filter out the sun coming in through the window to the left of the driver, or moved below the original equipment visor between the two original equipment visors. I hope the following discussion explains how our regulations affect your proposed visor.; Some background information on how Federal motor vehicle safety law and regulations affect your product may be helpful. Our agency is authorized, under the National Traffic and Motor Vehicle Safety Act, to issue safety standards applicable to new motor vehicles and certain items of motor vehicle equipment. NHTSA, however, does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. Instead the Vehicle Safety Act establishes a 'self-certification' process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. The agency periodically tests vehicles and equipment items for compliance with the standards, and also investigates other alleged safety-related defects. As explained below, installation of your proposed sun visor in new and used vehicles would be affected by our regulations. In addition, any manufacturer of motor vehicle equipment is subject to the requirements of the Vehicle Safety Act concerning the recall and remedy of products with noncompliances or defects related to motor vehicle safety.; We have issued Federal Motor Vehicle Safety Standard No. 205, Glazin Materials, which specifies performance and location requirements for glazing used in vehicles. These requirements include specifications for minimum levels of light transmittance (70% in areas requisite for driving visibility, which includes all windows in passenger cars).; No manufacturer or dealer is permitted to install solar films and othe sun screen devices, such as the sun visors described in your letter, in new vehicles without certifying that the vehicle continues to be in compliance with the light transmittance and other requirements of the standard.; After a vehicle is first sold to a consumer, modifications to a vehicl are affected by section 108(a)(2)(A) of the Vehicle Safety Act. That section prohibits commercial businesses from tampering with safety equipment installed on a vehicle in compliance with our standards. Thus, no dealer, manufacturer, repair business or distributor can install a sun screen device for the owner of the vehicle, if the device would cause the window not to meet the requirements of Standard No. 205. Violation of the 'render inoperative' provision can result in Federal civil penalties of up to $1,000 for each violation.; Section 108(a)(2)(A) does not affect vehicle owners, who may themselve alter their vehicles as they please, so long as they adhere to all State requirements. Under Federal law, the owner may install sun screening devices regardless of whether the installation adversely affects the light transmittance. Individual States govern the operational use of vehicles by their owners and therefore it is within the authority of the States to preclude owners from using sun screens in their vehicles.; If you need further information, please let me know. Sincerely, Erika Z. Jones, Chief Counsel
ID: aiam3759 Open Mr. Troy C. Martin, Specifications Chief, State Purchasing and General Services Commission, Lyndon Baines Johnson State Office Building, P.O. Box 13047 Capitol Station, Austin, TX 78711-3047; Mr. Troy C. Martin Specifications Chief State Purchasing and General Services Commission Lyndon Baines Johnson State Office Building P.O. Box 13047 Capitol Station Austin TX 78711-3047; Dear Mr. Martin: This responds to your letter to Mr. Kratzke of my staff seeking a interpretation of Standard No. 222, School Bus Passenger Seating and Crash Protection (49 CFR S 571.222). You indicated that you have been informed that section S5.1.2 of that standard requires that 90 percent of the total projected area of the seat backs on school buses must lie between a horizontal plane passing through the seating reference point and a parallel horizontal plane 20 inches above the seating reference point, and that this requirement appeared to be a geometric impossibility. The information you received about the requirements of section S5.1.2 is erroneous.; Section S5.1.2 does not specify any requirements for the total projected area of the seat back. It simply mandates that the projected area of the seat back between the two planes* you described at at least 90 percent of the width of the seat multiplied by 20. This requirement is very simple to satisfy geometrically by using a rectangle. If the seat back were rectangular, the area between the two planes would be 100 percent of the width of the seat multiplied by 20. The agency allows the width of the seat back to be multiplied by 90 percent so as to permit the use of seat backs which taper up at the top, but which still provide an adequate level of safety protection for the occupants.; The reason for specifying a requirement for the amount of area a sea back must have between these two planes is to ensure that 'compartmentalization' is not compromised. Compartmentalization is the term for protecting the occupants in the event of a crash by confining them within an area of sturdy, well-padded seats. If the seat back in front of a school bus occupant occupied less than 90 percent of the area between the two planes (the area that occupant is most likely to contact in case of a crash), the padded area to cushion the blow of that occupant might not be sufficient.; If you have any further questions or need further information on thi subject, please feel free to contact Steve Kratzke at this address and at (202) 246-2992.; Sincerely, Frank Berndt, Chief Counsel
ID: aiam1764 Open Mr. Toshihiko Sotohara,Nichirin Rubber Industrial Co.,1118, Sazuchi, Bessho,Himejim, Japan; Mr. Toshihiko Sotohara Nichirin Rubber Industrial Co. 1118 Sazuchi Bessho Himejim Japan; Dear Mr. Sotohara:#Please forgive the delay in responding to you letter of November 22, 1974, requesting confirmation of your interpretation that Federal Motor Vehicle Safety Standard No. 106-74, Brake Hoses, does not require you to label the brake hose and brake hose assemblies which you manufacture with a DUNS manufacturer's code number.#Your interpretation is correct. S5.2.2, S5.2.3, and S5.2.4 of Standard No. 106-74 were amended on January 29, 1974, (39 FR 3680, Docket No. 1-5, Notice 9) to no longer require a manufacturer's code number. A designation identifying you as the manufacturer is required, however. The designation, 'NCRN', as described in your letter, already satisfied this requirement. This designation is now on file in the Office of Standards Enforcement.#Yours truly,Richard B. Dyson,Acting Chief Counsel;

Request an Interpretation

How do I submit a request for 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.

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ID: aiam2236 Open Mr. Fred J. Greiner, Executive Vice President, NAFDEM, 5530 Wisconsin Avenue, N.W., Washington, DC 20015; Mr. Fred J. Greiner Executive Vice President NAFDEM 5530 Wisconsin Avenue N.W. Washington DC 20015; Dear Mr. Greiner: This is in response to your letter of January 26, 1976, concernin procedures for the certification of trucks on which your member companies mount tanks for the transportation of food and dairy products. The letter requested our review of six procedures agreed to by your members for compliance with the Federal certification requirements. The procedures are restated below along with our comments.; >>>1. 'Member companies agree to assume the responsibility fo notification and instruction of customers to select a truck chassis with a loaded and axle capacity rating equal to or exceeding the total weight of the completed truck chassis, i.e., chassis, tank, and payload, in order to comply with Federal safety standards.'<<<; We encourage this practice. Please note, however, that the custome himself has no duty under the National Traffic and Motor Vehicle Safety Act of 1966, as amended ('the Act'), the Federal motor vehicle safety standards, or applicable regulations, to select a chassis with sufficient load ratings. The duty is your member companies', when presented with chassis of insufficient load ratings, to refrain from mounting tanks.; >>>2. 'Member companies agree to assume the responsibility fo notification and instruction of a customer when his new vehicle is received to obtain an incomplete vehicle certification supplied by the truck manufacturer, and to retain this certification in the truck cab until his tank is mounted as a complete unit.'<<<; Assuming that by 'incomplete vehicle certification supplied by th truck manufacturer' you mean the document referred to in S 568.4 of 49 CFR Part 568, Vehicles Manufactured in Two or More Stages, we encourage this practice as well. Please note once again, however, that the customer has no duty under applicable law to obtain or retain this document. Provision of the document is the duty of the chassis manufacturer. While your members are free to require of their customers the obtaining and retention of the document, this would be a solely contractual requirement.; >>>3. 'In the event that the customer has the chassis altered by a intermediate party such as lengthening the frame, adding an axle, or changing tire size and/or specifications, member companies agree to advise the customer of his responsibility for obtaining from the intermediate shop a certificate stating the new gross vehicle weight rating and new gross axle weight rating, and that the vehicle complies with all Federal motor vehicle safety standards.'<<<; This does not correctly state the applicable law, for the reason discussed in no. 2 above. Pursuant to S 568.5, it is the duty of the intermediate manufacturer to pass on the incomplete vehicle document. The customer's duty is a matter of private contract. Further, the incomplete vehicle document need not certify that the chassis complies with all Federal motor vehicle safety standards. It must simply provide the statements and information set out in S 568.4(a), with such addendum as may be necessary.; >>>4. 'The member company, as a transportation tank manufacturer, a the time of mounting the customer's tank on the new truck chassis at his plant, will be responsible to certify through the preparation of a completed vehicle certification that the unit complies with requirements set forth by the National Highway Traffic Safety Administration.'<<<; That is correct. >>>5. 'When a new truck chassis is received at a member company's plan for mounting with no or improper 'incomplete vehicle certification' documents, the vehicle will be certified for 'no load' carrying capacity.'<<<; This practice is improper. A vehicle may not be certified for 'no load carrying capacity. S 567.5 of 49 CFR Part 567, Certification, requires that Gross Vehicle Weight Rating (GVWR) and Gross Axle Weight Ratings (GAWR's) be stated. S 567.5(a)(5) explicitly provides that the GVWR:; >>>shall not be less than the sum of the unloaded vehicle weight, rate cargo load, and 150 pounds times the vehicle's designated seating capacity...<<<; Further, where your member company mounts a tank that is designed t carry a particular commodity, the rated cargo load on which he bases the ratings should not be less than what he can reasonably expect the user to consider a 'full load' of that commodity. The incomplete vehicle document is designed to protect the final stage manufacturer in his certification of the completed vehicle.; >>>6. 'When the gross vehicle weight ratings or gross vehicle axl ratings are less than the required rating for the capacity of the tank, the member company will state the limited carrying capacity to meet Federal standards on the certification document.'<<<; For the reasons discussed in no. 5 above, this practice is no necessarily proper. In particular, if it is reasonable to expect that the user will load the vehicle to its full volumetric capacity despite your member company's specification on the certification plate of a 'limited carrying capacity', then the vehicle would probably be considered to contain a safety-related defect, subject to the notification and remedy provisions of the Act.; If you have any further questions, please feel free to write. Yours truly, Richard B. Dyson, Assistant Chief Counsel
ID: aiam4248 Open Mr. Dan Wilinsky, Corporate Communications Group, Inc., #34 Corporate Woods, Suite 220, 10950 Grandview Drive, Overland Park, KS 66210; Mr. Dan Wilinsky Corporate Communications Group Inc. #34 Corporate Woods Suite 220 10950 Grandview Drive Overland Park KS 66210; Dear Mr. Wilinsky: This responds to your recent letter, in which you posed severa questions about a device you would like to sell. The device is a mirror attachment for rear-facing infant seats, which would allow parents to see their baby's face when the infant restraint is installed in the rear seat of a vehicle. I am pleased to have this opportunity to explain our statute and regulations, and will address your questions in the order they were posed in your letter.; >>>A, Would this mirror attachment, made of plastic and Milar (sic) violate and Federal safety standards?<<<; RESPONSE: The Federal motor vehicle safety standards are issued unde the authority of the National Traffic and Motor Vehicle Safety Act, as amended (15 U.S.C. 1381 et seq.). In this case, you would be most concerned with Standard No. 213, Child Restraint Systems (49 CFR S571.213), a copy of which is enclosed for your information. Please note that the Safety Act specifies that all of our standards applicable to items of motor vehicle equipment, including Standard No. 213, do not apply to the child restraint system after its first purchase in good faith for purposes other than resale. The general rule then is that aftermarket accessories may be added to child restraint systems without violating Standard No. 213.; This general rule is, however, limited by the provisions of sectio 108(a)(2)(A) of the Safety Act (15 U.S.C. 1397(a)(2)(A)). That section specifies: 'No manufacturer, distributor, dealer or motor vehicle repair business shall knowingly render inoperative...any device or element of design installed on or in a motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard ...' There are two elements of design which might be affected by adding your mirror attachment. One of the elements of design required in all child restraint systems that might be affected by your mirror attachment is resistance to flammability. Section S5.7 of Standard No. 213 specifies: 'Each material used in a child restraint system shall conform to the requirements of S4 of FMVSS No. 302.' I have also enclosed a copy of Standard No. 302 for your information. The other element of design that might be affected by your mirror attachment relates to the head impact protection requirements of S5.2.3 of Standard No. 213. That sections requires that each system surface contactable by the child's head during the crash test shall be covered with slow recovery energy absorbing materials with specified characteristics. This requirement ensures that child restraint occupants will not suffer unnecessary head injuries during crashes. If the installation of your mirror would impair either the flammability resistance or the head impact protection of the child restraint system, any manufacturer, distributor, dealer, or repair business installing the mirror would be rendering inoperative a federally required element of design, thereby violating section 108(a)(2)(A) of the Act. Section 109 of the Safety Act (15 U.S.C. 1398) specifies a civil penalty of up to $1,000 for each violation of section 108, and each child restraint on which a federally required element of design was rendered inoperative would be considered a separate violation.; If child restraint owners installed these aftermarket mirrors, the would not be required to avoid rendering inoperative elements of design provided under either the head impact protection requirements of Standard No. 213 or the flammability resistance requirements of Standard No. 302. Nevertheless, this agency would urge you voluntarily (sic) avoid rendering any such elements inoperative.; Additionally, you should be aware that you will be a manufacturer o motor vehicle equipment, if you manufacture the child restraint mirror for sale, and as such will be subject to the requirements of sections 151-159 of the Safety Act (15 U.S.C. 1411-1419), concerning the recall and remedy of products with defects related to motor vehicle safety. If it were determined that your mirror had a defect related to motor vehicle safety, you as the manufacturer would have to notify purchasers of the defect and either:; >>>1. repair the product so that the defect is removed, or 2. replace the product with an identical or reasonably equivalen product that does not have the defect.<<<; Whichever of these options were chosen, the manufacturer must bear th full expense of the remedy and cannot charge the product owner for the remedy if the product was first purchased less than 8 years before the notification campaign.; >>>B. Does the use of a mirror attachment seem feasible an practical?<<<; RESPONSE: This agency does not offer its opinion as to the value o practicality of motor vehicles or equipment. Assuming that child restraint systems with the mirrors attached will continue to comply with the head impact protection requirements and the flammability requirements in Standard No. 213, they would not appear to pose any reasonable safety hazard to the child occupant of the rear-facing seats.; >>>C. What does the Code of Federal Regulations/NHTSA have to say abou physical dimensions for rear-facing infant carrier attachments?<<<; RESPONSE: As noted above, NHTSA has no regulations specificall applicable to any aftermarket attachment items. The only dimensional requirements applicable to rear- facing child restraint systems will provide adequate support and restraint for a child during a crash. Since your mirror attachments would not provide either support or restraint to the child during a crash, none of Standard No. 213's dimensional requirements would be applicable even if the mirrors were original equipment on a child restraint system.; >>>D. What are the other government requirements for suc attachments?<<<; RESPONSE: We are not aware of any other Federal government agency tha regulates items of motor vehicle equipment.; >>>E. How would I go about having this product tested and approved b the Federal government and approximately how long would that take?<<<; RESPONSE: By way of background, NHTSA does not use a certificatio process similar to that used by the European countries, in which the manufacturer delivers the product to be tested to a governmental entity and that entity tests the products to determine if they can be certified as complying with the applicable standards. Instead, the manufacturer of the product conducts any necessary testing and itself certifies that the product complies with NHTSA's applicable standards. For this reason, NHTSA has no authority to 'approve' products or offer assurances of compliance by the product.; However, this distinction may not be important with respect to you mirror attachments for child restraints. As noted above, Standard No. 213 does not apply to items of aftermarket equipment for child restraint systems. Therefore, you cannot certify that your mirror attachments comply with Standard No. 213, because those attachments are not subject to Standard No. 213. You may wish to test the attachment to learn if it complies with the flammability requirements and attach it to a child restraint to determine if the mirror attachment affects the child restraint's compliance with the head impact protection requirements. Any such testing would be for your own purposes, however, and is not required by the Federal government before you sell the mirror attachments to the public.; >>>F. Would this product as described need to be approved by stat governments (as well as federal) before coming to market?<<<; RESPONSE: As explained above, the product does not have to b 'approved' by the Federal government before you can sell it to the public. Various States may have requirements concerning child restraint systems. However, section 103(d) of the Safety Act (15 U.S.C. 1392(d)) provides that '(w)henever a Federal motor vehicle safety standard established under this title is in effect, no State or political subdivision of a State shall have any authority to establish, or to continue in effect, with respect to any motor vehicle or item of motor vehicle equipment, any safety standard applicable to the same aspect of performance of such vehicle or item of equipment which is not identical to the Federal standard. Nothing in this section shall be construed as preventing any State from enforcing any safety standard which is identical to a Federal safety standard.' Thus, any non-identical State safety standard covering the same aspect of performance as Standard No. 213 would be preempted by the provisions of the Safety Act, making the non-identical standard legally unenforceable.; States do have authority to enforce identical standards related to th same aspect of performance as Standard No. 213, and also have authority to regulate in areas not covered by the Federal standards. To learn more about this issue, you should contact the American Association of Motor Vehicle Administrators, 1201 Connecticut Avenue, N.W., Suite 910, Washington, D.C. 20036.; If you have further questions or need more information on this subject please feel free to contact Steve Kratzke of my staff at this address or by telephone at (202) 366-2992.; Sincerely, Erika Z. Jones, Chief Counsel
ID: aiam3077 Open Mr. Bruce Willhite, 2793A Clairmont Road, N.E. #214, Atlanta, GA 30329; Mr. Bruce Willhite 2793A Clairmont Road N.E. #214 Atlanta GA 30329; Dear Mr. Willhite: This is in response to the questions you raised with Ms. Debra Weine of my office on June 29, 1979, about your intention to start a business that will sell and install auxiliary diesel fuel tanks in passenger cars. You noted that you would like to install the tanks in used vehicles and possibly in new ones. Specifically, you asked what Federal law applies to your proposed activities and whether these activities would violate any Federal law.; The National Traffic and Motor Vehicle Safety Act of 1966, as amended (the Act) authorizes the National Highway Traffic Safety Administration (NHTSA) to issue Federal Motor Vehicle Safety Standards (FMVSS's) applicable either to vehicles or to equipment for installation in vehicles. FMVSS 301-75, Fuel System Integrity, (see enclosed copy) is a vehicle standard which applies to vehicles, including passenger cars, which use fuel with a boiling point above 32 degrees F. (this includes both gasoline and diesel fuel).; Under section 108(a)(1)(A) and (b)(1) of the Act, new motor vehicle must comply with the FMVSS's applicable to them until they are first purchased by someone for purposes other than resale. That purchase is completed when the vehicles is delivered to the ultimate customer. The NHTSA regulations include two measures designed to ensure compliance with applicable FMVSS's until this delivery. First, manufacturers of new vehicles are required to affix to each vehicle they produce a label which certifies the vehicle's compliance with all applicable FMVSS's. Second, any person who prior to the first sale, alters a certified vehicle in a manner that significantly affects either its configuration of purpose is considered to be not only an alterer but also a manufacturer and therefore, must recertify the entire vehicle as complying with all applicable FMVSS's. (49 Code of Federal Regulations (C.F.R.) 567.7).; Should a noncompliance due to an alterer's modification be discovere in a recertified vehicle, the alterer would be liable for a civil penalty unless he or she could establish that he or she did not have actual knowledge of the noncompliance, and that he or she did not have reason to know in the exercise of due care that the vehicle did not comply. (Section 108(b)(2) of the Act.) The civil penalty imposed could be up to $1000 for each violation of an applicable FMVSS. (Section 109 of the Act.); Since the installation of an auxiliary fuel tank significantly affect the configuration of an automobile, the legal provision summarized above would apply to you as an installer of auxiliary fuel tanks in new cars (i.e., cars not yet purchased for purposes other tan resale and delivered to that purchaser). Thus, upon installing an auxiliary fuel tank in a new vehicle you would be required to affix a label to the vehicle stating that the vehicle as altered conforms to all applicable FMVSS's including FMVSS 301-75 in effect on a date not later than the date on which the alterations were completed (49 C.F.R. Part 567.7). This means that not only must the original gasoline fuel system meet the performance requirements encompassed by FMVSS 301-75 but that the system as supplemented by the auxiliary tank added by you to a new car must meet them also.; As an installer of auxiliary fuel tanks in new vehicles, you will als be subject to the provisions of sections 151 et seq. of the Act. (see enclosure). If you or this agency finds that there is a safety defect in the manner in which you have installed auxiliary tanks in new vehicles, you would be required to notify purchasers and remedy the defect. Under sections 108(a)(1)(D) and 109(a) of the Act, any person who fails to provide notification of or remedy for a safety defect is liable for a civil penalty of up to $1000 per violation.; As a dealer in and installer of auxiliary fuel tanks in used vehicles you would be subject to section 108(a)(2)(A) of the Act. Section 108(a)(2)(A) in essence prohibits the entities and persons listed below from knowingly removing, disconnecting or reducing performance of equipment of elements of design installed on a vehicle in accordance with applicable FMVSS's. there is no prohibition against an individual person modifying his or her own vehicle. Specifically, the section provides:; >>>No manufacturer, distributor, dealer or motor vehicle repai business shall knowingly render inoperative, in whole or part, any device or element of design installed on or in a motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard ...<<<; A person or entity found to have violated this section would be liabl for a civil penalty of up to $1000 for each violation. (Section 109 of the Act.); If one of the persons or entities listed above adds an auxiliar gasoline tank to a vehicle manufactured in accordance with FMVSS 301-75, and in the process knowingly reduces the performance of the fuel system originally installed in the motor vehicle, he or she has violated section 108(a)(2)(A). (H.R. No. 1191, 93d Cong., 2d Sess. 34 (1974)). Such reduction of performance could occur, for example, if gasoline from the original system (a fuel system includes the filler pipe, tank, gasoline lines, fuel pump, carburetor, and engine) could be leaked through a rupture in the auxiliary tank and fuel lines, and if the design, materials, construction, installation or location of the auxiliary tank and fuel lines made them more susceptible to rupture than the original fuel system.; In closing, I would like to point out that, in addition to the Federa law discussed above, there may be State products liability laws applicable to your proposed activities. As an installer of auxiliary fuel tanks, you could be liable for the manner and location in which the tanks are installed. Therefore, you may wish to consult a local lawyer before starting your new business.; I hope that you will find this response helpful. Sincerely, Frank Berndt, Chief Counsel
ID: aiam4618 Open Mr. Sadato Kadoya Manager, Safety Engineering Mazda (North America), Inc. Research & Development Center 1203 Woodbridge Avenue Ann Arbor, MI 48105; Mr. Sadato Kadoya Manager Safety Engineering Mazda (North America) Inc. Research & Development Center 1203 Woodbridge Avenue Ann Arbor MI 48105; "Dear Mr. Kadoya: This is to provide you with a clarification of ou letter to you dated November 3, l988, based upon your telephone conversation with Taylor Vinson of this Office. Our letter advised you that Standard No. l08 did not preclude the use of replaceable bulb headlamps with adjustable reflectors. In reply, you have cited two provisions of the standard which appear in conflict with this interpretation. With respect to a headlamp equipped with one or two HBl light sources, S4.1.1.36(e)(l) states that 'There shall be no mechanism that allows adjustment of an individual HBl or adjustment of reflector aim with two HBls .' To similar effect with respect to HB3 and HB4 light sources is S4.1.1.36(f)(l). Standard No. l08 has been amended effective June 8, l989, and the corresponding requirements are now S7.5(d)(l) and (e)(l). Each has been revised to state 'There shall be no mechanism that allows adjustment of an individual light source, or, if there are two light sources, independent adjustment of each reflector.' We believe that the revised wording of the new sections clearly allow the adjustment of single reflectors in single light source replaceable bulb headlamps, and dual reflectors in dual-light source replaceable bulb headlamps, provided that the reflectors are not capable of independent adjustment. Further, new S7.7.2.2 specifically addresses how moveable reflectors must operate. The intent of these sections is to prohibit headlamp designs in which the bulb alone is adjusted to aim the headlamp since this is contrary to mechanical aim requirements, or, where there is more than one reflector in a headlamp, designs in which each reflector may be adjusted independently, since this is also contrary to achieving precise mechanical aim. Thank you for bringing this matter to our attention. Sincerely, Stephen P. Wood Acting Chief Counsel /";
ID: aiam3427 Open Mr. Barry N. Aebischer, Marketing Coordinator, Carabela USA, Inc., 4129 S. Sheridan, Tulsa, OK 74145; Mr. Barry N. Aebischer Marketing Coordinator Carabela USA Inc. 4129 S. Sheridan Tulsa OK 74145; Dear Mr. Aebischer: This is in reply to your letter of June 8, 1981 requesting 'th candlepower rating on a moped headlamp.'; I enclose a copy of SAE Standard J584 Motorcycle and Motor Drive Cycle Headlamps April 1964, which contains the information that you request. Most mopeds develop 5 horsepower or less and thus qualify as a 'motor driven cycle.'; If you have any further questions, we shall be pleased to answer them. Sincerely, Frank Berndt, Chief Counsel
ID: aiam3309 Open Mr. Bart Achille, National Sales Manager, American Moped Associates, 1852 Langley Avenue, Irvine, California 92714; Mr. Bart Achille National Sales Manager American Moped Associates 1852 Langley Avenue Irvine California 92714; Dear Mr. Achille: This is in reply to your letter of June 11, 1980, asking whether push-in type supplement engine stop switch is permissible under Federal Motor Vehicle Safety Standard No. 123, Motorcycle Controls and Displays.; Table 1 of Standard No. 123 does not specify the method of operation o the supplement engine stop control and, as you correctly guessed, your planned switch is therefore not prohibited. In accordance with the standard, however, it must be located on the right handlebar.; Sincerely, Frank Berndt, Chief Counsel
ID: aiam1334 Open Mr. James M. Robertson, University Club Tower, Suite 2410, Tulsa, OK 74119; Mr. James M. Robertson University Club Tower Suite 2410 Tulsa OK 74119; Dear Mr. Robertson: I am enclosing a copy of Part 580, Odometer Disclosure Requirements 49 CFR 580, issued under the authority of S 408 of the Motor Vehicle Information and Cost Savings Act, which like all regulations of this and other Federal agencies is published in the Federal Register. This daily publication can be obtained at a price of $45.00 per year from : Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402.; Interpretation of the regulation to date has established that th odometer disclosure statement can be made in any format which includes the required information. Commercially printed forms, handwritten forms, and forms included in the 'buyer's order form' used by dealers have all been approved. The government does not print forms, but the regulation includes an example of an acceptable format.; If you have further questions, please write again. Yours truly, Richard B. Dyson, Assistant Chief Counsel
ID: aiam4136 Open Mr. Earl J. Ogletree, Mr. John Gaski, Harley Products Inc., 904 S Prospect Avenue, Park Ridge, IL 60068; Mr. Earl J. Ogletree Mr. John Gaski Harley Products Inc. 904 S Prospect Avenue Park Ridge IL 60068; Dear Mr. Ogletree and Mr. Gaski: Thank you for your letter of March 28, 1986, asking how our regulation would affect a product you intend to manufacture both as an aftermarket item of motor vehicle equipment and as an item of original equipment on some vehicles imported into this country. You described the product as a sun visor that clips onto a vehicle's regular visor. You further explained that the sun visor has an extension arm that allows the visor to be moved to filter out the sun coming in through the window to the left of the driver, or moved below the original equipment visor between the two original equipment visors. I hope the following discussion explains how our regulations affect your proposed visor.; Some background information on how Federal motor vehicle safety law and regulations affect your product may be helpful. Our agency is authorized, under the National Traffic and Motor Vehicle Safety Act, to issue safety standards applicable to new motor vehicles and certain items of motor vehicle equipment. NHTSA, however, does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. Instead the Vehicle Safety Act establishes a 'self-certification' process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. The agency periodically tests vehicles and equipment items for compliance with the standards, and also investigates other alleged safety-related defects. As explained below, installation of your proposed sun visor in new and used vehicles would be affected by our regulations. In addition, any manufacturer of motor vehicle equipment is subject to the requirements of the Vehicle Safety Act concerning the recall and remedy of products with noncompliances or defects related to motor vehicle safety.; We have issued Federal Motor Vehicle Safety Standard No. 205, Glazin Materials, which specifies performance and location requirements for glazing used in vehicles. These requirements include specifications for minimum levels of light transmittance (70% in areas requisite for driving visibility, which includes all windows in passenger cars).; No manufacturer or dealer is permitted to install solar films and othe sun screen devices, such as the sun visors described in your letter, in new vehicles without certifying that the vehicle continues to be in compliance with the light transmittance and other requirements of the standard.; After a vehicle is first sold to a consumer, modifications to a vehicl are affected by section 108(a)(2)(A) of the Vehicle Safety Act. That section prohibits commercial businesses from tampering with safety equipment installed on a vehicle in compliance with our standards. Thus, no dealer, manufacturer, repair business or distributor can install a sun screen device for the owner of the vehicle, if the device would cause the window not to meet the requirements of Standard No. 205. Violation of the 'render inoperative' provision can result in Federal civil penalties of up to $1,000 for each violation.; Section 108(a)(2)(A) does not affect vehicle owners, who may themselve alter their vehicles as they please, so long as they adhere to all State requirements. Under Federal law, the owner may install sun screening devices regardless of whether the installation adversely affects the light transmittance. Individual States govern the operational use of vehicles by their owners and therefore it is within the authority of the States to preclude owners from using sun screens in their vehicles.; If you need further information, please let me know. Sincerely, Erika Z. Jones, Chief Counsel
ID: aiam3759 Open Mr. Troy C. Martin, Specifications Chief, State Purchasing and General Services Commission, Lyndon Baines Johnson State Office Building, P.O. Box 13047 Capitol Station, Austin, TX 78711-3047; Mr. Troy C. Martin Specifications Chief State Purchasing and General Services Commission Lyndon Baines Johnson State Office Building P.O. Box 13047 Capitol Station Austin TX 78711-3047; Dear Mr. Martin: This responds to your letter to Mr. Kratzke of my staff seeking a interpretation of Standard No. 222, School Bus Passenger Seating and Crash Protection (49 CFR S 571.222). You indicated that you have been informed that section S5.1.2 of that standard requires that 90 percent of the total projected area of the seat backs on school buses must lie between a horizontal plane passing through the seating reference point and a parallel horizontal plane 20 inches above the seating reference point, and that this requirement appeared to be a geometric impossibility. The information you received about the requirements of section S5.1.2 is erroneous.; Section S5.1.2 does not specify any requirements for the total projected area of the seat back. It simply mandates that the projected area of the seat back between the two planes* you described at at least 90 percent of the width of the seat multiplied by 20. This requirement is very simple to satisfy geometrically by using a rectangle. If the seat back were rectangular, the area between the two planes would be 100 percent of the width of the seat multiplied by 20. The agency allows the width of the seat back to be multiplied by 90 percent so as to permit the use of seat backs which taper up at the top, but which still provide an adequate level of safety protection for the occupants.; The reason for specifying a requirement for the amount of area a sea back must have between these two planes is to ensure that 'compartmentalization' is not compromised. Compartmentalization is the term for protecting the occupants in the event of a crash by confining them within an area of sturdy, well-padded seats. If the seat back in front of a school bus occupant occupied less than 90 percent of the area between the two planes (the area that occupant is most likely to contact in case of a crash), the padded area to cushion the blow of that occupant might not be sufficient.; If you have any further questions or need further information on thi subject, please feel free to contact Steve Kratzke at this address and at (202) 246-2992.; Sincerely, Frank Berndt, Chief Counsel
ID: aiam1764 Open Mr. Toshihiko Sotohara,Nichirin Rubber Industrial Co.,1118, Sazuchi, Bessho,Himejim, Japan; Mr. Toshihiko Sotohara Nichirin Rubber Industrial Co. 1118 Sazuchi Bessho Himejim Japan; Dear Mr. Sotohara:#Please forgive the delay in responding to you letter of November 22, 1974, requesting confirmation of your interpretation that Federal Motor Vehicle Safety Standard No. 106-74, Brake Hoses, does not require you to label the brake hose and brake hose assemblies which you manufacture with a DUNS manufacturer's code number.#Your interpretation is correct. S5.2.2, S5.2.3, and S5.2.4 of Standard No. 106-74 were amended on January 29, 1974, (39 FR 3680, Docket No. 1-5, Notice 9) to no longer require a manufacturer's code number. A designation identifying you as the manufacturer is required, however. The designation, 'NCRN', as described in your letter, already satisfied this requirement. This designation is now on file in the Office of Standards Enforcement.#Yours truly,Richard B. Dyson,Acting Chief Counsel;

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