ID: 9465

Mr. Michael S. Marczynski
Sales Representative
Anita's Auto World
529 S. Charles Street
Lansing, MI 48912

Dear Mr. Marczynski:

This responds to your letter in which you asked whether it would be legal for you to install after-market roll pans and convertible tops on light duty pick-up trucks. I apologize for the delay in our response.

By way of background information, the National Highway Traffic Safety Administration (NHTSA) is authorized under the National Traffic and Motor Vehicle Safety Act (the Safety Act) to issue Federal motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. The Safety Act prohibits any person from manufacturing, introducing into commerce, selling, or importing any new motor vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards.

After a vehicle's first purchase for purposes other than resale, i.e., the first retail sale of the vehicle, the presence and condition of devices or elements of design installed in the vehicle under applicable safety standards is affected by a section 108(a)(2)(A) of the Safety Act which provides:

No manufacturer, distributor, dealer, or motor vehicle repair business shall knowingly render inoperative, in whole or in part, any device or element of design installed on or in a motor vehicle ... in compliance with an applicable Federal motor vehicle safety standard.

In general, this provision prohibits any manufacturer, dealer, distributor, or repair shop from removing, disabling, or otherwise "rendering inoperative" any of the safety systems or devices installed on the vehicle to comply with a safety standard. However, modifications that change a vehicle from one vehicle type to another (e.g., from a hard-top to a convertible) do not violate the "render inoperative"

prohibition as long as the converted vehicle complies with the safety standards that would have applied if the vehicle had been originally manufactured as the new type.

NHTSA has exercised its authority to establish four safety standards which have different requirements for convertible trucks: Standard No. 205, Glazing Materials, Standard No. 208, Occupant Crash Protection, Standard No. 216, Roof Crush Resistance, and Standard No. 302, Flammability of Interior Materials. An explanation of these differences follows.

Standard No. 205

Standard No. 205 specifies requirements for glazing materials used in motor vehicles. Material used in a convertible top may be subject to this standard.

Standard No. 208

Standard No. 208 sets forth requirements for occupant protection at the various seating positions in vehicles. These requirements differ depending on gross vehicle weight rating (GVWR) and year of manufacture. The requirements for hard-top and convertible vehicles manufactured in the same year may also differ.

Standard No. 216

Multipurpose passenger vehicles, trucks and buses with a GVWR of 6,000 pounds or less, manufactured on or after September 1, 1994, are required to comply with Standard No. 216. However, Standard No. 216 does not apply to convertibles.

Standard No. 302

Standard No. 302 specifies burn resistance requirements for materials used in the occupant compartment of motor vehicles. Material used in a convertible top may be subject to this standard.

In summary, you are responsible for ensuring that, in the process of installing a roll pan or convertible top, you do not remove, disable, or otherwise "render inoperative" any of the safety systems or devices installed on the vehicle to comply with a safety standard. However, to the extent that a different standard is applicable to convertibles, modifications which result in the vehicle complying with the standard that applied to convertibles are permitted.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:VSA#108#205#208#216#302 d:6/3/94

ID: 9469

Michael J. Siris, Esq.
Attorney at Law
1615 Northern Boulevard
Manhasset, NY 11030

Dear Mr. Siris:

This responds to your letter of December 8, 1993, following a phone conversation with Mary Versailles of my staff. Your letter requested "confirmation that a manufacturer's compliance with a given NHTSA standard does not necessarily exonerate the manufacturer." You also asked whether there might be any standards other than Standard No. 114, Theft Protection, which might apply to a "1987 Ford vehicle which allowed the automatic transmission to be shifted while the key was not in the steering column."

Section 108(k) of the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1397(k)) states:

Compliance with any Federal motor vehicle safety standard issued under this title does not exempt any person from any liability under common law.

Thus, you are correct that a vehicle's compliance with all applicable safety standards does not necessarily exonerate the manufacturer from liability under other causes of action.

With regard to your second question, S4.2.1 of Standard No. 114 states that, with certain exceptions,:

the key-locking system required by S4.2 in each vehicle which has an automatic transmission with a "park" position shall prevent removal of the key unless the transmission or transmission shift lever is locked in "park" or becomes locked in "park" as the direct result of removing the key.

However, as explained in your phone conversation with Ms. Versailles, this requirement was added to Standard No. 114 in 1991 and was effective September 1, 1992. There was no Federal standard which prohibited a 1987 vehicle from having an automatic transmission which could be shifted when the key was removed. I am also unaware of any other standard or regulation containing such a requirement.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:VSA#114 d:3/10/94

ID: 9478

Mr. Ted H. Richardson
Fleet Coordinator
Priefert Manufacturing Company, Inc.
Post Office Box 1540
Mt. Pleasant, TX 75456-1540

Dear Mr. Richardson:

This responds to your letter and telephone call to this office asking our opinion regarding Federal Motor Vehicle Safety Standard (FMVSS) No. 120, Tire selection and rims for motor vehicles other than passenger cars. Your letter referenced a telephone conversation with Walter Myers of my staff about the applicability of FMVSS 120 to your product. As Mr. Myers informed you, the answer to your question depends on whether your product, the "Wishbone Carriage" used to position and carry the "Priefert livestock chute" is a "motor vehicle" (i.e., trailer) under our Safety Act and regulations. Based on the information we have, we believe the answer is no.

By way of background information, the National Traffic and Motor Vehicle Safety Act of 1966, 15 U.S.C. 1381, et seq. (Safety Act), authorizes this agency, the National Highway Traffic Safety Administration (NHTSA), to issue safety standards applicable to motor vehicles. Section 102(3) (15 U.S.C. 1391(3)) of the Safety Act defines motor vehicle as:

[A]ny vehicle driven or drawn by mechanical power manufactured primarily for use on the public streets, roads, and highways, except any vehicle operated exclusively on a rail or rails.

NHTSA further defines "trailer" in 49 CFR 571.3 as:

[A] motor vehicle with or without motive power, designed for carrying persons or property and for being drawn by another motor vehicle.

Your letter enclosed a brochure containing pictures and other information relating to the livestock chute (Priefert Squeeze Chute, Model 91). The chute is farm equipment. The upper 2/3 of the chute is constructed of steel bars, while the lower 1/3

is composed of steel panels on both sides that can be lowered or removed. The chute comes with such accessories as head gate, tail gate, and calf table. The chute is positioned on the ground in a barnyard, feed lot, pasture, or field. It is used to channel livestock or, with the head and/or tail gate in place, to immobilize an animal for medicating, branding, tagging, and the like. Your information also describes the carriage that transports the chute. The Wishbone Carriage is a 2-wheeled U-shaped dolly which is designed to be manually attached to special fittings on the chute. With the carriage thus attached, the chute can be towed by vehicle to the next job site. Once at the next job site, the wheeled carriage is detached and the chute is once again placed on the ground for use.

Whether the Wishbone Carriage is a motor vehicle (trailer) depends on its on-road use. This agency has consistently held that vehicles designed and sold solely for off-road use, such as airport runway vehicles and underground mining equipment, are not considered motor vehicles even though they may be operationally capable of highway travel. Vehicles that have an abnormal body configuration that readily distinguishes them from other highway vehicles and that have a maximum speed of 20 miles per hour are not considered motor vehicles. Agricultural equipment, such as tractors, as well as equipment that uses the highways solely to move between job sites and which typically spend extended periods of time at a single job site, are not considered motor vehicles. That is because the use of these vehicles on the public roadways is intermittent and merely incidental to their primary off-road use.

We have determined that the Wishbone Carriage is not a motor vehicle, because it appears it will be primarily used to transport the chute from job site to job site on the farm. Not being a motor vehicle, the Federal motor vehicle safety standards, including FMVSS No. 120, would not apply to your product.

Please note, however, that if the Carriage is regularly used to carry the chute from farm to farm on public roads, or is used more frequently on the public roads than the use we anticipate, the agency may reexamine the determination that the carriage is not a motor vehicle. Also, you may wish to consult your attorney for information on possible operational restrictions on your product, such as State licensing and use laws and product liability.

I hope this information is helpful to you. We have enclosed a copy of FMVSS 120 and provided you our definition of a trailer, as you requested. Should you have any further questions or need additional information, please feel free to contact Mr. Myers at this address or at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

Enclosure ref:120#VSA d:4/12/94

ID: 9479

Lawrence P. White, Acting Director
Bureau of Motor Vehicles
Department of Transportation
Commonwealth of Pennsylvania
Harrisburg, PA 17122

Dear Mr. White:

This responds to your letter of December 13, 1993, asking several questions concerning a recent amendment to Standard No. 217, Bus Emergency Exits and Window Retention and Release (57 FR 49413; November 2, 1992). Your questions and the response to each follows.

1.The effective date - is it the chassis manufacturer's date of completion, the final stage manufacturer's date of completion, or somewhere in between?

The effective date for the November 2 final rule is May 2, 1994. Only vehicles manufactured on or after the effective date of an applicable requirement in a Federal motor vehicle safety standard must comply with that requirement. If a vehicle is manufactured in two or more stages, the final stage manufacturer is required to certify that the vehicle complies with "the standards in effect on the date of manufacture of the incomplete vehicle, the date of final completion, or a date between those two dates." (49 CFR Part 568.6).

2.Based on the formula for emergency exit space, is the area of the front service door to be included? Does this mean on a vehicle of 60 to 77 passengers, the only additional requirements beyond the front and rear doors is a left side exit door?

The November 2 final rule requires additional emergency exit area (AEEA) for some buses. The amount, if any, of AEEA which must be provided is determined by subtracting the area of the front service door and either the area of the rear emergency door or the area of the side emergency door and the rear push- out window, depending on the configuration of the bus (S5.2.3.1). These are the minimum exits required on all buses. If AEEA is required, the first additional exit which must be installed is a left side emergency door (for a bus with a rear emergency door) or a right side emergency door (for a bus with a left side emergency door and a rear push-out window). The number of exits may vary for buses which carry the same number of passengers, because the amount of area credited for each exit is the area of daylight opening, and because different variations of types of exits are possible. However, in the regulatory evaluation for the final rule, the agency estimated that a bus would not be required to have a roof exit (the second type of additional exit required) unless the capacity was greater than 62 (for a bus with a rear emergency door) or 77 (for a bus with a left side emergency door and a rear push- out window).

3.The "clear aisle space" required for exit to the proposed side emergency door, according to federal specifications, can be met with a flip-up type seat or a clear opening of 12", as measured from the back of the door forward. Are there any specifications, definitions, or descriptions provided as to what would be considered a "flip seat"?

The November 2 final rule allowed a flip-up seat to be adjacent to a side emergency exit door "if the seat bottom pivots and automatically assumes and retains a vertical position when not in use, so that no portion of the seat bottom is within" the required 12 inch aisle to the exit (S5.4.2.1(a)(2)(ii)). The agency did not otherwise define a flip-up seat, nor did it include any performance requirements for these seats.

4.Also, there is concern regarding school buses that are equipped with the "flip seat" by the emergency door opening and the possibility of school children, either intentionally or accidently, unlatching the door latch mechanism. Are the door latch mechanisms to be equipped to help prevent this from occurring?

Standard No. 217 includes requirements for the type of motion and force required to release an emergency exit (S5.3.3). One of these requirements is that the motion to release a door must be upward from inside the bus (upward or pull-type for school buses with a gross vehicle weight rating of 4,536 kilograms or less). This is intended to lessen the chance of a door accidently being opened, without unnecessarily making the exit more complicated to open in an emergency. In addition, warning alarms are required for door and window exits to notify the driver that the exit has been opened.

I hope you find this information helpful. If you have any other questions, please contact Walter Myers of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:217 d:3/21/94

ID: 9495

Mr. Perry McGlothan
Quality Assurance Test Specialist
Century Products Company
9600 Valley View Road
Macedonia, OH 44056

Dear Mr. McGlothan:

This responds to your letter to me about the head impact protection and protrusion limitation requirements of Federal Motor Vehicle Safety Standard (FMVSS) No. 213, Child Restraint Systems. We received under separate cover the three child seats you sent for illustration purposes, samples of Models 4560, 4590 and the STE 1000.

You discuss in your letter a new method you would like to use to attach the head impact protection foam to the child restraint shell. The foam would be attached to the shell by means of two push-in pins, each 1/2 inch in length and with a 3/4 inch diameter head, as distinguished from the padding being glued to the shell as in the past. You stated that this change would better secure the foam padding to the shell and help your manufacturing process. You asked us whether the new method would meet the head impact protection requirement of S5.2.3 (for restraints recommended for children weighing less than 20 pounds) and the protrusion limitations of S5.2.4.

As you know, the National Traffic and Motor Vehicle Safety Act establishes a self-certification system under which manufacturers are responsible for ensuring that their products comply with all applicable FMVSSs. We do not approve, endorse, or give assurances of compliance of any product. NHTSA may examine the manufacturer's certification in the course of any enforcement action. In response to manufacturers' requests for interpretations of the FMVSS's, we try, to the extent possible, to provide information that will help them make their determinations of compliance. However, these responses are based on information provided by the manufacturer, and is subject to the findings of actual compliance testing by the agency. Should the agency, in the future, examine production units of these models and detect an apparent noncompliance or defect, those results will control.

You first inquire, "Please advise as to compression deflection," which we understand as asking whether S5.2.3.2 would permit you to secure the foam with the pins. We cannot tell you whether the foam padding would satisfy S5.2.3 of Standard 213. The compression deflection resistance and thickness of the material can only be determined in a compliance laboratory, using the laboratory procedures described in the standard. S5.2.3.2 states that each system surface, except for protrusions that comply with S5.2.4, which is contactable by a dummy head must be covered with slow recovery, energy absorbing material with specified characteristics. As explained in the next paragraph, the pins we examined appear to satisfy S5.2.4. Further, the pins might not be contactable by the dummy head in Standard 213's dynamic test. However, whether they are contactable can only be determined in the standard's dynamic test.

S5.2.4 requires that any portion of a rigid structural component within or underlying a contactable surface, or any portion of a child restraint system surface that is subject to S5.2.3 shall meet specified limits on height and radius of exposed edge. Based on our visual inspection, the pins we saw appear to be within those limits. Again, however, the Vehicle Safety Act places the responsibility for determining compliance in the first instance on you, the manufacturer of the child restraint.

We still have the three seats that you sent us. We plan to dispose of them unless we hear from you.

I hope this information is helpful to you. Should you have any further questions or need further information, please feel free to contact Walter Myers of this office at this address or at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:213 d:4/8/94

ID: 9503

Mr. Derrick Barker
John Martin Designs
1 Clifton St.
Stourbridge, West Midlands
DY8 3XR

Dear Mr. Barker:

This responds to your letter concerning the buckle release requirement of Federal Motor Vehicle Safety Standard No. 213, "Child Restraint Systems." I apologize for the delay in responding.

You asked for the "tensile load requirements for the buckle and tongue." There is no specific requirement in Standard 213 for the tensile force that a child restraint buckle must withstand. Instead, the buckle must maintain its integrity when the child restraint is subjected to a simulated frontal impact at 30 mph with either a six-month-old (17 pounds (lbs.)) or three-year-old (33 lbs.) sized dummy restrained in the car seat. At the conclusion of the simulated impact, the force required to depress the latch button to release the buckle is measured and must be 16 lbs. or less.

You also asked for a copy of Procedure D of the American Society for Testing and Materials Standard D756-78. Section S5.4.2 of FMVSS No. 213 sets forth those requirements by making reference to section S4.3(b) of FMVSS No. 209. which, in turn, leads to the reference to Procedure D of ASTM D756-78. The material you requested is enclosed.

In addition, you asked for a list of laboratories that test child safety seats and buckles. NHTSA does not endorse particular test laboratories. However, I can provide you with a list of laboratories we are aware of that conduct child restraint compliance tests. There may be other laboratories that can test child safety seats and buckles.

Please contact Ms. Deirdre Fujita of my staff if you have further questions.

Sincerely,

John Womack Acting Chief Counsel

Enclosures ref:213 d:4/8/94

ID: 9505

The Honorable Paul David Wellstone
United States Senator
2550 University Avenue W., #100N
St. Paul, MN 55114-1025

Dear Senator Wellstone:

Thank you for your letter enclosing correspondence from your constituent, Ms. Kris Solberg, concerning our requirements for school buses. Your letter was referred to the National Highway Traffic Safety Administration (NHTSA) for reply, since NHTSA administers the Federal regulations for school buses.

Ms. Solberg, principal of Grace Christian School, asks that our "school bus" definition be narrowed so that it only encompasses vehicles carrying more than 15 passengers. Ms. Solberg believes that, at NHTSA's urging, Minnesota recently amended its school bus definition to include vehicles carrying 15 passengers. She states that, as a result of this change, schools cannot use conventional 15-passenger vans to transport students to school events, even though the vans are "safe enough."

I appreciate this opportunity to address your constituent's concerns. The short answer to Ms. Solberg's question is that NHTSA cannot narrow the "school bus" definition as she requests because the definition was set by Congress. Further, for safety reasons, we do not agree that the definition should be changed.

As Ms. Solberg's letter suggests, school bus regulations exist on the Federal and State levels. On the Federal level are NHTSA's school bus regulations. NHTSA regulates the manufacture and sale of new motor vehicles by issuing Federal motor vehicle safety standards (FMVSSs) that each new vehicle must meet when sold. In 1974, Congress directed NHTSA to require new school buses to meet FMVSSs on specific aspects of school bus safety, including floor strength, seating systems, and crashworthiness. Congress also defined a "school bus" as a passenger motor vehicle "designed to carry more than 10 passengers in addition to the driver, and which . . . is likely to be significantly used for the purpose of transporting primary, preprimary, or secondary school students to or from such schools or events related to such schools." (Emphasis added.) Since the school bus definition was set by Congress, NHTSA is unable to revise it to exclude 15-passenger vans.

Further, we do not agree that the definition should be narrowed to exclude vehicles. School bus-type vans have more safety features providing occupant crash protection than do conventional full-size vans. Narrowing the definition could result in school children being transported in vehicles that are not as safe as the vehicles used today. NHTSA believes that, while school bus vans are slightly more expensive than conventional 15-passenger vans, the increased level of safety justifies the higher costs. Thus, we recommend against changing the Federal definition of a "school bus."

While the Federal government regulates the manufacture and sale of new motor vehicles, the States regulate the use of vehicles. According to Ms. Solberg's letter, Minnesota has decided to adopt NHTSA's "school bus" definition into its regulations. In doing so, under Minnesota law, if a school wishes to use a 15-passenger van to carry students, the van must meet school bus safety standards.

NHTSA does not require States to adopt our "school bus" definition. However, we strongly support any decision by a State to do so. This agency attaches the utmost importance to the use of the safest possible means to transport school children. While school buses have always been among the safest methods of transportation, the safety record of school buses has further improved in the years since buses began to be manufactured in accordance with the school bus safety standards.

I hope this information is helpful. If you have any further questions, please contact me at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel ref:571 d:7/25/95

ID: 9508

Mr. Carl Haywood
Operations Manager
Emergency Response Specialists
2251 Happy Top Road
Morris, Alabama 35116

Dear Mr. Haywood:

This responds to your letter of December 21, 1993, requesting information about seating requirements for emergency response units you are designing to respond to chemical spills. The response units are tractor trailer combinations which can be driven in and out of the cargo bay of C-130 Hercules aircraft which are used to transport the units to the site. You further describe the response units as follows:

Our response units are designed to transport all six (6) of our response team members, for over the highway transportation three (3) of our team members will ride in the tractor and the remaining three (3) will ride in the trailer. During air transportation all six (6) team members will ride in the trailer. By providing seating with lap and shoulder restraints in the response unit for both ground and air transportation we eliminate the need for special crew cabins for air transportation, and extra vehicles for ground transportation. This conserves the limited space available on the C-130 allowing us to carry all the equipment needed to respond effectively to large scale chemical releases.

You requested information on the regulation of the seating in the response units. You have already contacted several Department of Transportation agencies, including the Federal Aviation Administration.

I am pleased to have this opportunity to explain our regulations to you. Some background information on Federal motor vehicle safety laws and regulations may be helpful. Our agency is authorized, under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381 et seq., Safety Act), to issue safety standards applicable to new motor vehicles and items of motor vehicle equipment. The Safety Act defines the term "motor vehicle" as follows:

any vehicle driven or drawn by mechanical power manufactured primarily for use on the public streets, roads, and highways, except any vehicle operated exclusively on a rail or rails.

If a vehicle is a "motor vehicle" under the definition, then the vehicle must comply will all applicable safety standards, including those related to seating and occupant restraint. However, if a vehicle is not a motor vehicle under this definition, then the vehicle need not comply with the agency's safety standards because such a vehicle is outside the agency's scope of authority.

Applying this definition to the response units, NHTSA believes the response units are motor vehicles within the meaning of the Safety Act. In determining whether a vehicle which has both on-road and off-road uses is a motor vehicle, the agency looks at whether the vehicle uses public roads on a necessary and recurring basis. Applying this criteria to the response units, we believe that the response units have a primary function of highway transportation of personnel and equipment to the chemical spill site.

NHTSA's safety standards specify different requirements for different types of motor vehicles. Therefore, in order to determine the occupant seating requirements for the response units, it is necessary to determine how these vehicles are classified under our regulations. NHTSA defines a "truck" as "a motor vehicle with motive power, except a trailer, designed primarily for the transportation of property or special purpose equipment." The tractor portion of the response unit has seating capacity for at least three passengers, but its primary use appears to be to draw the trailer. Therefore, it appears that this vehicle is a "truck" for the purpose of Federal regulations.

NHTSA defines a "trailer" as "a motor vehicle with or without motive power, designed for carrying persons or property and for being drawn by another motor vehicle." NHTSA believes the trailer portion of the response units would be considered trailers for the purpose of Federal regulations.

NHTSA has exercised its authority under the Safety Act to issue four safety standards relevant to occupant seating and restraint: Standard No. 207, Seating Systems, Standard No. 208, Occupant Crash Protection, Standard No. 209, Seat Belt Assemblies, and Standard No. 210, Seat Belt Assembly Anchorages.

Standard No. 207 establishes strength and other performance requirements for all "occupant seats" in passenger cars, multipurpose passenger vehicles, and trucks, and for the driver's seats in buses, except that the requirements do not apply to side-facing seats. Therefore, all "occupant seats" in tractor portion of the response units must meet the requirements of Standard No. 207. Standard No. 207 does not apply to trailers, therefore, the seats in the trailer portion of the response units are not subject to the requirements of Standard No. 207.

Standard No. 208 specifies occupant protection requirements based on vehicle type and seating position within the vehicle. Different requirements also apply depending on the GVWR of the vehicle. The discussion which follows is limited to vehicles with a GVWR greater than 10,000 pounds. As explained below, trucks are required to have, at a minimum, a lap belt at every designated seating position. As with Standard No. 207, Standard No. 208 does not apply to trailers. Therefore, the seats in the trailer portion of the response units are not required to have any type of safety belt at any seating position.

The requirements for trucks with a GVWR of 10,000 pounds or more are contained in section S4.3 of Standard No. 208. Vehicle manufacturers have a choice of two options for providing occupant crash protection in trucks manufactured on or after September 1, 1990. Option 1 requires vehicle manufacturers to provide an automatic protection system at all seating positions that meets the frontal and lateral crash protection and rollover requirements. Option 2 requires vehicle manufacturers to install lap or lap/shoulder belts at every seating position. If a manufacturer chooses to comply with Option 2, the lap belt or pelvic portion of a lap/shoulder belt must have either an emergency locking retractor or an automatic locking retractor.

Standard No. 209 sets forth strength, elongation, webbing width, durability, and other requirements for seat belt assemblies. This standard applies to all seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Thus, if seat belts are voluntarily installed at the seats in the trailer portion of the response units, the seat belts would be required to be comply with Standard No. 209.

Standard No. 210 establishes strength and location requirements for seat belt anchorages installed in vehicles, where seat belts are required by Standard No. 208. Therefore, anchorages are required for the lap belts in the tractor, but are not required in the trailer.

Although all of the safety standards cited in this letter do not apply to each seating position in your proposed emergency response unit, the agency nevertheless encourages additional consideration and application of those performance requirements that are appropriate to a safe design.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:VSA#207#208#209#210 D:3/17/94

ID: 9528

Ms. Kathy Rose
Account Directive
FitzGerald Corporation
8341 Artesia Boulevard, Suite P
Buena Park, CA 90621

Dear Ms. Rose:

Your letter of October 12, 1993, to the Office of Motor Carriers in Sacramento, has reached us for reply. Your company produces a "trailer skirting" for van trailers, and some of your customers have asked "whether it is legal to have the retroreflective tape [which is required by Motor Vehicle Safety Standard No. 108] to be applied to the length of the trailer be placed below the trailer, on the trailer skirting."

The letter does not indicate whether the skirting is intended as original or aftermarket equipment. If the skirting is original equipment that is added to the trailer at the time of its manufacture and intended to remain there for the life of the trailer, the conspicuity treatment required by the standard may be affixed to it, provided that it is mounted as near as practicable within a range that is not less than 375mm and not more than 1525mm (approximately 15 to 60 inches) above the road surface. Under that condition, the portion of the trailer side that is above the skirting need not be equipped with the conspicuity treatment. If the skirting is aftermarket equipment, there is no requirement or restriction relating to conspicuity treatment of the skirting. We assume that the trailer to which it will be attached, if manufactured on or after December 1, 1993, will bear conspicuity markings in accordance with the standard.

Sincerely,

John Womack Acting Chief Counsel

ref:108 d.1/21/94

ID: 9540

Mr. Dale E. Dawkins
Director, Vehicle Compliance and Safety Affairs
Chrysler Corporation
CIMS 429-10-02
Featherstone Road Center
2301 Featherstone Road
Auburn Hills, MI 48326-2808

Dear Mr. Dawkins:

This responds to your letter of January 7, 1994, requesting confirmation that Standard No. 208, Occupant Crash Protection, "would permit the sun visor air bag caution label required in S4.5.1(b) to be combined with the utility vehicle information sticker required by 49 CFR Part 575.105."

Your letter notes that you are aware that both General Motors and Ford petitioned the agency to amend S4.5.1(b)(2) of Standard No. 208, as amended by a September 2, 1993 final rule, to permit the utility vehicle label on the sun visor. A March 10, 1994, final rule responding to the petitions for reconsideration amended S4.5.1(b)(2) to allow the installation of a utility vehicle label that contains the language required by 49 CFR Part 575.105(c)(1).

While the utility vehicle label will continue to be allowed on the sun visor, the language of the final rule does not allow the combination of the utility vehicle label and the air bag warning label. The September 2 and March 10 final rules specify (1) that no information other than that in the air bag maintenance label is allowed on the same side of the sun visor as the air bag warning label, and (2) that other than the air bag alert label or a utility vehicle label, no other information about air bags or the need to wear seat belts shall appear anywhere on the sun visor. Thus, the clear language of the final rules do not permit the utility vehicle label and the air bag warning label to be on the same side of the sun visor.

Your letter asked the agency to treat it as a petition for rulemaking if the language of the final rules do not allow combination of the labels. You will be notified of our decision to grant or deny your petition.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel

ref:208 d:3/21/93