NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
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NHTSA's Interpretation Files Search
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ID: aiam4590OpenMr. Karl H. Mayer Rules and Regulations Dr.Ing.h.c.F.Porsche AG Porschestrasse 42 Stuttgart--Zuffenhausen West Germany; Mr. Karl H. Mayer Rules and Regulations Dr.Ing.h.c.F.Porsche AG Porschestrasse 42 Stuttgart--Zuffenhausen West Germany; "Dear Mr. Mayer: This responds to your request for an interpretation o Federal Motor Vehicle Safety Standards No. l0l, Controls and Displays, and No. l02, Transmission Shift Lever Sequence, Starter Interlock, and Transmission Braking Effect. You asked about the standards in connection with a new transmission and related gear shift mechanism that you are considering producing. I note that your accompanying request for confidentiality was withdrawn by an August l5, l988 letter signed by your attorney, effective September 30, l988. You stated that the new transmission is characterized by two functions, a manual gear shift and an automatic gear shift, combined in a single unit. A motor vehicle incorporating the transmission does not have a clutch pedal. Operation of the transmission is entirely dependent on the position selected for the gear shift lever. The shift lever is located in the middle console, where it can be moved along either of two slots which are located essentially parallel to the longitudinal axis of the vehicle. The left slot (automatic function) is essentially the same as a conventional automatic transmission gear shift lever, with the following positions (in order): P R N D 3 2 l. At the D position (only) of the left slot, the gear shift lever can be transferred to the M (manual) position of the right slot (manual function). The right slot consists of the following positions (in order): + M -. When the gear shift lever is in the right slot, the driver can select a higher gear (+) or lower gear (-) by tapping the shift lever. The shift lever always returns to the 'M' position after being tapped. You plan to provide two shift displays, one on the middle console and the other on the instrument panel. You stated that you believe that a dual function transmission of the type described in your letter is permitted if it meets the various requirements of Standards No. l0l and l02 and asked whether we agree with your interpretation. You also asked three questions related to certain aspects of the transmission and related gear shift lever and shift displays. Your questions are responded to below. By way of background information, and as noted in your letter, the National Highway Traffic Safety Administration (NHTSA) does not provide approvals of motor vehicles. Under the National Traffic and Motor Vehicle Safety Act, it is the responsibility of the manufacturer to ensure that its vehicles meet applicable requirements. The following represents our opinion based on the facts provided in your letter. I agree with your basic contention that a dual function transmission of the type described in your letter is permitted if it, and the accompanying gear shift lever and shift displays, meet the various requirements of Standards No. l0l and l02. The performance requirements specified in the two standards do not prohibit dual function transmissions. I have one primary comment concerning how you should evaluate Standards No. l0l and No. l02 with respect to the compliance of a vehicle equipped with the transmission. In some instances, these standards specify different requirements depending on whether a vehicle is equipped with a manual transmission or an automatic transmission. Thus, a critical issue is which of these requirements would need to be met by a vehicle equipped with your planned transmission. While you characterize the transmission as having two functions, a manual gear shift and an automatic gear shift, combined in a single unit, it is our opinion that the transmission is an automatic transmission for purposes of Federal motor vehicle safety standards. It is possible, of course, to manually control most conventional automatic transmissions, at least to some extent, by means of the gear shift lever, e.g., by shifting the lever from D to L. Your transmission would differ from a conventional automatic transmission primarily in having an additional means of manual control. However, the transmission would still be an automatic transmission. Vehicles equipped with the transmission would thus need to meet the requirements specified by Standards No. l0l and No. l02 for vehicles equipped with an automatic transmission, and not the requirements specified for vehicles equipped with a manual transmission. I will now address your three specific questions. You stated that it appears to you that when the shift lever is in the manual slot, it is permissible to have the lever, after tapping to shift up or down, return to the original middle position, and asked for our interpretation on this point. We agree that this basic design is permitted under Standards No. l0l and No. l02. Your second and third questions, which I will address together, concern the shift displays. You stated that you believe it is permissible for both of the dual shift pattern displays, i.e., the one on the middle console and the one on the instrument panel, to be constantly visible so that the driver can simultaneously see the currently used shift mode and also the alternative, and asked for our evaluation of this point. You also asked about the permissibility of two alternative instrument panel displays. I will begin my discussion of these questions by identifying the relevant requirements of Standards No. l0l and No. l02. Section S3.2 of Standard No. l02 states that the '(i)dentification of shift lever positions of automatic transmissions . . . shall be permanently displayed in view of the driver.' NHTSA has previously interpreted 'position' to mean the shift lever positions in relation to each other and the position that the driver has selected at the time of selection. Therefore, the display of a gear lever sequence and a gear position indicator is required for automobiles equipped with automatic transmissions. NHTSA has previously interpreted the requirement for permanent display as requiring a display that can be seen regardless of the operating mode of the engine. Thus, it is not permissible for the required display to be visible (e.g., in the case of an electronic display, be activated) only when the key is in the ignition switch. (I note that on August 25, l988, NHTSA published a notice of proposed rulemaking to amend the requirement for permanent display. A copy is enclosed.) Standard No. l0l specifies requirements for the location, identification and illumination of automatic gear position displays. Section S5.l requires that gear position displays must be visible to the driver under the conditions of S6. Section S6 provides that the driver is restrained by the crash protection equipment installed in accordance with Standard No. 208, Occupant Crash Protection, adjusted in accordance with the manufacturer's instructions. Section S5.3.l and Table 2 of the standard together require that automatic gear position displays be illuminated whenever the ignition switch and/or the headlamps are activated. The entry in Table 2 concerning the automatic gear position display references Standard No. l02. Your design includes the following ten shift lever positions: P R N D 3 2 l + M -. Under section S3.2 of Standard No. l02, all of these positions must be permanently displayed, i.e., there must be a display of the l0 positions in relation to each other and there must be an indication of the position that the driver has selected. As indicated above, Standard No. l0l specifies requirements for the location, identification and illumination of automatic gear position displays. The fact that your design would include more than one gear position display raises several issues, including (l) whether more than one display is permitted, (2) whether each display (where multiple displays are provided) must meet all of the requirements specified by Standards No. l0l and No. l02, and (3) whether multiple displays can be used to meet the requirements of the standards for gear position displays where no single display meets the requirements. It is our opinion that more than one display is permitted. It is also our opinion that if one display meets all of the requirements of Standards No. l0l and No. l02, the additional display(s) provided voluntarily by the manufacturer need not meet any particular requirements (except for section S5.3.5 of Standard No. l0l, which specifies requirements for sources of illumination not otherwise regulated by that standard). We have not previously found it necessary to address the issue of whether multiple displays can be used to meet the requirements of the standards for gear position displays where no single display meets the requirements. However, one commenter on the August 25, l988 notice cited above asked whether two displays could be used together to demonstrate compliance with section S3.2 of Standard No. l02. We plan to address that specific issue in the context of that rulemaking. While it is not entirely clear from your letter, the display on the middle console may provide permanent display (including times when the ignition is not on) of the shift lever positions, i.e., a display of the l0 positions in relation to each other and an indication of the position selected by the driver. It appears, however, that illumination is not provided for this display. Given the reference in Standard No. l0l to Standard No. l02, it is our opinion that where multiple gear position displays are provided and one complies with Standard No. l02 and the others do not, the requirements of Standard No. l0l must be met for the display which complies with Standard No. l02. If the display on the console fully met the requirements of Standards No. l0l and No. l02, it would be unnecessary for the additional display on the instrument panel to also meet the standards (with the exception of section S5.3.5 of Standard No. l0l, as noted above). I note that neither of the alternative instrument panel displays shown in your letter show all of the shift lever positions. While the displays do show P R N D 3 2 l, they show either 4 3 2 l or 4 3 M 2 l instead of + M -. If the instrument panel display, rather than the console display, was to be used to meet the requirements of section S3.2 of Standard No. l0l, it would be necessary for the display to show the l0 actual shift lever positions, including + M -. I also assume that the instrument panel display is not activated when the ignition is not on and thus does not provide a permanent display. I would like to note that the discussion in the preceding paragraph should not be read as a suggestion that you change the instrument panel display to show + M - instead of 4 3 2 l or 4 3 M 2 l. One consequence of your design is that, in the manual mode, the driver would not know what gear the car was in from either observing the location of the gear shift lever or by knowing the shift lever position (+ M or -). Your design takes care of this, however, by providing an indication of actual gear position on the instrument panel display. Assuming that you can meet the requirements of Standards No. l0l and No. l02 by means of the console display, we believe that it would be a desirable feature of your design to indicate actual gear position on the voluntarily provided instrument panel display. I hope this information is helpful. If you have any further questions concerning this matter, please contact me. Sincerely, Erika Z. Jones Chief Counsel"; |
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ID: aiam3605OpenMr. R. H. Zelinski, Vice President, Corporate Engineering, Zimmer Corporation, P.O. Box 2127, Pompano Beach, FL 33061; Mr. R. H. Zelinski Vice President Corporate Engineering Zimmer Corporation P.O. Box 2127 Pompano Beach FL 33061; Dear Mr. Zelinski: Thank you for your letter of August 6, 1982, to the Administrato asking whether there is 'any blanket waiver of standards solely based on a small production of vehicles.'; You are correct that no such waiver exists. Even a single automobil manufactured for use on the public roads must meet all applicable Federal motor vehicle safety standards unless exempted by the Administrator under the provisions of Part 555. A manufacturer whose total motor vehicle production in the year preceding filing of his petition does not exceed 10,000 units is eligible to apply for an exemption of up to three years on a hardship basis. Any manufacturer of motor vehicles may apply for an exemption of up to two years on the three remaining bases that you mention but the exemption extends only to a maximum of 2500 vehicles in any 12-month period that the exemption is in effect.; Under the original exemption authority, in effect from 1968 to 1971 exemptions were available on a hardship basis and the threshold of eligibility was 500 units.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam1638OpenMr. Albert L. Luce, President, Blue Bird Body Company, North Macon Street, Fort Valley GA 31030; Mr. Albert L. Luce President Blue Bird Body Company North Macon Street Fort Valley GA 31030; Dear Mr. Luce: The Office of Standards Enforcement (OSE) is in possession of a repor of a test conducted for the National Highway Traffic Safety Administration (NHTSA) which indicates that a Model CV-2901 bus manufactured by your company failed to meet the requirements of Federal Motor Vehicle Safety Standard (FMVSS) No. 217, Bus Window Retention and Release.' A copy of the Final Report is enclosed.; The potential noncompliance is summarized as follows: The bus did not comply with the window retention requirement (paragraph S5.1).; Pursuant to sections 112 and 108 (a)(2) of the National Traffic an Motor Vehicle Safety Act of 1966, Blue Bird Body Company is required to provide OSE, NHTSA, with the following information:; 1. The bus models and quantities manufactured by your company on an after September 1, 1973, that utilize the same window configuration as Model CV- 2901.; 2. The data used to certify your buses and the data obtained durin surveillance testing of the buses. This data should include actual test reports of testing done by or for your company.; 3. Information and data pertaining to investigations ad correctiv action you may have initiated as a result of the noncompliance indicated by this compliance test.; 4. Any other pertinent information you may wish to introduce. The Office of Standards Enforcement has received your defec notification dated October 1, 1974.; The requested information shall be submitted, in duplicate, to th National Highway Traffic Safety Administration, Motor Vehicle Programs, Office of Standards Enforcement, 2100 Second Street, S.W., Washington, D.C. 20590, within 20 days from the receipt of this letter.; Should there be any questions concerning this letter, please refer the to Mr. Alfred Kazmierczak, a member of my staff, telephone number 202-426- 0826.; Sincerely, Francis Armstrong, Director, Office of Standard Enforcement, Motor Vehicle Programs; |
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ID: aiam2917OpenMr. Moe Pare, Jr., Cars & Concepts, Inc., 12500 E. Grand River, Brighton, MI 48116; Mr. Moe Pare Jr. Cars & Concepts Inc. 12500 E. Grand River Brighton MI 48116; Dear Mr. Pare: This responds to your December 4, 1978, letter concerning th applicability of Safety Standard No. 205, *Glazing Materials*, to applied windshield tint bands.; I am enclosing copies of two previous letters of interpretation by th agency regarding polyester films that appear to be similar to the product you describe. I think these letters will answer all of your questions. If not, please contact Hugh Oates of my office at 202-426-2992.; Sincerely, Joseph J. Levin, Jr., Chief Counsel |
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ID: aiam0183OpenMr. Arna Gunntorp, Development Department, Gummifabriken Gislaved Aktiebolag, 33200 Gislaved, Sweden; Mr. Arna Gunntorp Development Department Gummifabriken Gislaved Aktiebolag 33200 Gislaved Sweden; Dear mr. Gunntorp: #In response to your letter of November 3, 1969, th Department of Transportation hereby assigns number *210* to the Gummifabriken Gislaved Aktiebolag, Gislaved, Sweden, as its approved code mark. The approved code mark is for use in identifying the tire manufacturer in accordance with S4.3 of Federal Motor Vehicle Safety Standard No. 109 and the National Traffic and Motor Vehicle Safety Act of 1966 (15 USC 1421 (1)). #Your attention is directed to the requirement for designation of an agent in accordance with the National Traffic and Motor Vehicle Safety Act of 1966, Subsection (110(e)). This requirement is implemented by our 'General Procedural Rules, Subpart D - Service of Process, Agents.' #As required, I have enclosed a copy of the Federal Motor Vehicle Safety Standards No. 109 and No. 110 with amendments. #Sincerely, Roger H. Compton, Director, Office of Standards on Accident Avoidance, Motor Vehicle Safety Performance Service; |
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ID: aiam4969OpenMr. Wm. Richard Alexander Chief, Pupil Transportation Maryland State Department of Education Office of Administration and Finance 200 West Baltimore Street Baltimore, MD 21201; Mr. Wm. Richard Alexander Chief Pupil Transportation Maryland State Department of Education Office of Administration and Finance 200 West Baltimore Street Baltimore MD 21201; Dear Mr. Alexander: This responds to your letter of February 18, 199 requesting confirmation 'that forward-facing wheelchairs on school buses do not need a crash barrier located forward of each wheelchair position.' As explained below, your understanding is correct. Section S5.2 of Standard No. 222, School bus passenger seating and crash protection, requires 'a restraining barrier forward of any designated seating position that does not have the rear surface of another school bus passenger seat within 24 inches of its seating reference point.' Under S5.2.1, the rear surface of the restraining barrier must be within a distance of 24 inches or less from the seating reference point. Standard No. 222's requirement for a restraining barrier does not apply to wheelchair positions. First, a wheelchair position is not technically a 'designated seating position,' as that term is defined in 49 CFR 571.3. Second, Standard No. 222's seating requirements apply only to 'school bus passenger seats.' See S1 of Standard No. 222. The term 'school bus passenger seat' is defined in S4 as 'a seat in a school bus, other than the driver's seat or a seat installed to accommodate handicapped or convalescent passengers.' I would also note that installing a crash barrier forward of a wheelchair securement location in compliance with S5.2.1 would appear to be impractical. First, the seating reference point could move depending on the type of wheelchair secured at the location. Second, many wheelchairs would not fit behind a restraining barrier complying with S5.2.1 as some are longer than 24 inches forward of the seating reference point. While the current requirements of Standard No. 222 do not have any requirements for wheelchair securement locations, NHTSA is concerned about providing crash protection for all students on school buses. NHTSA has recently published a notice of proposed rulemaking concerning requirements for wheelchair securement devices and occupant restraint systems on school buses. The notice proposed amending Standard No. 222 to include minimum strength and location requirements for the anchorages for securement and restraint devices and minimum strength requirements for the securement and restraint devices themselves. This notice did not, however, propose to require a restraining barrier forward of wheelchair securement locations. I am enclosing a copy of the notice for your information. 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, Paul Jackson Rice Chief Counsel Enclosure; |
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ID: aiam0479OpenMr. Paul F. Bennett, Utility Trailer Manufacturing Company, City of Industry, CA, 91747; Mr. Paul F. Bennett Utility Trailer Manufacturing Company City of Industry CA 91747; Dear Mr. Bennett: This is in replay to your letter of October 28. We understand your apparent problem in mounting the middl identification lamp on the vertical centerline, near the extreme height of the vehicle. Since it is apparently impracticable to mount the lamps at this height, their relocation to a position under the door opening would appear to meet the requirement that identification lamps to mounted 'as close as practicable to the top of the vehicle' (Table II, Standard No. 108).; Sincerely, Lawrence R. Schneider, Chief Counsel |
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ID: aiam5381OpenThe Honorable John A. Boehner Member, United States House of Representatives 5617 Liberty Fairfield Road Hamilton, Ohio 45011; The Honorable John A. Boehner Member United States House of Representatives 5617 Liberty Fairfield Road Hamilton Ohio 45011; "Dear Congressman Boehner: This responds to your letter of April 7 1994, to the Department of Transportation (DOT) on behalf of your constituents, John Cail Sr. and James Lipps of Eaton. Messrs. Cail and Lipps have requested your assistance in obtaining DOT 'approval and color code designation' for their 'Life Lites' system. This is a stop lamp system consisting of two 18-inch long 1/2-inch wide devices intended to be mounted on the front of a vehicle alongside the windshield pillars, to emit a light of either purple or coral. The system is activated with the rear stop lamps when the brakes are applied, and it is intended to warn observers to the front of a vehicle that the vehicle is braking. It 'could be mounted to most existing vehicles and could be readily incorporated into new car designs.' The National Highway Traffic Safety Administration (NHTSA)is the component of DOT that is responsible for motor vehicle safety under the National Traffic and Motor Vehicle Safety Act. The Act does not authorize NHTSA to 'approve' or disapprove safety inventions such as Life Lites. We do advise, however, whether such inventions are permitted under the Act and applicable regulations such as the Federal motor vehicle safety standards. The fact that a device may be permitted under NHTSA laws must not be interpreted as our approval or endorsement of it. The standard that applies to motor vehicle lighting is Standard No. 108 Lamps, Reflective Devices and Associated Equipment. Life Lites emitting either color may be installed as original equipment by the manufacturer, distributor, or dealer at the time a vehicle is sold to its first purchaser provided that it does not impair the effectiveness of any of the frontal lighting equipment required by Standard No. 108 such as headlamps and turn signals. The materials you enclosed show a color closeup newspaper photo of a Life Lite in operation, its relatively low output does not appear sufficient to impair headlamp effectiveness. There would be concern, however, if it were to distract attention from an operating turn signal and, in this sense, impair its effectiveness. However, the responsibility for determining whether supplemental original lighting equipment impairs the effectiveness of the required lighting equipment rests with the installer, and NHTSA will not question this determination unless it appears clearly erroneous. Life Lites that are sold in the aftermarket and intended for vehicles in use, are prohibited by the Act if their installation by a manufacturer, distributor, dealer, or motor vehicle repair business 'knowingly renders inoperative, in whole or part' the required motor vehicle lighting equipment. Though the words are different between the Act and Standard No. 108, in this instance we would equate partial inoperability with impairment of effectiveness and the same considerations would apply. However, the Act does not prohibit vehicle owners under any circumstances from installing Life Lites themselves if they are able to do so. But the legality of Life Lites of either color and under any scenario remains subject to the laws of any State in which the device is operated. We are unable to advise your constituents of the laws of the individual States, and suggest that they write for an opinion to the American Association of Motor Vehicle Administrators, 4600 Wilson Boulevard, Arlington, VA 22203. Sincerely, John Womack Acting Chief Counsel"; |
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ID: aiam2444OpenCharles O. Verrill, Jr., Esq., Messrs. Patton, Boggs, & Blow, 1200 Seventeenth Street, N.W., Washington, DC 20036; Charles O. Verrill Jr. Esq. Messrs. Patton Boggs & Blow 1200 Seventeenth Street N.W. Washington DC 20036; Dear Mr. Verrill: This is in reply to your letter of October 19, 1976, to th Administrator with respect to the Ryan tote- trailer manufactured by your client, Outboard Marine Corporation. You have asked whether the tote-trailer is a 'motor vehicle' as defined by 15 U.S.C. 1391(3), if the answer is affirmative you have asked whether the tote trailer is a 'pole trailer' as defined in 49 CFR 571.3(b), if the answer is negative, you have asked that any failure to comply with the Federal motor vehicle safety standards and other regulations be deemed inconsequential as it relates to motor vehicle safety.; In our opinion the tote- trailer is a 'motor vehicle' within th meaning of S 1391(3). Although the equipment that it carries is intended for off-road use, the tote trailer with load is hauled from place to place by motor vehicles, as depicted in the sales literature, that operate on the public roads. It has been our continuing opinion that vehicles which use the highway on a necessary and recurring basis to move between work sites are motor vehicles. As your letter indicates, the trailer is purchased by rental agencies and 'is likely to be towed on the public roads and highways.' We therefore have concluded that the tote trailer is 'manufactured primarily for use on the public streets, roads, and highways' and falls within the coverage of the National Traffic and Motor Vehicle Safety Act of 1966.; It is also our conclusion that the tote trailer is not a 'pole trailer as defined by 49 CFR 571.3(b). The tote trailer is attached to the towing vehicle by a conventional tongue and not 'by means of a reach or pole, or by being boomed or otherwise secured to the towing vehicle.' In addition, the load does not appear capable of sustaining itself as a beam between the supporting connections.; Therefore, it appears from your letter that all tote trailer manufactured since January 1, 1969, have not been equipped with lighting devices required by 49 CFR 571.108, Motor Vehicle Safety Standard No. 108, *Lamps, Reflective Devices and Associated Equipment*, that those manufactured since January 1, 1972, have not been provided with GAWR and GVWR figures on the certification labels required by 49 CFR Part 567, *Certification*, and that those manufactured since September 1, 1976, may have not been equipped with tires required by 49 CFR 571.120, *Tire Selection and Rims for Vehicles Other Than Passenger Cars*.; If your client wishes to submit a petition for inconsequentiality w request that it follow the format in proposed 49 CFR Part 566, copy enclosed. You may refer any questions on this matter to Mr. Vinson of my staff.; Sincerely, Frank A. Berndt, Acting Chief Counsel |
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ID: aiam0029OpenMr. E.L. Koepenick, Secretary-Treasurer, Fire Apparatus Manufacturers Association, Inc., 7979 Old Georgetown Road, Washington, D.C. 20014; Mr. E.L. Koepenick Secretary-Treasurer Fire Apparatus Manufacturers Association Inc. 7979 Old Georgetown Road Washington D.C. 20014; Dear Mr. Koepenick: #Thank you for your letter addressed to Dr. Haddon dated June 19, 1967, which has been referred to me for reply to your inquiry concerning the effect of Motor Vehicle Safety Standards on fire trucks. #The purpose of Standard No. 107 is to reduce the likelihood that unacceptable glare from reflecting surfaces in the driver's field of view will hinder the safe and normal operation of the motor vehicle. At present, paragraph S4, 'Requirements,' only covers windshield wiper arms and blades, inside windshield mouldings(sic), horn rings and hub of the steering wheel, and inside rearview mirror frame and mounting bracket. #The initial Federal Motor Vehicle Safety Standards contain no mandatory requirement for seat belt installations or seat belt anchorages in trucks. However, if seat belts are installed in truck they must conform to Motor Vehicle Safety Standard No. 209, effective March 1, 1967. #Sincerely, George C. Nield, Acting Director, Motor Vehicle Safety Performance Service; |
Request an Interpretation
You may email your request to Interpretations.NHTSA@dot.gov or send your request in hard copy to:
The Chief Counsel
National Highway Traffic Safety Administration, W41-326
U.S. Department of Transportation
1200 New Jersey Avenue SE
Washington, DC 20590
If you want to talk to someone at NHTSA about what a request for interpretation should include, call the Office of the Chief Counsel at 202-366-2992.
Please note that NHTSA’s response will be made available in this online database, and that the incoming interpretation request may also be made publicly available.