ID: nht88-3.85

TYPE: INTERPRETATION-NHTSA

DATE: 11/01/88 EST

FROM: ERIKA Z. JONES -- CHIEF COUNSEL NHTSA

TO: WILLIAM E. LAWLER -- SPECIFICATIONS MANAGER INDIANA MILLS & MANUFACTURING, INC.

TITLE: NONE

ATTACHMT: LETTER DATED 08/01/88 TO ERICA Z. JONES FROM WILLIAM E. LAWLER; OCC - 2362

TEXT: Dear Mr. Lawler:

This responds to your request for an interpretation of Standard No. 208, Occupant Crash Protection (49 CFR @ 571.208). Specifically, you noted that a final rule published July 6, 1988 (53 FR 25337) upgrades the safety belt requirements for heavy vehicl es manufactured on or after September 1, 1990. One of the new requirements for those safety belts is that, if an automatic locking retractor (ALR) is used, that retractor "shall not retract webbing to the next locking position until at least 3/4 inch of webbing has moved into the retractor." Standard No. 208 sets forth this requirement in section S4.3.2.2 for trucks and multipurpose passenger vehicles with a gross vehicle weight rating of more than 10,000 pounds, and in section S4.4.2.2 for buses. You asked whether an ALR that depended on a mechanism external to the retractor itself to prevent it from retracting webbing to the next locking position would comply with S4.3.2.2 and S4.4.2.2. The answer to your question is no.

The agency explained in detail the reasons why the final rule did not adopt the proposed requirement for all heavy vehicle safety belts to be equipped with emergency locking retractors only; see 53 FR 25338-25340. The proposed prohibition of ALR's in he avy vehicles was based on the tendency of current designs of ALR's to become progressively tighter around an occupant as the vehicle travels over potholes or other jarring surfaces of the road. However, NHTSA acknowledged in the final rule that some nev er designs of ALR's do not exhibit this tendency. In response to these newer designs of ALR's, the agency said:

Therefore, this rule has been expanded from the proposal, in order to permit ALR's with anti-cinch capability to be installed in heavy vehicles. For the purposes of this rule, anti-cinch capability is determined by examining the working of the retrac tor after it has locked after the initial adjustment of the safety belt. 53 FR 25339.

This language explicitly states that the "working of the retractor" is what determines whether an ALR on a heavy vehicle belt complies with the requirements of Standard No. 208. Since the focus is exclusively on the "working of the retractor," an ALR mu st comply with these requirements without depending upon any external mechanisms to assist it. Any ALR that cannot satisfy these requirements without the assistance of external mechanisms would not comply with Standard No. 208's requirements for ALR's o n heavy vehicles.

This conclusion is reinforced by the agency's statement that:

"NHTSA believes it is appropriate to measure compliance with this new 3/4 inch minimum webbing travel requirement for ALR's in Standard No. 208 under the same conditions currently specified for determining compliance with the existing 1-inch maximum w ebbing travel requirement for ALR's in Standard No. 209." 53 FR 25340.

The 1-inch maximum webbing travel requirement for ALR's is set forth in section S4.3(i) of Standard No. 209. Since Standard No. 209 became effective in 1968, the agency has determined whether ALR's comply with this requirement by examining the performan ce of the retractor itself without any assistance from external mechanisms. As explained in the final rule, the same procedure (examining the performance of the retractor itself without any assistance from external mechanisms) will be used to measure co mpliance with the minimum webbing travel requirements in Standard No. 208.

In your letter, you requested that we issue an interpretation that any ALR that complies with Standard No. 209 can rely on the use of an external mechanism, such as your company's "Komfort-Lok," to comply with the minimum webbing travel requirements of S tandard No. 208 for ALR's on safety belts in heavy vehicles. I cannot do so, for the reasons explained above. Any ALR used on a heavy vehicle safety belt must satisfy the minimum webbing travel requirements in Standard No. 208 by the working of the ret ractor itself, without the use of any external mechanisms.

Sincerely,

ID: nht89-2.63

TYPE: Interpretation-NHTSA

DATE: August 8, 1989

FROM: Michael F. Trentacoste -- Director, Office of Motor Carrier Standards, Federal Highway Administration

TO: Karen Finkel -- Executive Director, National School Transportation Association

TITLE: Re HCS-3

ATTACHMT: Attached to letter dated 9-29-77 from J.J. Levin, Jr. to M.B. Mathieson; Also attached to letter dated 7-5-84 from F. Berndt to R. Marion; Also attached to letter dated 3-23-90 from A.H. Brett to M.B. Mathieson; Also attached to letter dated 12 -3-90 from P.J. Rice to M.B. Mathieson (A36; Std. 217); Also attached to letter dated 3-26-90 from M.B. Mathieson to E.Z. Jones (OCC 4598); Also attached to letter dated 3-30-90 from M.B. Mathieson to M.F. Trentacoste

TEXT:

This is in response to your telephone conversation with Ms. Susan Patty of my office regarding the emergency exit requirements for buses subject to the Federal Motor Carrier Safety Regulations (FMCSRs). You asked if buses purchased as school buses, that meet National Highway Traffic Safety Administration (NHTSA) standards for school bus emergency exits, must have additional emergency exit space when used in interstate commerce and if push-out type windows are required to meet these exit requirements. W e note that NHTSA wrote to you on April 29, 1989, in response to your request for an interpretation regarding the requirements for push-out windows under Standard 217.

Title 49 C.F.R. S 393.61 establishes the window and emergency exit requirements for buses subject to the FMCSRs. Under this part, buses manufactured on or after September 1, 1973, must meet the minimum emergency requirements established under Federal Mo tor Vehicle Safety Standard 217. Buses that were manufactured before this date may either meet these requirements of Standard 217 or the requirements listed in the FMCSRs under S 393.61(b). As you know, Standard 217 establishes minimum emergency exit r equirements for school buses and different minimum emergency exit requirements for non-school buses over 10,000 Gross Vehicle Weight Rating.

Section 393.61(b)(2) says that "a bus, including a school bus, manufactured on and after September 1, 1973" (emphasis added) must conform with NHTSA's S 571.217. At the time this provision was adopted, Standard 217 applied only to other buses and it was optional for schoolbuses. The FHWA inserted the language, "including school buses," in S 393.61(b)(2) to make clear that school buses used in interstate commerce and, therefore, subject to the FMCSRs, were required to comply with the bus exit standard in Standard 217. Therefore, when a school bus is used in operations that are subject to the FMCSRs, that bus must meet the same minimum emergency exit requirements for non-school buses under S 571.217.

This interpretation is consistent with FHWA's previous interpretations on school bus operations and school bus windows. In 1975, the FHWA published its interpretations of the FMCSRs, which stated, in part, that "neither the general provisions of the Saf ety Regulations, nor the specific

provision of any part of the section of Subpart D, Part 393, contain any language which would exempt school buses from the window construction requirements" (40 Fed. Reg. 50,671, 50,689 (1975). This interpretation goes on to explain that school buses su bject to the FMCSRs, just like other buses which are subject to the FMCSRs, are given an option under S 393.61(c) to use laminated safety glass in lieu of push-out windows if the glass size is sufficient to meet the exit requirements of S 393.61 (b).

Regarding push-out windows, S 393.61(b)(3) provides that older buses must conform with the requirements of SS 393.61(b) or 571.217. Buses which are subject to S 571.217 would follow NHTSA'S interpretation on push-out windows provided to you in its April 29, 1989, letter. Buses which are subject to S 393.61(b)(1) of the FMCSRs are required to have emergency windows that are either push-out windows or that have laminated safety glass that can be pushed out in a manner similar to a push-out window. These requirements were also discussed in the 1977 FMCSRs Interpretations, under Number 4b(4) "Windshield Construction--Section 393.61." Enclosed is an excerpt from those interpretations.

I hope that this information is helpful.

ID: nht92-7.27

DATE: April 27, 1992

FROM: Paul Jackson Rice -- Chief Counsel, NHTSA

TO: Michael Love -- Manager, Compliance, Porsche Cars North America, Inc.

TITLE: None

ATTACHMT: Attached to letter dated 4/3/92 from Michael Love to Paul J. Rice (OCC 7171)

TEXT:

This responds to your letter of April 3, 1992, requesting concurrence by this Office in your interpretation of the requirements of Standard No. 108 for the location of center highmounted stop lamps.

Porsche wishes to install a center lamp on the movable spoiler of its 911 Carrera, a configuration previously approved by this Office providing that all photometric and visibility requirements are met. However, S5.3.1.8 of Standard No. 108 requires that "If the lamp is mounted below the rear window, no portion of the lens shall be lower than 6 inches below the rear window on convertibles, or 3 inches on other passenger cars." Although Porsche's intended center lamp meets this requirement with the spoiler in the extended position (when the car reaches 45 to 55 mph and slows to 9 to 12 mph), at other times, when the spoiler is lowered, the center lamp would be 7.5 inches below the window on the coupe, and 9.5 inches for the convertible.

Nevertheless, you believe that this may be acceptable. You cite an opinion rendered Mazda in which NHTSA did not object to center lamps mounted on tailgates because, as we advised Mazda, the center lamp is a "supplementary" lamp, and that "Even if the deck, hatch, or tailgate upon which it is mounted should be open, following drivers may still observe the signals of the primary stop lamp lamps..." You further quote NHTSA's frequently repeated advisory that "Compliance of a vehicle is determined with respect to its normal driving position. . . ," and argue that Porsche's design "fulfills the spirit of the height requirements under all conditions" and the height requirement itself "under a majority of 'normal driving conditions.'" You further argue that even in the down position the triangular relationship between the center lamp and the stop lamps is retained. Finally, you argue that the proposed lamp conforms with NHTSA's philosophy to make Standard No. 108 more performance-oriented "by fulfilling the photometric requirements at all positions."

I am sorry that we cannot concur in your interpretation. When we judge whether a vehicle meets the location and visibility requirements of Standard No. 108, we determine compliance of the vehicle in what appears to us to be its normal operating or driving position. The fact that the vehicle may not comply under all conditions of operation is, of course, of concern to us, but we try to weigh the realities of vehicle design and usage against the need of the public for safety. In the Mazda interpretation, there was no question that the vehicle as manufactured would comply with the locational requirement for center lamps when the tailgate was closed. The "normal driving position" of a vehicle with a tailgate is with the tailgate in the closed position, and use of a vehicle with the tailgate not closed is likely to be infrequent compared with its use with the tailgate closed. In another interpretation, rendered years ago, the fact that a vehicle with hydraulic suspension would not

meet the minimum height requirements for headlamps with the vehicle at rest was considered a technical noncompliance only because by the time the vehicle was in its normal operating condition (with the engine running and the car ready to move into the stream of traffic), the suspension had raised the vehicle to a height where the headlamps exceeded the minimum height requirements.

By contrast, the center lamp on the Carerra will not meet the locational requirements from a state of rest up to a minimum of 45 mph, that is to say, under low-speed urban driving conditions where the center lamp is most likely to achieve its purpose of reducing the frequency and severity of rear end impacts. This, to us, is the "normal operating position" of the Carerra with respect to the location of the proposed center lamp.

I would like to close by pointing out that the agency went to a considerable extent in considering the comments of manufacturers before adopting the requirements of S5.3.1.8, in order to minimize design restrictions consistent with safety. NHTSA proposed three alternative locations, and adopted one that was less restrictive than any of the alternatives. Subsequently, pursuant to petitions for reconsideration by vehicle manufacturers, NHTSA relaxed the location requirements of S5.3.1.8 even further.

ID: nht90-2.89

TYPE: INTERPRETATION-NHTSA

DATE: 06/18/90

FROM: PAUL JACKSON RICE -- NHTSA CHIEF COUNSEL

TO: JOHN W. GARRINGER

TITLE: NONE

ATTACHMT: LETTER DATED 05/07/90 FROM JOHN W. GARRINGER TO STEPHEN P. WOOD -- NHTSA, OCC 4751; LETTER DATED 02/01/90 FROM JOHN W. GARRINGER TO TERRY M. GERNSTEIN

TEXT: This responds to your letter asking whether Federal law permits the installation of tinted plastic film on the bottom of motor vehicle windshields. The purpose of this film would be to reduce glare for the driver and any front seat passengers. I am ple ased to have this opportunity to explain how our laws and regulations apply to such a product.

Our agency is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381 et seq.; the Safety Act) to issue safety standards applicable to new motor vehicles and new items of motor vehicle equipment. NHTSA, however, does not appro ve or certify any vehicles or items of equipment, nor do we endorse any commercial products or processes. Instead, the Safety Act specifies that each manufacturer itself must certify that its products meet all applicable safety standards. The agency pe riodically tests vehicles and items of equipment for compliance with the standards, and also investigates alleged defects related to motor vehicle safety and alleged violations of other statutory provisions.

Pursuant to this authority, NHTSA has issued Standard No. 205, Glazing Materials (49 CFR @ 571.205), which sets forth performance requirements for windows and other glazing items installed in motor vehicles. Among the requirements set forth in Standard N o. 205 are specifications for minimum levels of light transmittance. A minimum of 70 percent light transmittance is required in glazing areas requisite for driving visibility, which includes all windows in passenger cars. In trucks and buses, the winds hield and windows to the immediate right and left of the driver and the rearmost window, if the latter is used for driving visibility, are considered to be requisite for driving visibility, and therefore subject to the 70 percent minimum light transmitta nce requirement.

Your letter did not provide any information on the light transmittance that would be measured through glazing with your Hood Glare product installed on it. The combination of the glazing material and your tinting film must allow at least 70 percent light transmittance to comply with the requirements of Standard No. 205. No manufacturer or dealer would be permitted to install your tinting film on the glazing materials on new vehicles, unless the manufacturer or dealer certifies that the vehicle continue s to comply with the 70 percent minimum light transmittance and other requirements of Standard No. 205.

After a vehicle is first sold to a consumer, modifications to the vehicle are affected by section 108(a)(2)(A) of the Safety Act (15 U.S.C. 1397(a)(2)(A)). That section prohibits any manufacturer, dealer, distributor, or repair business from "rendering i noperative" any device or element of design installed in a vehicle in compliance with any safety standard. This provision of the law means that no manufacturer, dealer, distributor, or repair business could install tinting film if the addition of the ti nting film to the glazing would result in a light transmittance of less than 70 percent, or otherwise cause the vehicle to no longer comply with the applicable requirements of Standard 205. Violations of this "render inoperative" prohibition can result in Federal civil penalties to the manufacturer, dealer, distributor, or repair business of up to $ 1000 for each noncomplying installation.

Section 108(a)(2)(A) of the Safety Act does not affect vehicle owners. Hence, vehicle owners themselves may install tinting film or any other product on the glazing of their vehicle, regardless of whether the installation causes the vehicle to no longer comply with Standard No. 205. Individual States have the authority to regulate the operational use of vehicles by their owners, and, therefore, have the authority to regulate or preclude individual owner modifications to the glazing of their vehicles.

I have enclosed an information sheet that summarizes the relationship between Federal auto safety laws and motor vehicle window tinting. I hope this information is helpful. If you have any further questions or need any additional information about this topic, please feel free to contact Dorothy Nakama of my staff at this address or by telephone at (202) 366-2992.

ENCLOSURE

ID: nht95-7.22

TYPE: INTERPRETATION-NHTSA

DATE: October 14, 1995

FROM: Samuel J. Dubbin -- Chief Counsel, NHTSA

TO: Bob Clement -- U.S. House of Representatives

TITLE: NONE

ATTACHMT: Attached to 10/03/95 Letter from Bob Clement to Ricardo Martinez

TEXT: Dear Congressman Clement:

Thank you for your letter of October 3, 1995, enclosing correspondence from Mr. Dale Allen Pommer concerning his attempts to have a third seat belt installed in the back seat of his 1983 Chevrolet S-10 Blazer. Mr. Pommer has been told that this cannot be done because of safety laws. You requested comments on Mr. Pommer's letter. As explained below, there is not Federal prohibition against the modification Mr. Pommer would like done to his vehicle. However, Federal law does place some limits on how the modification is done. The installation of additional seat belts must be done in a way that does not compromise the performance of the existing seat belts.

Some background information about the agency may be useful. NHTSA has the authority to issue federal motor vehicle safety standards applicable to new motor vehicles and new items of motor vehicle equipment. Federal motor vehicle safety standards are minimum standards, and may be exceeded by manufacturers. Federal law prohibits the manufacture or sale of any new motor vehicle or new item of motor vehicle equipment which does not conform to all applicable Federal motor vehicle safety standards in effect at the time of manufacture.

After the first retail sale, there is a limit on the modifications that can be made by certain businesses to vehicles. Manufacturers, distributors, dealers, and repair businesses are prohibited from "knowingly making inoperative" any device or element of design installed on or in a motor vehicle in compliance with an applicable safety standard (49 USC @ 30122). In general, the "make inoperative" prohibition would require a business which modifies motor vehicles to ensure that it does not remove, disconnect, or degrade the performance of safety equipment installed in compliance with an applicable safety standard.

A safety belt is an item of motor vehicle equipment and all safety belts sold in the United States must be certified as complying with Standard No. 209, Seat Belt Assemblies, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as a replacement part, Standard No. 209 sets forth strength, elongation, webbing width, durability, and other requirements for seat belt assemblies. The additional belt which might be added to Mr. Pommer's vehicle must comply with the requirements of Standard No. 209.

In addition to Standard No. 209, the agency has issued two additional safety standards which apply to new vehicles and affect safety belts: Standard No. 208, Occupant Crast Protection, which sets forth requirements for occupant protection at the various seating positions in vehicles, and Standard No. 210, Seat Belt Assembly Anchorages, which establishes strength and location requirements for seat belt anchorages. The 1983 Chevrolet S-10 Blazer would have been required to have, at a minimum, a lap belt at each rear designated seating position.

A "designated seating position" is defined by NHTSA regulations as:

any plan view location capable of accommodating a person at least as large as a 5th percentile adult female, if the overall seat configuration and design and vehicle design is such that the position is likely to be used as a seating position while the vehicle is in motion . . . Any bench or split-bench seat . . . having greater than 50 inches of hip room (measured in accordance with SAE Standard J1100(a)) shall have not less than three designated seating positions.

Since the 1982 Chevrolet S-10 Blazer had a rear bench seat with 49.5 inches of hip room, that seat was required to have a minimum of two lap belts.

The "make inoperative" prohibition discussed earlier would not prohibit a business from adding a third seat belt to Mr. Pommer's vehicle. In addition, the anchorages would not have to comply with Standard No. 210. However, in adding the third seat belt, is is possible that the existing belts and anchorages would have to be relocated. The businesses contacted by Mr. Pommer may be concerned that the belts and anchorages could not be removed and replaced without "making inoperative" the compliance of those belts and anchorages.

I hope this information has been helpful.

ID: nht91-3.29

DATE: April 26, 1991

FROM: John Marcum -- Electric Vehicles, S.A.

TO: Paul Jackson Rice -- Chief Counsel, NHTSA

TITLE: None

ATTACHMT: Attached to letter dated 9-11-91 from Paul Jackson Rice to John Marcum (A38; Part 591; VSA S108(j))

TEXT:

Thank you for your letter of 22 April, 1991 concerning EVSA's request for a temporary exemption from the Federal motor vehicle safety standards for its prototype electric minibus. I understand that the exemption is not possible since it was requested after the vehicle was manufactured.

As you point out, however, this imported minibus is evidently exempted from compliance for up to 5 years since it is being used for "research, investigations studies or demonstrations or training". The "research, investigations and studies" references seems clear enough, but I would appreciate clarification as to whether "demonstration and training" can include the carrying of passengers for demonstration and evaluation services. If so, are there any special conditions that must be observed. For example, could the passengers pay for the rides or should the rides be free? Is there a limit as to the length of time during which the passenger demonstration phase is scheduled?

We are reviewing the regulations you sent us and will provide any further information that may be needed.

ID: 3327o

Mr. C. I. Nielsen III
Vice President/General Sales Manager
Wesbar Corporation
Post Office Box 577
West Bend, WI 53095

Dear Mr. Nielsen:

This is in reply to your letter of November ll, l988, asking for an interpretation of Motor Vehicle Safety Standard No. l08. Specifically, you find unclear the "minimum square inches required of a turn signal lens for a trailer/vehicle, 80" or more in overall with, using a single compartment lamp assembly".

As you stated, the applicable standard is SAE J588e Turn Signal Lamps, September 1970. This standard does not set minimum area requirements per se for turn signal lenses, but it does specify minimum requirements for "effective projected luminous areas" of turn signal lamps. With respect to a single compartment turn signal lamp, section 3.2 of J588e requires this area, when measured on a plane at right angles to the axis of the lamp, to be at least 8 square inches for a rear lamp, and at least 3.5 square inches for a front lamp.

As you are probably aware, on September 9 of this year the agency proposed adopting SAE J1395 APR85 Turn Signal Lamps for Use on Motor Vehicles 2032mm or More in Overall Width. Its section 5.3.2 requires "the functional lighted lens area of a single lamp" to be at least 75 square centimeters (12 square inches). The agency is currently reviewing the comments received on the proposal.

I hope that this clarifies the matter for you.

Sincerely,

Erika Z. Jones Chief Counsel

ref:l08 d:l2/30/88

ID: 8692

Ms. Laura J. Platter
6662 Mohawk Court
Columbia, MD 21046

Dear Ms. Platter:

This responds to your letter to Senator Barbara Mikulski about the Federal government's classification of minivans for safety purposes. You were concerned that classifying minivans as trucks rather than passenger vehicles would permit these vehicles to be equipped with fewer safety features.

Congress has authorized this agency, the National Highway Traffic Safety Administration (NHTSA), to issue Federal motor vehicle safety standards that are applicable to new motor vehicles and items of motor vehicle equipment. In the last few years, NHTSA has extended nearly all the passenger car safety standards to cover light trucks and multipurpose passenger vehicles (MPVs). (Minivans are typically considered to be MPVs under our safety standards.)

The only significant safety requirement for passenger cars that the agency has not extended to light trucks and MPVs is dynamic side impact protection. This is a new requirement that is being phased in for passenger cars beginning this September. NHTSA is currently in rulemaking to consider whether the dynamic side impact protection requirements should be extended to light trucks and MPV's, and published an advance notice of proposed rulemaking on this subject in June 1992.

I hope this information is helpful to you.

Sincerely,

Howard M. Smolkin Acting Administrator

cc: The Honorable Barbara A. Mikulski

ref:571 d:6/11/93

ID: nht88-4.53

TYPE: INTERPRETATION-NHTSA

DATE: 12/30/88 EST

FROM: ERIKA Z. JONES -- NHTSA CHIEF COUNSEL

TO: C. I. NIELSEN III -- VICE PRESIDENT/GENERAL SALES MANAGER, WESBAR CORPORATION

TITLE: NONE

ATTACHMT: MEMO DATED 11-11-88, TO ERIKA 2. JONES, FROM C.I. NIELSEN III -- WESBAR, OCC-2789.

TEXT: This is in reply to your letter of November 11, 1988, asking for an interpretation of Motor Vehicle Safety Standard No. 108. Specifically, you find unclear the "minimum square inches required of a turn signal lens for a trailer/vehicle, 80" or more in o verall with, using a single compartment lamp assembly".

As you stated, the applicable standard is SAE J588e Turn Signal Lamps, September 1970. This standard does not set minimum area requirements per se for turn signal lenses, but it does specify minimum requirements for "effective projected luminous areas" o f turn signal lamps. With respect to a single compartment turn signal lamp, section 3.2 of J588e requires this area, when measured on a plane at right angles to the axis of the lamp, to be at least 8 square inches for a rear lamp, and at least 3.5 squar e inches for a front lamp.

As you are probably aware, on September 9 of this year the agency proposed adopting SAE J1395 APR85 Turn Signal Lamps for Use on Motor Vehicles 2032mm or More in Overall Width. Its section 5.3.2 requires "the functional lighted lens area of a single lam p" to be at least 75 square centimeters (12 square inches). The agency is currently reviewing the comments received on the proposal.

I hope that this clarifies the matter for you.

ID: nht93-4.31

DATE: June 11, 1993

FROM: Howard M. Smolkin -- Acting Administrator, U.S. Department of Transportation, NHTSA

TO: Laura J. Platter

COPYEE: Barbara A. Mikulski -- United States Senate

TITLE: None

ATTACHMT: Attached to letter dated 5-21-93 from Carl W. Vogt to Howard Smolkin (OCC 8692)

TEXT: This responds to your letter to Senator Barbara Mikulski about the Federal government's classification of minivans for safety purposes. You were concerned that classifying minivans as trucks rather than passenger vehicles would permit these vehicles to be equipped with fewer safety features.

Congress has authorized this agency, the National Highway Traffic Safety Administration (NHTSA), to issue Federal motor vehicle safety standards that are applicable to new motor vehicles and items of motor vehicle equipment. In the last few years, NHTSA has extended nearly all the passenger car safety standards to cover light trucks and multipurpose passenger vehicles (MPVs). (Minivans are typically considered to be MPVs under our safety standards.)

The only significant safety requirement for passenger cars that the agency has not extended to light trucks and MPVs is dynamic side impact protection. This is a new requirement that is being phased in for passenger cars beginning this September. NHTSA is currently in rulemaking to consider whether the dynamic side impact protection requirements should be extended to light trucks and MPV's, and published an advance notice of proposed rulemaking on this subject in June 1992.

I hope this information is helpful to you.