NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
Search Tool
NHTSA's Interpretation Files Search
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ID: aiam1135OpenMr. J. C. Eckhold, Director, Automotive Safety Office, Ford Motor Company, Dearborn, MI 48121; Mr. J. C. Eckhold Director Automotive Safety Office Ford Motor Company Dearborn MI 48121; Dear Mr. Eckhold: By petition for rulemaking dated November 15, 1973, the Ford Moto Company requested an amendment of Motor Vehicle Safety Standard No. 210 with respect to the strength required of the anchorages for the pelvic portion of a Type 2 seat belt assembly. After considering the merits of the requested amendment, we have decided to deny your petition.; As stated in your petition, the anchorages for the pelvic portion of Type 2 assembly are presently subject to two strength requirements under Standard 210. Section S4.2.2 provides that, when tested in conjunction with the upper torso anchorage, the pelvic anchorages must withstand a force of 3,000 pounds applied through the seat belt assembly. Section S4.2.1 provides that, when tested separately from the upper torso anchorage, the pelvic anchorages must withstand a force of 5,000 pounds applied through the seat belt assembly.; It is Ford's position that the 5,000 pound requirement of S4.2.1 wa intended to be applicable to anchorages used with Type 2 assemblies having detachable shoulder belts, and that it was not intended for use with integral Type 2 assemblies. Although the NHTSA would agree that the most widely used Type 2 assembly at the time of the standard's adoption had a detachable shoulder belt, the agency does not agree that the 5,000 pound requirement should be limited to anchorages used with such belts.; The 1974 model year will be the first in which integral Type 2 belt are installed in all passenger cars. We anticipate that a measurable percentage of persons riding in cars with the new belts will somehow avoid using the shoulder belt, thereby placing the lap belt under the same potential stress as any other lap belt when used by itself. In light of this possibility, and in consideration of the fact that keeping the pelvic anchorage force at the currently required level of 5,000 pounds will not impose additional manufacturing costs on manufacturers, we do not consider it advisable to grant the requested amendment at this time.; The petition of Ford Motor Company for an amendment of S4.2.1 of Moto Vehicle Safety Standard No. 210 and for a complementary amendment to the test procedures of S5.1 of the standard is therefore denied.; Sincerely, James E. Wilson, Associate Administrator, Traffic Safet Programs; |
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ID: aiam4337OpenThe Honorable Ted Stevens, United States Senate, Washington, DC 20510; The Honorable Ted Stevens United States Senate Washington DC 20510; Dear Senator Stevens: Thank you for your April 23, 1987, letter on behalf of you constituent, Ms. Nadra L. Angerman of Wrangell, who is concerned that there is no Federal requirement for safety belts on school buses. Your letter has been referred to my office for reply, since the National Highway Traffic Safety Administration (NHTSA) is responsible for administering Federal programs relating to school bus safety.; I appreciate this opportunity to respond to Ms. Angerman's concerns. A explained below, NHTSA does not require large school buses to have safety belts for passengers because we require those buses to provide an alternate form of passenger crash protection. Our safety standards are directed at improving the interior of large school buses so that passengers will be provided adequate crash protection even if safety belts are not used.; I would like to begin with some background information on our schoo bus regulations. NHTSA is responsible for developing safety standards applicable to all new motor vehicles, including school buses. In 1977, we issued a set of motor vehicle safety standards for various aspects of school bus safety. Included in that set is Federal Motor Vehicle Safety Standard No. 222, *School Bus Passenger Seating and Crash Protection.* Standard No. 222 requires large school buses--i.e., those with gross vehicle weight ratings over 10,000 pounds--to provide passenger crash protection through a concept called 'compartmentalization.' Compartmentalization refers to designing the interior of large buses so that children are protected regardless of whether they have fastened a safety belt. The key features include higher and stronger seat backs, additional seat padding, and better seat spacing and performance.; Our safety standards require a safety belt for the school bus drive since the driver's position is not compartmentalized. We also require safety belts for passengers in smaller school buses because those buses experience greater crash forces than do larger buses.; However, because large school buses already offer substantia protection to passengers, we believe a Federal requirement for safety belts in those vehicles is unnecessary. Large school buses are very safe vehicles not only because they meet Federal school bus safety standards, but also because of their size and weight, the training and experience of their drivers and the extra care that other road users employ in the vicinity of school buses. TSA does not prevent States and local jurisdictions that wish to order safety belts on their own large school buses from doing so. Such a decision is a matter for the officials of the particular State or local jurisdiction, who are best able to assess their own preferences regarding pupil transportation.; A June 1985 NHTSA publication entitled, 'Safety Belts in School Buses, discusses many of the issues relating to safety belts in large school buses. I have enclosed a copy of the report for your information.; I hope you have found this information to be helpful. If you or you constituent have any further questions, please do not hesitate to contact me.; Sincerely, Erika Z. Jones, Chief Counsel |
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ID: aiam3558OpenDale R. Martin, Esq., Secretary and Counsel, Motor Wheel Corporation, Lansing, MI 48909; Dale R. Martin Esq. Secretary and Counsel Motor Wheel Corporation Lansing MI 48909; Dear Mr. Martin: This responds to your recent letter to Mr. Kratzke of my staff requesting an interpretation concerning Federal Motor Vehicle Safety Standard No. 120 (49 CFR S 571.120). Specifically, you noted that your company, a wholly-owned subsidiary of Goodyear, wants to import rims from Lemmerz, a West German manufacturer, and mark those rims with the Goodyear name and trademark. This would be similar to the tires sold, for example, with Sears or Montgomery Ward labels and trademarks on the sidewalls. Your question concerns the requirement in section S5.2(d) of Standard No. 120, which specifies that each rim be marked with 'a designation that identifies the manufacturer of the rim by name, trademark, or symbol.' You correctly recognized that Lemmerz would have to be identified as the actual manufacturer, and asked if the block letter 'L' would be a sufficient identification. Imprinting an 'L' on the rims manufactured for Goodyear by Lemmerz would satisfy the requirement of Standard No. 120.; In the notice initially establishing Standard No. 120 (41 FR 3478 January 23, 1976), this agency stated, 'The rim manufacturer is free to use his name, trademark, or a symbol of his choice.' The only limitation on this freedom is that the information cannot be presented in a deceptive or confusing manner. In the circumstances you have described, a consumer with a complaint or problem with the rims would know to contact Goodyear about the rims, and Goodyear would know that the block letter 'L' indicated that the rim had been manufactured for them by Lemmerz. This would not be confusing or deceptive. Hence, the purpose of the labeling requirement is fulfilled, so Goodyear is free to use the letter 'L' as the indicator that the rim was actually manufactured by Lemmerz.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam1565OpenMr. Ronald J. Hansing, Project Engineer, The Adams & Westlake Company, 1025 North Michigan Street, Elkhart, IN 46514; Mr. Ronald J. Hansing Project Engineer The Adams & Westlake Company 1025 North Michigan Street Elkhart IN 46514; Dear Mr. Hansing: This is in reply to your letter of July 3, 1974, regarding Moto Vehicle Safety Standard No. 217. You requested that we reconsider our opinion of June 11, 1974, that a bus emergency release mechanism which you describe must meet the requirements for emergency exit release in S5.3.2 of the standard after as well as before the retention test required by S5.1, when the glass breaks during the retention test.; Paragraph S5.3.2 requires that the release requirements be met bot before and after the retention test. We do not find sufficient justification to relax this requirement in the situation you described. First, it is not clear that it is as easy as you represent to eliminate by hand all of the glazing material left in the frame. More importantly, however, we still question whether most persons are sufficiently cognizant of the qualities of tempered glass to attempt to remove the remaining fragments in an emergency situation. Finally, glazing with completely different breakage characteristics may be used to replace the original tempered glass at some time during the life of the bus. For these reasons, our conclusion of June 11 remains the same.; Yours truly, Richard B. Dyson, Acting Chief Counsel |
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ID: aiam4767OpenMs. Betsy Dittemore Legislative Liaison Iowa Department of Public Safety Office of the Commissioner Wallace State Office Building Des Moines, Iowa 50319; Ms. Betsy Dittemore Legislative Liaison Iowa Department of Public Safety Office of the Commissioner Wallace State Office Building Des Moines Iowa 50319; "Dear Ms. Dittemore: Thank you for your letter regarding a bil introduced in the Iowa Senate that, among other features, would establish light transmittance limits for 'sunscreening devices' that may be applied to the windows of motor vehicles operated in Iowa. I apologize for the delay in this response. You requested our office's interpretation about whether provisions of this bill would violate or be preempted by Federal Motor Vehicle Safety Standard No. 205, Glazing Materials (49 CFR 571.205). As you are aware, this agency is authorized by section 103 of the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1392) to issue safety standards applicable to new motor vehicles and certain items of motor vehicle equipment. One of the standards that we have issued under this authority is Standard No. 205, which applies to all new vehicles and all new glazing materials for use in motor vehicles. Among the requirements set forth in Standard No. 205 are specifications for minimum levels of light transmittance (70 percent light transmittance in areas requisite for driving visibility, which includes all windows in passenger cars). Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) specifies that no person may manufacture, import, or sell any vehicle in the United States unless it is in conformity with all applicable safety standards. Pursuant to section 108(b)(1) of the Safety Act (15 U.S.C. 1397(b)(1)), this prohibition no longer applies after the vehicle is sold to a consumer. However, both before and after the first sale, section 108(a)(2) of the Safety Act (15 U.S.C. 1397(a)(2)) provides that 'No manufacturer, distributor, dealer, or motor vehicle repair business shall knowingly render inoperative, in whole or part, any device or element of design installed on or in a notor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard . . . .' In the case of windows on a passenger car, this provision of Federal law means that no manufacturer, dealer, distributor, or repair business could install window tinting film that would result in a light transmittance of less than 70 percent for any window of the car, because such action would 'render inoperative' the vehicle's compliance with Standard No. 205. This same provision of Federal law prohibits a service station from permanently removing safety belts or permanently disconnecting brake lines on motor vehicles. Please note that the Safety Act does not apply to the actions of vehicle owners. Vehicle owners may alter their own vehicles and operate them on the highways as they please, even if the vehicle's windows no longer comply with the requirements of Standard No. 205. Hence, no provision of a Federal statute or this agency's regulations prevents individual vehicle owners themselves from tinting the windows on their vehicles. The individual States, however, have the authority to regulate the modifications that vehicle owners may make to their own vehicles and to establish requirements for vehicles operated or registered in that State. The Iowa Senate bill enclosed with your letter appears to be an attempted exercise of this inherent authority. You asked for comments on whether this bill, if adopted as law in Iowa, would be preempted by Standard No. 205. I assume you were referring to the provision in this Iowa bill that would prohibit the operation of motor vehicles required to be registered in the State of Iowa if the vehicle has a 'sunscreening device' on the front side windows with light transmittance of less than 35 percent or on the rear window and side windows behind the driver with light transmittance of less than 20 percent. Since the original glazing on the vehicle could have had light transmittance of as little as 70 percent, this provision would permit overall light transmittance levels of as low as 25 percent for the front side windows and 14 percent for the rear windows. This provision in the Iowa bill, and similar provisions in statutes adopted by other States, does not purport to legitimize conduct -- the rendering inoperative of glazing by firms installing window tinting -- that is illegal under Federal law. In other words, firms installing window tinting that results in light transmittance of less than 70 percent on any window of a passenger car would have violated the 'render inoperative' provision in Federal law, even if Iowa had in place a statute that would permit persons to operate and register vehicles whose windows had light transmittance that was far lower. Conversely, the Federal law setting requirements for the manufacture and sale of new vehicles and limiting the modifications commercial enterprises can make to those vehicles does not prohibit the State of Iowa from establishing lesser limits on owner modifications to their own vehicles and as the minimum requirements for vehicles to be operated and registered in the State of Iowa. Thus, there does not appear to be any legal conflict between Federal law and this Iowa bill, and Iowa would be free to enforce the provisions of this bill if it is enacted into law. We would, however, urge the State of Iowa to carefully consider the adverse safety consequences that would result from enacting this bill into law. NHTSA has determined that a 70 percent light transmittance minimum for new vehicles is the appropriate level to assure motor vehicle safety. Your letter indicated that Iowa had also adopted this 70 percent light transmittance minimum as a State requirement for new vehicles. It is not clear why the State of Iowa would conclude that the safety need that justifies requiring not less than 70 percent light transmittance in new vehicles is satisfied by allowing light transmittance levels as low as 25 and 14 percent in vehicles to be operated in the State. I hope that this information is helpful. If you have any further questions or need 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. Sincerely, Paul Jackson Rice Chief Counsel"; |
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ID: aiam0724OpenMr. B. Fechner: (sic), FMC Corporation, Recreational Vehicles Division, 333 Brokaw Road, Box 664, Santa Clara, CA 95052; Mr. B. Fechner: (sic) FMC Corporation Recreational Vehicles Division 333 Brokaw Road Box 664 Santa Clara CA 95052; Dear Mr. Fechner:#This is in reply to your letter of May 25 inquirin about compliance of your planned motorhome with Federal Motor Vehicle Safety Standards Nos. 101 and 104.#Standard No. 101 requires certain controls to be illuminated. We interpret this to mean sufficiently illuminated that the control identification, if verbal, can be read, or if pictorial, can be understood. Therefore, illumination from any course is satisfactory as long as the basic requirement of comprehension is met.#Standard No. 104 does not describe the type of windshield wiping system that must be used to meet its requirements. It is the manufacturer's responsibility to insure, whatever system is used and whatever configuration of windshield is employed, that the wiped and washed area requirements are met.#Yours truly, Richard B. Dyson, Assistant Chief Counsel; |
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ID: aiam2719OpenMr. Paul Jones, Kentucky Department of Education, Frankfurt, KY 40601; Mr. Paul Jones Kentucky Department of Education Frankfurt KY 40601; Dear Mr. Jones: This responds to your oral request to Roger Tilton of my staf concerning the applicability of the new Federal school bus safety standards to vans transporting 10 or more school children to or from school or related events.; The National Highway Traffic Safety Administration (NHTSA) promulgate safety standards applicable to all school buses. School bus is defined in Part 571.3 of our regulations (Volume 49 of the Code of Federal Regulations, Part 571.3) to mean a bus sold or introduced in interstate commerce for purposes that include carrying students to and from school or related events. In turn, bus is defined as 'a motor vehicle with motive power, except a trailer, designed for carrying more than 10 persons.' More than 10 person means 10 passengers or more plus a driver. Accordingly, any vehicle sold or introduced in interstate commerce to transport school children which carries 10 or more passengers to or from school or related events must comply with all of the new Federal school bus requirements. This includes vans which fall within that passenger capacity.; Sincerely, Joseph J. Levin, Jr., Chief Counsel |
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ID: aiam1836OpenMr. W. G. Milby, Staff Engineer, Blue Bird Body Company, P.O. Box 937, Fort Valley, GA 31030; Mr. W. G. Milby Staff Engineer Blue Bird Body Company P.O. Box 937 Fort Valley GA 31030; Dear Mr. Milby: This is in reply to your letter of February 6, 1975, asking whethe paragraph S5.5.1 of Motor Vehicle Safety Standard No. 217 (49 CFR 571.217) permits the words Emergency Exit' to be placed above the emergency door in a school bus, or whether they must be within six inches of the emergency door release mechanism. You argue that placing the nomenclature above the door provides a more prominent identification of the exit than does placing it within 6 inches of the release mechanism.; We believe the interpretation of S5.5.1 which you suggest i appropriate when applied to rear door emergency exits in school buses. We have not previously considered school buses containing this type of emergency exit labeling to fail to conform to the standard. In addition, our recent proposal regarding school bus emergency exits (39 FR 8569, copy enclosed) would specifically require emergency exit labeling of this type.; Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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ID: aiam5526OpenMs. Merridy R. Gottlieb 4 Duchess Court Baltimore, MD 21237; Ms. Merridy R. Gottlieb 4 Duchess Court Baltimore MD 21237; Dear Ms. Gottlieb: This responds to your letter of February 14, 1995 requesting an 'exemption' from the National Highway Traffic Safety Administration (NHTSA) to allow a business to modify your motor vehicle. Your letter states: I am disabled and need 3-4' of additional room for the passenger seat to allow my legs to straighten on long trips. I have two replaced hips and arthritis in my knees. If I leave my legs slightly bent for long periods of time, I suffer too much pain to be active at the end of the drive. By allowing my legs to straighten all the way out, there is no pain at all. You state that you were told that this modification cannot be done as it would 'interfere with the functionality of the air bag.' In summary, our answer is that you may have your vehicle modified. NHTSA will not institute enforcement proceedings against a repair business that modifies the seat on your vehicle to accommodate your condition. A more detailed answer to your letter is provided below. I would like to begin by clarifying that there is no procedure by which persons petition for and are granted an exemption from NHTSA to have a motor vehicle repair business modify their motor vehicle. Repair businesses are permitted to modify vehicles without obtaining permission from NHTSA to do so, but are subject to certain regulatory limits on the type of modifications they may make. In certain limited situations, we have exercised our discretion in enforcing our requirements to provide some allowances to a repair business which cannot conform to our requirements when making modifications to accommodate the special needs of persons with disabilities. Since your situation is among those given special consideration by NHTSA, this letter should provide you with the relief you seek. Our agency is authorized to issue Federal Motor Vehicle Safety Standards (FMVSS) that set performance requirements for new motor vehicles and items of motor vehicle equipment. Manufacturers are required to certify that their products conform to our safety standards before they can be offered for sale. 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 FMVSS. In general, the 'make inoperative' prohibition would require repair businesses which modify motor vehicles to ensure that they do not remove, disconnect, or degrade the performance of safety equipment installed in compliance with an applicable FMVSS. Violations of this prohibition are punishable by civil fines up to $1,000 per violation. Moving a seat could affect compliance with Standard No. 208, Occupant Crash Protection. Standard No. 208 sets forth requirements for occupant protection at the various seating positions in a vehicles. Standard No. 208 requires that cars be equipped with automatic crash protection at the front outboard seating positions. Automatic crash protection systems protect their occupants by means that require no action by vehicle occupants. Compliance with the automatic crash protection requirements of Standard No. 208 is determined in a dynamic crash test. That is, a vehicle must comply with specified injury criteria, as measured on a test dummy, in a 30 mph barrier crash test. The two types of automatic crash protection currently offered are automatic safety belts (which help to assure belt use) and air bags (which supplement safety belts and offer some protection even when safety belts are not used). Based on the information in your letter, it appears that the manufacturer of your vehicle installed air bags as the means of complying with Standard No. 208's requirement. Your modifier is concerned that the modification of the seat would 'make inoperative' the air bag. I would like to note that accident data would suggest that a person is at greater risk of injury from an air bag from sitting too close to the air bag, rather than further away from the air bag. However, I understand that, due to the dynamic testing requirement, the modifier will be unable to ensure that the vehicle continues to comply with Standard No. 208's requirements. In situations such as yours where a vehicle must be modified to accommodate the needs of a particular disability, we have been willing to consider any violations of the 'make inoperative' prohibition a purely technical one justified by public need. As I have already noted above, NHTSA will not institute enforcement proceedings against a repair business that modifies the seat on your vehicle to accommodate your condition. We caution, however, that only necessary modifications should be made to the seat, and the person making the modifications should consider the possible safety consequences of the modifications. For example, in moving a seat, it is critical that the modifier ensure that the seat is solidly anchored in its new location. You should also be aware that an occupant of a seat which has been moved rearward may have less protection in a crash if the seat is too far rearward relative to the anchorages of the safety belts for that seat. Finally, if you sell your vehicle, we encourage you to advise the purchaser of the modifications. I hope this information has been helpful. If you have any other questions or need some additional information in this area, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992. Sincerely, John Womack Acting Chief Counsel; |
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ID: aiam0374OpenMr. Richard I. Moss, Washington Representative, Trailer Coach Association, 1800 North Kent Street, Suite 922, Arlington, VA 22209; Mr. Richard I. Moss Washington Representative Trailer Coach Association 1800 North Kent Street Suite 922 Arlington VA 22209; Dear Mr. Moss: This is in reply to your letter of June 7, requesting interpretation of Standard No. 207, Seating Systems, and Standard No. 208, Occupant Crash Protection.; First, with respect to Standard No. 207, you have asked whethe designated seating positions must be labeled as such. Our response is that the labeling section requires labels on seats not designated for occupancy while the vehicle is in motion but does not require designated seating positions to be labeled.; With respect to the nature and content of the label on a seat no designated for occupancy, the standard states that the seat must be 'conspicuously labeled to that effect.' There are thus two general requirements: that the label be conspicuous and that it indicate that the seat is not to be occupied while the vehicle is in motion. The requirement for conspicuousness relates to the location of the label and the prominence of its lettering. Generally speaking, it would have to be located so that it could be seen by a person preparing to occupy the seat and of a size that could be read by the occupant in the normal motion of sitting. The statement on the label must clearly indicate that the seat is not to be occupied while the vehicle is in motion, but the exact wording is left to the manufacturer.; Standard No. 208 requires that MPV's and trucks with a GVWR of les than 10,000 pounds, manufactured from January 1, 1972 to August 15, 1975, must elect either a passive protection system or a seat belt system that requires Type 2 seat belt assemblies at outboard designated seating positions that include the windshield header within the head impact area. A similar requirement, without the passive option, goes into effect July 1, 1971, for these vehicles. Your question is whether, if a seating position does not have the windshield header within the head impact area, it is permitted to have a Type 1 seat belt assembly. Our response is that the standard permits a Type 1 belt for such a position.; Please advise us if we can be of further assistance. Sincerely, Lawrence R. Schneider, Acting Chief Counsel |
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.