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
| Interpretations | Date |
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ID: aiam2576OpenHonorable Warren G. Magnuson, Chairman, Committee on Commerce, Science, and Transportation, United States Senate, Washington, DC 20510; Honorable Warren G. Magnuson Chairman Committee on Commerce Science and Transportation United States Senate Washington DC 20510; Dear Mr. Chairman: This is in response to your letter of April 11, 1977, expressing you concern over a perceived pattern of delay in the implementation of the Federal motor vehicle safety and damageability standards. You expressed particular concern about the National Highway Traffic Safety Administration's (NHTSA) recent proposal to delay for one year the effective date for the second phase of requirements in the Part 581 bumper standard.; I am aware that there have been instances in the past when th effective dates of final rules have been delayed or when the final rules have been modified or rescinded. I do not intend to pass judgment on whether the actions of my predecessors in those particular instances should have been taken. However, I agree with your view that changes in the substantive requirements and effective dates of final rules can have undesirable effects and should be avoided if possible.; I believe that the most effective means of reducing the necessity fo changes in final rules is to ensure that each proposed rule is thoroughly examined prior to issuance in final form. Every significant issue should be explored and comments and data from all interested persons should be carefully analyzed. Where gaps in our knowledge appear, the information-gathering authority given the NHTSA should be utilized. For example, extensive use of that authority has been recently made in connection with rulemaking under Title V of the Motor Vehicle Information and Cost Savings Act, as amended, to establish average fuel economy standards for model year 1981-1984 passenger automobiles. By making more careful analyses and obtaining needed information, we can minimize the possibility that belatedly discovered information or circumstances will necessitate a change in our requirements or implementation schedules.; Our taking these steps does not, of course, mean that there will no continue to be some instances in which effective dates and substantive requirements are changed. We must be responsive to new information and changed circumstances to ensure that our requirements continue to meet all statutory criteria. There will still be problems not completely foreseen by the agency or the manufacturers. New concerns such as those relating to fuel economy and noise will arise. Finally, there may be a need to adjust our standards to accommodate changes in other types of motor vehicle standards.; As to the second phase of the bumper requirements, I am currentl reviewing the reasons for the proposal to delay, and the comments on the notice are being analyzed. The statute, under which Part 581 was promulgated, requires that interested persons be given an opportunity for oral presentation of comments prior to the issuance of any amendment to the bumper standard. Thus, my decision on the proposed amendment will be made following a public hearing which will be scheduled in the near future.; Sincerely, Joan B. Claybrook |
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ID: aiam2089OpenMr. Joe Steininger, Tiffin Metal Products, 450 Wall Street, Tiffin, OH 44883; Mr. Joe Steininger Tiffin Metal Products 450 Wall Street Tiffin OH 44883; Dear Mr. Steininger: This is in response to your request for an opinion on the applicabilit of Federal Motor Vehicle Safety Standard 205 to a road grader intended for use in highway construction.; The National Highway Traffic Safety Administration issues safet standards for 'motor vehicles.' Therefore, our regulations apply to a vehicle and its manufacturer only if the vehicle qualifies as a motor vehicle under the provisions of the National Traffic and Motor Vehicle Safety Act of 1966. Section 102(3) of the Act defines motor vehicle as:; >>>any vehicle driven or drawn by mechanical power manufacture primarily for use on the public streets, roads, and highways, except any vehicle operated exclusively on a rail or rails.<<<; Thus, a motor vehicle is a vehicle which the manufacturer expects wil use public highways as part of its intended function.; Tracked and other vehicles incapable of highway travel are not moto vehicles. In addition, vehicles intended and sold solely for off-road use (e.g. aircraft runway vehicles and underground mining vehicles) are not considered vehicles even if operationally capable of highway travel. They would, however, be considered motor vehicles if the manufacturer knew that a substantial proportion of his customers actually would use them on the highway.; Just as clearly, vehicles which use the highway on a necessary an recurring basis to move between work sites are motor vehicles. The primary function of some vehicles is of a mobile, work performing nature and as such their manufacturer contemplates a primary use of the highway. Mobile cranes, drill rigs, and towed equipment such as chippers and pull-type street sweepers are examples in this area. Even if the equipment uses highways infrequently, it is considered a motor vehicle. An exception to this is that occasional use of the highway in the immediate periphery of the work site, as is the case with some farm and construction equipment, would not by itself cause a finding that the vehicle is a motor vehicle. The motor vehicles described above generally qualify as trucks or trailers. As such they are subject to several of the motor vehicle safety standards, and the manufacturer must comply with other regulations in Chapter V of Title 49, code of Federal Regulations.; There are some vehicles which are excepted from the motor vehicl classification despite their use of the highway. Highway maintenance and construction equipment, lane stripers, self-propelled asphalt pavers, and other vehicles whose maximum speed does not exceed 20 miles per hour and whose abnormal configuration distinguishes them from the traffic flow are not considered motor vehicles. This would appear to include road graders whose maximum speed does not exceed 20 miles per hour, if intended for use in highway construction.; From these guidelines you should be able to determine whether a piec of equipment qualifies as a motor vehicle.; Please write again if you are unable to make this determination. Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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ID: aiam0665OpenMr. R. E. Kennel, Manager, Technical Services, The Budd Company, Automotive Division, Detroit, MI 48215; Mr. R. E. Kennel Manager Technical Services The Budd Company Automotive Division Detroit MI 48215; Dear Mr. Kennel: This is in reply to your letter of March 10, 1972, in which yo presented a series of questions concerning the meaning of several requirements of Federal Motor Vehicle Safety Standard No. 121, 'Air Brake Systems.' Our reply deals with the questions in the order you asked them.; >>>1. Your first question concerns the meaning of the statement i section S5.4 that 'a brake assembly that has undergone a road test pursuant to S5.3 need not conform to the requirements of this section.' To parahprase (sic) your question, the quoted language means that if a given brake assembly is subjected to the road test, the same brake assembly with the used lining need not conform to the dynamometer requirements. Conformity to the dynamometer requirements will be determined by testing an identical brake assembly with new linings. The petitions for deletion of dynamometer testing would have made the road test the only test. The standard requires both tests, even though two sets of identical brakes will be used, and our statement that the petitions were denied is therefore correct.; 2. You point out that the measurement interval used in S5.4.1.1 fo determining average torque, which begins when a specified pressure is reached, differs from the interval specified in S5.4 for measuring deceleration, which begins with the onset of deceleration. Although we agree that you may need different instrumentation for measuring average torque and average deceleration, we do not agree that their is any conflict since average torque and average deceleration are not required to be measured at the same time. We consider the present method of measuring torque and deceleration to be the correct methods.; 3. The typographical error in section S5.4.1.1, which you hav correctly edited to read 'Repeat the procedure six times, increasing the brake chamber air pressure by 10 psi each time,' has been corrected by a revision in the March 29, 1972, *Federal Register*.; 4, 5, 6. The requirements of S5.4.2, S5.4.2.1 and S5.4.3 concernin average deceleration rates should not be understood to mean that a manufacturer, in his own testing, must test at exactly that rate. It is advisable for him to test in a manner that offers assurance that the brakes will pass when tested in the manner specified in the standard. Typically, where a test value such as 9 fpsps is specified, manufacturers tend to use more adverse values in their own testing. Under the former wording of these sections, the compliance agency could have tested brakes at decelerations higher than the specified minimum, and it would have been much more difficult for a manufacturer to ascertain his 'worst case' situation.<<<; The notice ofoposing (sic) to amend the weight conditions fo truck-tractors should be issued within the next two months.; Sincerely, E. T. Driver, Director, Office of Operating Systems, Moto Vehicle Programs; |
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ID: aiam4412OpenMr. Roger M. Cox, R & R Lighting, Inc., Route 1, Box 190, Gadsden, AL 35901; Mr. Roger M. Cox R & R Lighting Inc. Route 1 Box 190 Gadsden AL 35901; Dear Mr. Cox: This is in reply to your letter of July 8, 1987, with respect t whether a lighting product you intend to market is 'in violation of any federal regulation when mounted on a motor vehicle.'; You describe your product as a 'lighted decal' which can be mounted i the rear window of any car or pick-up truck, and the photographs you enclosed show it mounted in the center of the rear window of a pre-1980 model Seville.; The decal will be wired into the brake system and when activated by th brake 'only the letters in the decal will be lighted.' You state further that although the letters will appear red to an observer 'this product is not designed nor will it be marketed as a brake light or a tail light.'; In our opinion, your product may or may not be in violation of Federa requirements depending upon the following uses. The product does not appear to be intended as a substitute for the center highmounted stop lamp that has been standard equipment on passenger cars manufactured on or after September 1, 1985. Indeed, it could not be so used unless it met all requirements for such a lamp. The principal requirements are that such lamps have a minimum of 4 1/2 square inches of illuminated lens area, that it meet specified photometrics at 13 test points, and that it produce a signal visible from 45 degrees from the right to the left and from five degrees up to five degrees down. If your device does not meet these requirements, removal of the lamp and replacement with your device would violate a prohibition of the National Traffic and Motor Vehicle Safety Act against rendering inoperative equipment installed in accordance with a Federal motor vehicle safety standard, in this case Safety Standard No. 108, *Lamps, Reflective Devices, and Associated Equipment*. However, a dealer could install it on a new pick-up truck, or to one side of the center lamp in a new passenger car before their initial sale, provided the device did not impair the effectiveness of the rear lighting equipment required by Standard No. 108, and the device could be installed on some vehicles in use (cars built before September 1, 1987, and any pick-up) provided that it did not render inoperative in whole or in part other required rear lighting equipment.; By this we mean that the device appears allowable for these vehicle under Federal law provided that wiring it into the brake system does not reduce the stop lamp output or otherwise affect the operation or the effectiveness of the stop lamp system.; You should also ensure that your product is acceptable under State an local laws as well. Because there are no Federal requirements for your product, each State may regulate it as it deems proper.; I am enclosing the samples that you enclosed, and hope that we hav answered your questions.; Sincerely, Erika Z. Jones, Chief Counsel |
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ID: aiam0960OpenMr. Satoshi Nishibori, Engineering Representative, Nissan Motor Co., Ltd., Liaison Office in U.S.A., 560 Sylvan Avenue, Englewood Cliffs, NJ 07632; Mr. Satoshi Nishibori Engineering Representative Nissan Motor Co. Ltd. Liaison Office in U.S.A. 560 Sylvan Avenue Englewood Cliffs NJ 07632; Dear Mr. Nishibori: This is in reply to your letter of November 21, 1972, concerning th definition of 'head impact area' in 49 CFR 571.3(b).; Your question is whether the lower portion of the dashboard depicted i your letter is within the head impact area. Without knowing the interior dimensions of the vehicle, we cannot give you a definite answer. We can, however, describe the circumstances under which the lower part of the dash might be within the head impact area.; Under paragraphs (a) through (c) of the definition, the test device i pivoted forward about specified centers until it contacts the vehicle. These contact points, which together comprise the head impact area, are divided into two groups, those above the lower line of the windshield glass (paragraph (b)), and those below (paragraph (c)). Although the measurement of the head impact area is a continuous process, the separation of the contact points into two groups was accomplished by paragraphs that are not parallel in structure. This has caused some confusion.; The intent of paragraphs (b) and (c) of the definition might have bee expressed in a single paragraph, reading as follows:; >>>With the pivot point to 'top-of-head' dimension at each valu allowed by the device and the interior dimensions of the vehicle, pivot the measuring device from a vertical position forward and downward through all arcs in vertical planes to 90 degrees each side of the vertical longitudinal plane through the seating reference point, until the head form contacts an interior surface or until it is tangent to a horizontal plane 1 inch above the seating reference point, whichever occurs first.<<<; In our opinion it would be appropriate for you to employ this procedur to determine whether any part of the lower dash pad in your drawing falls within the head impact area. The goal of your evaluation would be to determine whether it is possible for the test device to be pivoted downward so that it contacts the lower pad without first contacting the upper pad. If at a particular point the device contacts the upper pad, and if the device is at its minimum length of 29 inches and its pivot point is on the seating reference point, then the area of the lower pad directly beneath that contact point would not be contactable and would not be a part of the head impact area. If, however, there is a point at which the head form in its downward arc would miss the upper pad and contact the lower pad, the lower pad would at that point be within the head impact area. It is quite possible that some points on the lower pad would be within the head impact area, while others would not.; Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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ID: aiam1464OpenMr. R. Debesson, General Secretary, European Tyre and Rim Technical Organisation, Avenue Brugmann, 32, 1060 Bruxelles, BELGIUM; Mr. R. Debesson General Secretary European Tyre and Rim Technical Organisation Avenue Brugmann 32 1060 Bruxelles BELGIUM; Dear Mr. Debesson: This is in reply to your Submission Nos. 78 and 79, of February 1 1974, and February 19, 1974, respectively. In Submission No. 79 you request that several corrections be made to the Tables of the Appendices of Standard Nos. 109 and 110 as they appeared in the *Federal Register* on November 1, 1973 (38 FR 30234). In Submission No. 78 you request new additions to the Tables.; You request in Submission No. 79 that Footnote No. 1 of Table I-S an I-T in standard No. 109 be corrected. A correction of those footnotes was published in the *Federal Register* on February 5, 1974 (39 FR 4578), and we enclose a copy. You also request that in Table I-C of Standard No. 109 the test rim width for the 165-15 tire size designation be changed to 4 1/2 inches. That correction was published in the *Federal Register* of November 13, 1973 (38 FR 31309), copy also enclosed.; You further request that Table I-D be corrected by changing the tes rim width of the 145-10 tire size designation to 4 1/2 inches, by changing the minimum size factor of the 230-15 tire size designation to '37.30,' and by changing the test rim width of the 165-400 tire size designation to '4.65.' Our review of previous publications show these three items and we will publish a correction regarding them. You also request changed in several load inflation values in Tables I-H and I-N. The November 1, 1973, publication is incorrect with respect to these load values as well, and we will publish a correction regarding them.; We cannot, however, grant your request that we correct in Table I-F th 16 psi (from '705 to '760') for the 5.60 R 15 and 5.90 R 13 tire size designations without first receiving a formal submission from E.T.R.T.O. requesting the change. The 705-pound load is a carryover from earlier Tables, and we cannot conclude that the Table as published on November 1 is in error. Accordingly, if you wish the load value to be modified to 760 pounds you must request such a change in accordance with the abbreviated rulemaking procedures published in the *Federal Register* on October 5, 1968 (33 FR 14964). Upon receipt and approval of E.T.R.T.O.'s submission, we will make the requested change in the subsequent quarterly amendment to the Tables.; You ask in Submission No. 78 that we add to Table I-H the 165 SR 1 tire size designation and the alternate rim size 500b. No amendment is necessary to include the 165 SR 13 tire size designation in Table I-H. Tire size 165 R 13 is listed, and Footnote 1 of the Table allows the 'S' to be placed adjacent to the 'R.' We will, however, add the 5.00B rim as an alternative rim size for the 165 R 13 tire size designation in the next quarterly amendment to the Tables.; We are pleased to be of assistance. Sincerely, Lawrence R. Schneider, Chief Counsel |
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ID: aiam5036OpenMr. Eugene Welker 774 Harbor Island Clearwater, FL 34630; Mr. Eugene Welker 774 Harbor Island Clearwater FL 34630; "Dear Mr. Welker: This responds to your letter about a mirror syste designed to improve a driver's view of areas behind a motor vehicle. You explained that a 35' vertical post would be bolted near a vehicle's rear bumper. This would result in a mirror being located a few inches above the top rear window stop light and facing forward at a 45 angle. You asked whether such a device would be legal. The following discussion and the enclosed information sheet, 'Information for New Manufacturers of Motor Vehicles and Motor Vehicle Equipment,' explain your responsibility under NHTSA's regulation. By way of background information, the National Highway Traffic Safety Administration (NHTSA) does not approve, endorse, or certify motor vehicles or motor vehicle equipment. Under the National Traffic and Motor Vehicle Safety Act ('Safety Act'), the manufacturer is responsible for certifying that its vehicles or equipment comply with applicable Federal motor vehicle safety standards. The Safety Act requires that these safety standards establish minimum levels of performance for vehicles or equipment. Once the performance level has been established, vehicle or equipment manufacturers are free to choose any means they wish to achieve the required level of performance. NHTSA has exercised its authority to establish performance requirements for new vehicles in Standard No. 111, Rearview Mirrors (49 CFR 571.111, copy enclosed). Standard No. 111 establishes performance and location requirements for rearview mirrors installed in any new vehicle. This means that the vehicle manufacturer must certify that each vehicle it manufactures complies with the specified requirements. Standard No. 111 requires that passenger cars be equipped with an inside rearview mirror and a driver's side outside rearview mirror that provide the field-of-view specified in S5.1.1. A passenger's side outside rearview mirror is required in situations where the inside rearview mirror does not provide the specified field-of-view. Additional requirements for other vehicle types are set forth in S6, S7, and S8. No provision in the Standard specifies requirements for a mirror that attaches to the vehicle's rear bumper. Accordingly, a mirror like yours would not be prohibited from being installed on any vehicle by the current requirements in Standard No. 111. Accordingly such a mirror would be permitted, but only as a supplement to the required mirrors. In installing the mirror, one must take care to avoid obscuring the vehicle's lighting devices, including the center highmounted stop lamps (CHMSL). Please be aware that NHTSA does not regulate vehicles while they are in use. The American Association of Motor Vehicle Administrators, 4600 Washington Blvd, Arlington, VA 22203 may be able to advise you about the laws of the individual States related to the use of equipment such as your own. I hope this information is helpful. If you have any further questions about NHTSA's safety standards, please feel free to contact Marvin Shaw of my staff at this address or by telephone at (202) 366-2992. Sincerely, Paul Jackson Rice Chief Counsel"; |
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ID: aiam5221OpenMr. Ron Marion Sales Engineer Thomas Built Buses, Inc. P.O. Box 2450 1408 Courtesy Road High Point, N.C. 27261; Mr. Ron Marion Sales Engineer Thomas Built Buses Inc. P.O. Box 2450 1408 Courtesy Road High Point N.C. 27261; "Dear Mr. Marion: This responds to your inquiry about the applicabilit of Standard No. 131, School Bus Pedestrian Safety Devices, to school buses you wish to sell to a customer in the United States Virgin Islands. You stated that these buses will be built as right hand drive vehicles with the entrance door located on the left side, since vehicles are driven on the left side of the road in this jurisdiction. You asked whether you can install, on the right side of the bus, the stop signal arm that is required by FMVSS 131. The answer is yes. The National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381, 'Safety Act') requires new school buses sold in this country and in the U.S. Virgin Islands to comply with all applicable Federal school bus safety standards. (See, 15 U.S.C. 1391(8) for reference to the Virgin Islands.) Standard No. 131 requires school buses to be equipped with a stop signal arm 'on the left side of the bus.' (S5.4) The purpose of this standard is 'to reduce deaths and injuries by minimizing the likelihood of vehicles passing a stopped school bus and striking pedestrians in the vicinity of the school bus.' (S2) When NHTSA specified that the stop arm must be placed on 'the left side of the bus,' the agency meant the driver's side. Comments to the notice of proposed rulemaking (NPRM) and preamble of NHTSA's final rule all assumed that the left side of the bus meant the driver's side. (56 FR 20363, 20367). For example, while endorsing the proposed requirement for the stop arm, several commenters stated that an arm is needed near the driver's window. Moreover, S5.4.1(b) states that, for locating the arm, 'the top edge of the stop signal arm is parallel to and not more than 6 inches from a horizontal plane tangent to the lower edge of the frame of the passenger window immediately behind the driver's window.' (Emphasis added). This provision indicates that the agency assumed that the 'left' side is the driver's side. Further, a stop arm would not be needed on the non-traffic side of the vehicle. Since the left side is not the driver's side for the school buses in question, the agency's general assumption was incorrect. In light of your letter, we will issue a technical amendment of Standard 131 so that S5.4 will require the stop signal arm on the driver's side of the bus. Until the amendment is issued, we will not take enforcement action regarding a manufacturer's locating a right hand drive school bus with a stop signal arm on the bus's driver's side. I hope this information is helpful. If you have any questions about NHTSA's safety standards, please feel free to contact Marvin Shaw at this address or by telephone at (202) 366-2992. Sincerely, John Womack Acting Chief Counsel"; |
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ID: aiam4172OpenMr. Brian Peck, President, Rearscope International (U.S.A.) Ltd., 15255 Hesperian Boulevard, San Leandro, CA 94578; Mr. Brian Peck President Rearscope International (U.S.A.) Ltd. 15255 Hesperian Boulevard San Leandro CA 94578; Dear Mr. Peck: Thank you for your letter of May 19, 1986, asking how our regulation apply to your product, which is called the 'Rearscope Wide Angle Lens.' Your letter and the brochure you enclosed describes your product as a wide angle acrylic lens which mounts on the rear window of a bus and gives the driver a wider field of view to the rear of the vehicle. I hope the following discussion answers your questions.; By way of background, the National Highway Traffic Safet Administration has the authority to issue safety standards applicable to new motor vehicles and certain items of motor vehicle equipment. NHTSA, however, does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. Instead the National Traffic and Motor Vehicle Safety Act establishes a 'self-certification' process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. The agency periodically tests vehicles and equipment items for compliance with the standards, and also investigates other alleged safety-related defects.; We have issued Federal Motor Vehicle Safety Standard No. 205, *Glazin Materials*, which specifies performance and location requirements for glazing used in vehicles. These requirements include specifications for minimum levels of light transmittance (70% in areas requisite for driving visibility, which includes all windows in passenger cars) as well as other performance requirements for glazing.; Standard No. 205 does not directly apply to add-on window coverings such as tinting films, sunscreening devices, and lens. However, no manufacturer or dealer is permitted to install a device on the glazing, such as the viewing lens described in your letter, in *new* vehicles without certifying that the vehicle continues to be in compliance with the light transmittance and other requirements of the standard.; After a vehicle is first sold to a consumer, modifications to a vehicl are affected by section 108(a)(2)(A) of the Vehicle Safety Act. That section prohibits commercial businesses from tampering with safety equipment installed on a vehicle in compliance with our standards. Thus, no dealer, manufacturer, repair business or distributor can install a device for the owner of the vehicle, if the device would cause the window not to meet the requirements of Standard No. 205. Violation of the 'render inoperative' provision can result in Federal civil penalties of up to $1,000 for each violation.; Section 108(a)(2)(A) does not affect vehicle owners, who may themselve alter their vehicles as they please, so long as they adhere to all State requirements. Under Federal law, the owner may install any type of device regardless of whether the installation adversely affects the window. Individual States govern the operational use of vehicles by their owners and therefore it is within the authority of the States to regulate the use of viewing devices in vehicles.; If you need further information, please let me know. Sincerely, Erika Z. Jones, Chief Counsel |
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ID: aiam5498OpenMr. John E. Getz Director, Mobile Products Engineering Ellis & Watts 4400 Glen Willow Lake Lane Batavia, Ohio 45103; Mr. John E. Getz Director Mobile Products Engineering Ellis & Watts 4400 Glen Willow Lake Lane Batavia Ohio 45103; "Dear Mr. Getz: This responds to your letter asking whether certai operations that your company performs on used trailers result in the trailers being considered 'newly manufactured' for purposes of the Federal motor vehicle safety standards. You stated that you sometimes change the finishing and equipment of a used trailer for a new application. As an example, you stated that you recently took a 10- year old trailer, stripped the inside, and refinished it as a mobile marketing facility. You also stated that in some cases you may cut a hole in the side and install a door for a specific application. In a telephone conversation with Dorothy Nakama of my staff, you indicated that you have also changed trailers by adding heating or air conditioning units, or making the trailer usable as an auditorium. In your letter, you asked whether the trailers would be considered 'newly manufactured' if the running gear, VIN and the basic trailer structure do not change, but the ownership does change. You asked this question in light of the fact that change of ownership is relevant under 49 CFR part 571.7(f) in determining whether a trailer manufactured from new and used components is considered newly manufactured. As discussed below, it is our opinion that the operations you describe do not result in the trailers being considered newly manufactured. By way of background information, the National Highway Traffic Safety Administration issues safety standards for new motor vehicles and new motor vehicle equipment. The agency does not provide approvals of motor vehicles or motor vehicle equipment. Instead, manufacturers are required to certify that their vehicles or equipment meet all applicable standards. The following represents our opinion based on the facts provided in your letter. Section 49 CFR part 571.7(f) reads as follows: Combining new and used components in trailer manufacture. When new materials are used in the assembly of a trailer, the trailer will be considered newly manufactured for purposes of the safety standards , unless, at a minimum, the running gear assembly (axle(s), wheels, braking and suspension) is not new, and was taken from an existing trailer-- (1) Whose identity is continued in the reassembled vehicle with respect to the Vehicle Identification Number, and (2) That is owned or leased by the user of the reassembled vehicle. This section only applies when new and used materials are used in the 'assembly' of a trailer. It is our opinion that the operations that you describe, i.e., where the running gear, VIN and the basic trailer structure do not change, do not constitute trailer assembly. Therefore, this section, including its provision concerning transfer of ownership, does not apply. We consider your operations to be in the nature of repair or refurbishment of a used trailer, which does not result in the trailer being considered newly manufactured. I hope this information is helpful. If there are any questions, please contact Dorothy Nakama of my staff at this address or at (202) 366-2992. Sincerely, Philip R. Recht 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.