ID: nht80-1.33

DATE: 03/18/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: Mercedes-Benz

COPYEE: JEROME N. SONOSKY

TITLE: FMVSS INTERPRETATION

TEXT: This responds to your letter forwarded to us by Mr. Jerry Sonosky, requesting an interpretation of the term "overall width" as used in Safety Standard No. 104, Windshield Wiping and Washing Systems. You ask questions: (1) whether overall width means the design width of a vehicle, or whether it means the maximum possible width allowed by design tolerances, and (2) whether overall width includes plastic, splash molding attached to the vehicle body with screws and nuts.

In answer to your first question, overall width means the maximum design width of the vehicle including tolerances.

Safety Standard No. 104 defines "overall width" as the maximum overall body width dimension "W116," as defined in section E, Ground Vehicle Practice, SAE Aero-space-Automotive Drawing Standards, September 1963. The "W116" standard specifies that overall width is measured across the body, excluding hardware and applied moldings, but including fenders when integral with the body. Therefore, the overall width of a vehicle would not include splash molding on the sides of the vehicle.

SINCERELY,

HOGAN & HARTSON

February 14, 1980

Hugh Oates Office of the General Counsel National Highway Traffic Safety Administration

Dear Hugh:

Enclosed is a request for interpretation of Standard 104 which our client, Mercedes-Benz of North America, Inc. asked us to forward directly to you.

Best wishes.

Jerome N. Sonosky

ENC.

CC: PROF. DR. W. REIDELBACH; CRAIG JONES

MERCEDES-BENZ OF NORTH AMERICA, INC.

November 16, 1979

National Highway Traffic Safety Administration

Attn: Office of Chief Counsel

Subject: Motor Vehicle Safety Standard No. 104 - Windshield Wiping and Washing Systems; Request for Interpretation

Dear Madam or Sir:

Your interpretation is requested on the definition "Overall width" as used in Motor Vehicle Safety Standard No. 104 - Windshield Wiping and Washing Systems. Section S 3. of that standard defines "Overall width" as being the maximum overall body width dimension "W116", as defined in section E, Ground Vehicle Practice, SAE Aerospace-Automotive Drawing Standards, September 1963. This second standard contains the statement that "Overall width" is measured across body, excluding hardware and applied moldings, but including fenders when integral with body.

Your interpretation of this definition is requested as follows:

1. Does overall width mean the design width of a vehicle, or does it mean the maximum (or minimum) possible width allowed by design tolerances?

2. Does overall width include plastic, splash molding attached to the vehicle body with screws and nuts. You will note in the attached drawing that this splash trim (cross-hatched) is the widest portion of the vehicle. However it is only an applied molding as shown both in the cross-section view as well as the vehicle photograph.

Should you require additional information on this request do not hesitate to contact Mr. G. M. Hespeler of our Safety Engineering Department - 201-573 2616.

HEINZ W. GERTH

(Graphics omitted)

(Graphics omitted)

(Graphics omitted)

ID: nht80-1.34

DATE: 03/18/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: G. Mack Industries, Ltd.

TITLE: FMVSS INTERPRETATION

TEXT: This is in reply to your letter of February 18, 1980, asking about the legality in the United States of a lamp with the words "DON'T PASS" which you are presently manufacturing for school buses in Canada. The lamp is intended for mounting on both the front and rear of the bus.

Such a lamp is not required in this country under Federal law. Its use as original equipment on U.S. school buses would not be prohibited by Federal Motor Vehicle Safety Standard No. 108, Lamps, Reflective Devices and Associated Equipment, since its installation would not appear to impair the effectiveness of required lighting equipment. Its legality would be determined by that of the State in which the bus is registered and operated, and therefore, you should contact the individual State for their opinion in this matter.

SINCERELY,

G. MACK INDUSTRIES LTD.

February 18, 1980

Frank Berndt, Chief Counsel National Highway Traffic Safety Administration, U.S. Department of Transportation,

Dear Sir:

In a letter I received from Mr. David Soule he suggested that I write you directly as to finding out the legality of our "DON'T PASS" light, we are presently manufacturing for the school buses in Canada.

The "DON'T PASS" light features consist of one or two flashing thirty-five candlepower seal beam units or six thirty two candlepower bulbs. The base is made out of A.B.S. a hard tough space age material that is weather resistant, and is suited for outdoor applications. The lens is made out of san and is a chemical scratch resistant plastic. Dimensions are 10" x5" x2" with a simple six screw molding which will adapt to any school bus. As to the electrical hook up we are presently using the four way flashing switch.

Enclosed is a picture and a newspaper clipping as to our headway we have made in Canada.

Appreciating your valued opinion in your early reply as to our position in the United States. I remain,

J. Leftrook Jr. President

ENC.

The Big Safety Lamp has been included in the Manitoba school bus specifications and the Manitoba Highway Traffic Act has been amended to give approval of the light. It is now in use in all of the 52 Manitoba school divisions. Application to have the lamp made standard equipment will go before the next meeting of the Canadian Standards Association.

The lamp which is produced for the company by Melet Plastic Ltd., 670 Golspie Street, Winnipeg, is injection moulded on custom made steel dies. The lens is made of SAN, a scratch and chemical resistant plastic, and the back of the unit is made of ABS, a hard, tough, space age material that is weather resistant and specially suited to outdoor applications.

Gerry Leftrook is optimistic about the future. Negotiations are underway to have the light standardized in the United States as well as Canada. It is estimated that there are some 25,000 school buses operating in Canada and 348,000 in the United States. Production of new buses has been projected at about 7,000 per year in Canada and 35,000 per year in the United States over the next five years.

The light can be adapted to transport trailers and trucks, house trailers and campers, all of which provide a wide market potential.

(Graphics omitted)

ID: nht80-1.35

DATE: 03/18/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: Bertolini Engineering Co., Inc.

TITLE: FMVSS INTERPRETATION

TEXT: This is in reply to your letter of February 22, 1980, asking for an interpretation of Federal Motor Vehicle Safety Standard No. 108.

You have referenced our letter of May 5, 1977, to Mr. Dennis Moore of Dry Launch. That letter interpreted S4.3.1.1.1 with respect to a rear clearance lamp which indicated overall width though it was not located on the rear of the trailer. In that position it was not required to be visible at 45 degrees inboard. You have asked whether the same inboard visibility requirements may be eliminated for front clearance lamps "for the same reasons".

The answer is yes. If a front clearance lamp that indicates overall width is not located at the front of the trailer, S4.3.1.1.1 relieves it of the requirement that it be visible at 45 degrees inboard.

I hope this answers your question.

SINCERELY,

BERTOLINI ENGINEERING CO., INC.

February 22, 1980

Frank Berndt Acting Chief Counsel U.S. Department of Transportation National Highway Traffic Safety Administration

Dear Mr. Berndt:

I am in receipt of a letter written to you on April 7, 1977 concerning the elimination of the requirement for inboard visibility of a rear clearance lamp for a truck trailer, and your reply of May 5, 1977 advising that the inboard visibility is not required.

My question is as follows: Can the same inboard visibility requirement for the front clearance light of a truck trailer be eliminated for the same reasons as cited in your letter of May 5, applying the diagram shown in the April 7, 1977 letter, with the exception that the diagram applies to the front of a trailer instead of the rear.

William A. Bertolini President

ID: nht80-1.36

DATE: 03/18/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: American Mfg. & Equipment Inc.

TITLE: FMVSS INTERPRETATION

TEXT: Pursuant to the request in your February 13, 1980, letter to this office, I am enclosing an up-to-date copy of Federal Motor Vehicle Safety Standard No. 117 (49 CFR @ 571.117).

You asked about the agency's "current position with respect to Standard No. 117 as to (1) passenger tires and (2) truck tires." The requirements of this standard apply to all retreaded pneumatic passenger car tires sold in the United States. As of this date, however, neither Standard No. 117 nor any other standard applies to retreaded truck tires.

If you have any further questions regarding the requirements of the enclosed standard or any other regulations of this agency, please contact Steve Kratzke of my office (202-426-2992).

SINCERELY,

AMERICAN MFG.

& EQUIPMENT INC.

February 13, 1980

Lawrence R. Schneider Chief Counsel U.S. Department of Transportation National Highway Traffic Safety Admin.

RE: Standard No. 117 (S5.2) MV22117 Federal Retread Standard

Dear Mr. Schneider:

May I inquire as to the Department's current position with respect to the referenced standard as to (1) passenger tires and (2) truck tires.

Would you be kind enough to provide us with a copy of Federal Retread Standards also.

Thanking you in advance for any assistance you can provide.

AMERICAN MFG. & EQUIPMENT INC.

Albert P. Penter President

ID: nht80-1.37

DATE: 03/18/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: Aeroquip Corporation

TITLE: FMVSS INTERPRETATION

TEXT: This responds to your January 17, 1980, letter asking whether the performance requirements of the parking brake sections of Standard No. 121, Air Brake Systems, permit the use of a common piston for both the service and parking brakes.

In our August 9, 1979, Federal Register notice (44 FR 46850), we stated that the performance requirements of the parking brake system must be achieved with any single leakage-type failure in the service brake system, including a ruptured diaphragm. The use of the diaphragm example was intended only to clarify a question that had been raised by a commenter to the notice proposing the parking brake amendment. The diaphragm example does not limit the requirement that any single leakage-type failure of a component of the service brake system must not affect the performance of the parking brake system.

With respect to your question, you state that a piston does not fail in the sudden manner of a diaphragm. Although this may be accurate, it is not the correct approach for interpretation of the performance requirements of the parking brake sections of the standard. If your parking brake system would comply with the requirements of the standard once the piston in the service brake system has failed, then you would be permitted to use a common piston. If, on the other hand, a failure of the service brake piston would cause the parking brake system to fail the requirements, a common piston would not be allowed.

SINCERELY,

AEROQUIP CORPORATION JACKSON, MICHIGAN 49203

January 17, 1980

Roger Tilton Office of Chief Counsel National Highway Traffic Safety Administration

Re: (Docket No. 75-16; Notice 26) FR Vol. 44, No. 155, page 46850 Thursday, August 9, 1979

Dear Mr. Tilton:

The following statement in regard to the performance of emergency-parking brakes applied by air pressure rather than by spring force appears in the subject Federal Register:

"Thus, the prescribed performance must be achieved with any type of failure in the service brake system, including a ruptured diaphragm".

This statement makes it plain that the service and emergency-parking brake systems may not share a common diaphragm.

Since it is not dealt with in the ruling and because a piston brake does not fail in the complete and usually sudden manner of a diaphragm, we are interpreting the ruling to allow the use of a common piston, assuming all requirements of the ruling are met.

Would you please confirm our assumption at your earliest convenience. You may contact me at (517) 787-8121. Thank you for your cooperation.

C. Crissy Manager, Mechanical Products

ID: nht80-1.38

DATE: 03/21/80

FROM: JAMES W. LAWRENCE -- MANAGER ENGINEERING RELIABILITY & GOVERNMENT STANDARDS DEPT. WHITE MOTOR CORPORATION

TO: FRANK BERNDT -- CHIEF COUNSEL NATIONAL HIGHWAY TRAFFIC SAFETY ADMIN.

TITLE: FMVSS-115 REQUEST FOR INTERPRETATION VEHICLE IDENTIFICATION NUMBERS FOR GLIDER KITS

TEXT: Dear Mr. Berndt:

White Motor Corporation manufactures Glider Kits which are sold through its Service Department for use in rebuilding used and wrecked vehicles. FMVSS-115 does not apply to these kits because they are not new vehicles as manufactured.

There are, however, some states which allow the rebuilt vehicle to carry the identity of the kit, rather than that of the scrapped vehicle. To facilitate the registration of these vehicles, White issues a Manufacturers' Statement of Origin and a vehicle identification number. Registration as a White also provides traceability for recall should the need arise.

White believes, and requests confirmation that, although the standard does not apply to these vehicles, the standard does not prohibit the application of VIN to a Glider Kit.

ID: nht80-1.39

DATE: 03/24/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: Lombard, Bardner, Honsowetz & Brewer

TITLE: FMVSS INTERPRETATION

TEXT: This responds to your letter of February 8, 1980, on behalf of your client, Ideal Welding and Machine Company. That company intends to market a one-piece unit coupling device for the connection of electrical and air-brake lines on tractor-trailers. You ask whether Safety Standard No. 106-74, Brake Hoses (49 CFR 571.106-74), would be applicable to this device.

The device described in your letter would not be considered a brake hose assembly or a brake hose end fitting. Rather, according to the drawings enclosed in your letter, a completed brake hose assembly with its own end fitting would be attached to the coupling device, similar to the attachment of a completed assembly to a manifold. Therefore, certification of compliance with Safety Standard No. 106-74 would not be required. This answer dispenses with your remaining questions concerning certification.

Although there are no Federal safety standards applicable to a device such as you describe, it is a piece of motor vehicle equipment. Under the National Traffic and Motor Vehicle Safety Act, as amended 1974 (15 U.S.C. 1381), a manufacturer of motor vehicles or motor vehicle equipment is responsible for any safety related defects that may exist in its products. The manufacturer would have to notify purchasers of any such safety related defects and remedy the defects at its own expense (15 U.S.C. 1411, et seq.). Therefore, your client should ascertain through testing or other means that there are no safety problems with its coupling device. Obviously, this is particularly important with any system involving vehicle braking.

Sincerely,

ATTACH.

LOMBARD, GARDNER, HONSOWETZ & BREWER ATTORNEYS AT LAW

February 8, 1980

Chief Counsel -- National Highway Traffic Safety Administration

Re: Ideal Coupling - Ruling Request Under Motor Vehicle Safety Standard No. 106-74 And Related Sections

Dear Sirs:

On behalf of my client Ideal Welding and Machine Co., a corporation organized under the laws of the State of Oregon, having its principal office at 120 Monroe Street, Eugene, Oregon, the undersigned respectfully requests that the rulings requested herein be issued on behalf of the above-mentioned party regarding the applicability of Motor Vehicle Safety Standard No. 106-74 or any related standards dealing with air-brake systems. Ideal Welding and Machine Co., which commenced business in August, 1977, is currently engaged in the business of designing and manufacturing products for industrial use. The company has designed a coupling device to be attached to the electrical and air-brake hoses of a truck and trailer which would provide a simplified one-piece unit for the connection of the electrical and air-brake lines. Arrangements have been made with Clarion Shoji Co., Ltd., of Tokyo, Japan, for the manufacture of this device. Because the device involves the connection of air-brake hoses, clarification as to the certification, labelling, and testing requirements under the Motor Vehicle Safety Standard No. 106-74 and any related sections is desired prior to the import and sale of the device in the United States.

Based on the foregoing, it is respectfully requested that the following ruling be issued:

1. The Ideal Coupling does not constitute an air-brake hose, end fitting, or assembly that requires labelling or certification under Motor Vehicle Safety Standard No. 106-74 or any related standard.

If your agency should find that some form of certification, labelling, or testing is required for the coupling device, please advise as to the following:

1. What form of label, certification, or testing is required?

2. Who is required to perform the above, i.e, the Japanese manufacturer, or may our client provide the label, certification, or testing in the United States?

If any further information is necessary, please contact the undersigned. Your prompt consideration of this matter is greatly appreciated.

Very truly yours,

Ronald A. Irvine

Under penalties of perjury, we have examined this ruling request, including the accompanying documents, and to the best of our knowledge and belief, the information presented in support of the requested ruling herein is true, correct and complete.

IDEAL WELDING AND MACHINE CO.

By: (Illegible Words) Its President

By: Sandra Dean Its Secretary

Enclosures

United States Patent [19]

Wetzig

[11] 4,183,599 [patent omitted]

ID: nht80-1.4

DATE: 01/11/80

FROM: AUTHOR UNAVAILABLE; F. Berndt; NHTSA

TO: Blue Bird Body Company

TITLE: FMVSS INTERPRETATION

TEXT: This responds to your October 8, 1979, letter and follow-up meeting in which you ask several questions about the compliance of your school buses with Standard No. 221, School Bus Body Joint Strength. In your letter, you ask about four separate joints and ask whether they would be required to comply with the standard.

As you know, the standard applies to any joint of a body panel that encloses bus body space and a body structure member. An exception from the standard exists for those joints that connect maintenance access panels. In our meeting with you, we stated the agency's objection to the existing industry practice involving maintenance access panels, and further stated that the agency was contemplating rulemaking to restrict the maintenance access panel exception.

Responding directly to the four joints that you reference in your letter, you first ask whether the contact point between the headlining panel and the spring clip is a joint subject to the standard. A spring clip is entirely enclosed within a bus wall. Its function is to aid in holding the body panel in place while the rivets or adhesives are being applied. It serves no function beyond that. The agency does not believe that a spring clip is either a body structure member or a body panel enclosing occupant space. Accordingly, the joint of this clip and any other body member is not a joint subject to the standard.

In your second question, you ask whether the joint between the headlining panel and the headlining panel positioning tab is a joint subject to the standard. The positioning tab is a device that is approximately two inches long and contacts the headlining panel in two places between the bus body bows. The purpose of this tab, is to prevent buckling of the headlining panel between the two bows. The agency concludes that positioning tabs are body structure members. Therefore, if they contact a body panel at its edge, the intersection of these two components creates a joint subject to the standard.

Your third question asks whether an extruded aluminum sash assembly must comply with the standard. You state in your letter that this assembly is part of the window and, therefore, exempt from the requirements. The aluminum sash assembly to which you refer is an add-on device above the window found in your larger buses to provide more headroom. The agency concludes that this device has no function as a part of the window but merely is a trim panel that serves to cover part of the bus sidewall. Accordingly, the joint connecting this panel to the remainder of the bus structure would be required to comply with the standard.

Finally, you ask whether the joint between a positioning angle and a headlining panel must comply with the joint strength requirements. A positioning angle is a body structure member that runs from bow to bow and supports the edge of the headlining panel to prevent buckling. The agency concludes that this positioning angle is a body structure member and its connection with a body panel is a joint subject to the standard's requirements.

SINCERELY,

BLUE BIRD

BODY COMPANY

October 8, 1979

Frank Berndt Chief Counsel National Highway Transportation Safety Administration Department of Transportation

SUBJECT: FMVSS 221

REF: 1. Letter from Francis Armstrong to Albert L. Luce dated 6-1-79; NEF-31 MPa CIR 2087

Dear Mr. Berndt:

The subject standard requires 60% joint strength for certain defined joints on school buses; other joints, as defined in S4 of the standard, are exempted. The purpose of this letter is to seek confirmation that certain aspects of a proposed design change are exempted under the provisions of S4.

In preparation for initial compliance with the subject standard, Blue Bird Body Company redesigned the wire service panel and obtained approval for the new design; please refer to letter to and from NHTSA on February 13, 1976 and April 26, 1976 respectively.

In reference 1, NHTSA raised questions concerning our wire service panel. The questions carried no allegations of non compliance. However, in keeping with Blue Bird Body Company's philosophy of meeting the spirit of NHTSA regulations as well as the letter, we are now proposing changes to the wire service panel and surrounding components. These changes are described by the two enclosed prints.

The prints show cross sections of the proposed wire service panel design for 74" headroom and 77" headroom vehicles. The specific items with regard to this design proposal which we would like you to confirm are:

1. That the area of contact between the headlining and spring steel clip is not a joint subject to FMVSS 221 requirements. As shown on the prints, this clip is used only as an assembly aid to support headlining panels while permanent fasteners are installed. The clip will be approximately 3/4" wide. While the permanent integrity of the design is not dependent on the clip, the intent is to leave it in place after the permanent fasteners are installed.

2. That the area of contact between the headlining and the headlining panel positioning tab on the header of 74" headroom models is not a joint subject to the requirements of FMVSS 221. The purpose of the tab is to prevent the headlining from bowing outward between roof bows. The tab is shown full size on the 74" headroom print. There will be two tabs per window section.

3. That the window frame extension on 77" headroom models is exempted under the provisions of S4 where windows and body panel joints designed for ventilation are exempted.

4. That the headlining panel positioning angle on 77" headroom models is exempted. This angle performs the same function on 77" headroom models as the headlining panel positioning tabs serve on the 74" headroom models; see item 2 above.

Your early review and confirmation of these items will be appreciated. We are available for conference at your convenience to answer any questions you might have.

W. G. Milby Manager, Engineering Services

ENCLS.

ID: nht80-1.40

DATE: 03/24/80

FROM: AUTHOR UNAVAILABLE; Frank Berndt; NHTSA

TO: O'Meara Ford Center

TITLE: FMVSR INTERPRETATION

TEXT: This responds to your February 26, 1980, letter asking about the proper certification for a Ford Mustang that has been converted to a convertible. You ask what certification is required before you would be permitted to sell such a vehicle.

The National Highway Traffic Safety Administration requires all manufacturers of motor vehicles to certify that their vehicles comply with Federal safety standards prior to first sale. In the case of the vehicle that you mention, Ford Motor Company would have certified it when it was sold to the company that converted it to a convertible. Ford's certification label is located on the driver's door or pillar post.

The company that converted the vehicle, Tomaso of America, is responsible for putting its own label on the vehicle indicating that as altered the vehicle continues to comply with the applicable Federal safety standards. The requirements for alterers' labels are located in Title 49 of the Code of Federal Regulations, Section 567.7. Tomaso's label should also be located on the vehicle in the same area as Ford's.

If both of the labels are on the vehicle, it is legal for you to sell it. If either of the labels is missing from the vehicle, then the vehicle is not correctly certified and may be in noncompliance with the safety standards.

ID: nht80-1.41

DATE: 03/26/80

FROM: AUTHOR UNAVAILABLE; Frank Berndt; NHTSA

TO: David Williams

TITLE: FMVSR INTERPRETATION

TEXT: I would like to clarify my remarks of March 17, 1980, with respect to the applicability of Federal motor vehicle safety standards to imported vehicles.

In that letter I implied that there was a prohibition against importing cars that didn't meet Federal standards and that such vehicles had to comply with standards in effect on the date of importation. Actually, a nonconforming vehicle may be imported under bond if it will be brought into compliance within 120 days of entry with all applicable standards in effect on the date of its manufacture.