ID: 9645

Mr. John Moore
Ferrucci Nurseries
Rd 1, Box 299
Piney Hollow Rd.
Newfield, NJ 08344

Dear Mr. Moore:

This responds to your letter of February 4, 1994, requesting verification of a statement made by a National Highway Traffic Safety Administration (NHTSA) employee that you are allowed to install passenger seats in a van used for farm transportation if you comply with the safety regulations. In a phone conversation with Mary Versailles of my staff, you explained that you would like to add seats to the rear of a 14 foot cargo van which the nursery owns. You would be performing this work yourself. As explained below, Federal law does not apply to situations where vehicle owners alter their own vehicles.

I am pleased to have this opportunity to explain our laws and regulations to you. NHTSA is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381 et seq.; Safety Act) to issue motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) prohibits any person from manufacturing, introducing into commerce, selling, or importing any new motor vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards.

NHTSA has exercised its authority to establish five safety standards which could be relevant to installation of a seat in a used vehicle: Standard No. 207, Seating Systems, Standard No. 208, Occupant Crash Protection, Standard No. 209, Seat Belt Assemblies, Standard No. 210, Seat Belt Assembly Anchorages, and Standard No. 302, Flammability of Interior Materials. Standards Nos. 207, 208, 210, and 302 apply, with certain exceptions that are not relevant to your situation, to vehicles and not directly to items of equipment. Standard No. 209, however, applies to seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Thus, if you install new seat belts on the seats, the manufacturer is required to certify that the seat belts comply with Standard No. 209.

If a seat is installed in a used motor vehicle, the seat, as an item of equipment, does not have to comply with any Federal standards. However, 108(a)(2)(A) of the Safety Act provides, in pertinent part:

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 motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard. . . .

None of these entities could install seats in your van if it caused the vehicle to no longer comply with any of the safety standards. Please note, however, that the "render inoperative" prohibition does not apply to modifications vehicle owners make to their own vehicles. Thus, Federal law would not apply in a situation where you, as an individual vehicle owner, installed seats in your own vehicles, even if the installation were to result in the vehicle no longer complying with the safety standards. However, you should be aware that individual States have the authority to regulate modifications that individual vehicle owners may make to their own vehicles.

While Federal law would not apply to a modification you make to your own vehicle, I nonetheless urge you to exercise care in installing the seats and to install seat belts on the seats. The seats and seat belts will not provide any protection to occupants if they separate from the vehicle frame in a crash. Also, you may wish to consult a private attorney familiar with the law in the State of New Jersey regarding potential liability in tort for your business in these circumstances.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

Sincerely,

John Womack Acting Chief Counsel ref:207 d:4/14/94

ID: nht94-6.31

DATE: April 14, 1994

FROM: John Womack -- Acting Chief Counsel, NHTSA

TO: John Moore -- Ferrucci Nurseries (Newfield, NJ)

TITLE: None

ATTACHMT: Attached to letter dated 2/4/94 from John Moore to Chief Council, NHTSA (OCC 9645)

TEXT:

This responds to your letter of February 4, 1994, requesting verification of a statement made by a National Highway Traffic Safety Administration (NHTSA) employee that you are allowed to install passenger seats in a van used for farm transportation if you comply with the safety regulations. In a phone conversation with Mary Versailles of my staff, you explained that you would like to add seats to the rear of a 14 foot cargo van which the nursery owns. You would be performing this work yourself. As explained below, Federal law does not apply to situations where vehicle owners alter their own vehicles.

I am pleased to have this opportunity to explain our laws and regulations to you. NHTSA is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. S1381 et seq.; Safety Act) to issue motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) prohibits any person from manufacturing, introducing into commerce, selling, or importing any new motor vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards.

NHTSA has exercised its authority to establish five safety standards which could be relevant to installation of a seat in a used vehicle: Standard No. 207, Seating Systems, Standard No.208, Occupant Crash Protection, Standard No. 209, Seat Belt Assemblies, Standard No. 210, Seat Belt Assembly Anchorages, and Standard No. 302, Flammability of Interior Materials. Standards Nos. 207, 208, 210, and 302 apply, with certain exceptions that are not relevant to your situation, to vehicles and not directly to items of equipment. Standard No. 209, however, applies to seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Thus, if you install new seat belts on the seats, the manufacturer is required to certify that the seat belts comply with Standard No. 209.

If a seat is installed in a used motor vehicle, the seat, as an item of equipment, does not have to comply with any Federal standards. However, S108 (a)(2)(A) of the Safety Act provides, in pertinent part:

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 motor vehicle or item of motor vehicle equipment in compliance with an applicable Federal motor vehicle safety standard. . . .

None of these entities could install seats in your van if it caused the vehicle to no longer comply with any of the safety standards. Please note, however, that the "render inoperative" prohibition does not apply to modifications vehicle owners make to their own vehicles. Thus, Federal law would not apply in a situation where you as an individual vehicle owner, installed seats in your own vehicles, even if the installation were to result in the vehicle no longer complying with the safety standards. However, you should be aware that individual States have the authority to regulate modifications that individual vehicle owners may make to their own vehicles.

While Federal law would not apply to a modification you make to your own vehicle, I nonetheless urge you to exercise care in installing the seats and to install seat belts on the seats. The seats and seat belts will not provide any protection to occupants if they separate from the vehicle frame in a crash. Also, you may wish to consult a private attorney familiar with the law in the State of New Jersey regarding potential liability in tort for your business in these circumstances.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

ID: nht94-2.41

TYPE: Interpretation-NHTSA

DATE: April 14, 1994

FROM: John Womack -- Acting Chief Counsel, NHTSA

TO: John Moore -- Ferrucci Nurseries (Newfield, NJ)

TITLE: None

ATTACHMT: Attached to letter dated 2/4/94 from John Moore to Chief Council, NHTSA (OCC 9645)

TEXT:

This responds to your letter of February 4, 1994, requesting verification of a statement made by a National Highway Traffic Safety Administration (NHTSA) employee that you are allowed to install passenger seats in a van used for farm transportation if yo u comply with the safety regulations. In a phone conversation with Mary Versailles of my staff, you explained that you would like to add seats to the rear of a 14 foot cargo van which the nursery owns. You would be performing this work yourself. As exp lained below, Federal law does not apply to situations where vehicle owners alter their own vehicles.

I am pleased to have this opportunity to explain our laws and regulations to you. NHTSA is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. S1381 et seq.; Safety Act) to issue motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) prohibits any person from manufacturing, introducing into commerce, selling, or importing any new moto r vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards.

NHTSA has exercised its authority to establish five safety standards which could be relevant to installation of a seat in a used vehicle: Standard No. 207, Seating Systems, Standard No.208, Occupant Crash Protection, Standard No. 209, Seat Belt Assemblie s, Standard No. 210, Seat Belt Assembly Anchorages, and Standard No. 302, Flammability of Interior Materials. Standards Nos. 207, 208, 210, and 302 apply, with certain exceptions that are not relevant to your situation, to vehicles and not directly to i tems of equipment. Standard No. 209, however, applies to seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Thus, if you ins tall new seat belts on the seats, the manufacturer is required to certify that the seat belts comply with Standard No. 209.

If a seat is installed in a used motor vehicle, the seat, as an item of equipment, does not have to comply with any Federal standards. However, S108 (a)(2)(A) of the Safety Act provides, in pertinent part:

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 motor vehicle or item of motor vehicle equipment in comp liance with an applicable Federal motor vehicle safety standard. . . .

None of these entities could install seats in your van if it caused the vehicle to no longer comply with any of the safety standards. Please note, however, that the "render inoperative" prohibition does not apply to modifications vehicle owners make to their own vehicles. Thus, Federal law would not apply in a situation where you as an individual vehicle owner, installed seats in your own vehicles, even if the installation were to result in the vehicle no longer complying with the safety standards. H owever, you should be aware that individual States have the authority to regulate modifications that individual vehicle owners may make to their own vehicles.

While Federal law would not apply to a modification you make to your own vehicle, I nonetheless urge you to exercise care in installing the seats and to install seat belts on the seats. The seats and seat belts will not provide any protection to occupan ts if they separate from the vehicle frame in a crash. Also, you may wish to consult a private attorney familiar with the law in the State of New Jersey regarding potential liability in tort for your business in these circumstances.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

ID: aiam3251

Dear Mr. Gerken: This responds to your letter of March 27, 1980, to Mr. Stephen Oesch o my staff concerning Standard No. 213, *Child Restraint Systems*. You asked whether the labels and installation diagrams required by the standard must comply with Standard No. 302, *Flammability of Interior Materials*. In addition, you asked whether an upholstery tag, required by State law, attached to the seat must comply with Standard No. 302.; Section 5.7 of Standard No. 213 requires 'each material used in a chil restraint system' to conform to the performance requirements of Standard No. 302. Because the label, installation diagram and tag materials are affixed to the child restraint, they would have to comply with Standard No. 302.; Section 4.2.2 of Standard No. 302 provides that 'any material tha adheres to other materials at every point of contact' shall meet the performance requirements of the standard 'when tested as a composite with the other materials.' Thus, if the label, diagram and tag are affixed to the plastic shell of the restraint so that they adhere to the shell at every point of contact, they would be tested with the shell. If the label, diagram and tag do not adhere at every point of contact, section 4.2.1 requires them to meet the performance requirement of the standard when tested separately.; If you have any further questions, please let me know. Sincerely, Frank Berndt, Chief Counsel

ID: aiam3731

Dear Mr. Scott: This responds to your letter to Mr. Kratzke of my staff, asking for a interpretation concerning Safety Standard No. 302, *Flammability of Interior Materials* (49 CFR S571.302). Specifically, you asked whether innerspring mattresses used in motor homes are subject to the requirements of that standard. You also asked for a definition of the term 'mattress cover.'; Section S4.1 of Standard No. 302 lists the components that are covere by the standard. That list states that mattress covers must comply with the standard's requirements, but not the innerspring mattress itself. Hence, the innerspring mattress with which you are concerned is not subject to the flammability requirements of Standard No. 302. As your letter noted, those mattress (sic) are subject to certain flammability requirements issued by the Consumer Product Safety Commission.; We have previously defined the term 'mattress cover' as including bot a cover that is used generally to enclose a mattress for cleanliness or sanitary purposes *and* the ticking permanently attached to the mattress to enclose the mattress filling or core. Both of these items would have to meet the requirements of Standard No. 302.; Should you have any further questions or need more information on thi subject, please contact Mr. Steve Kratzke of my staff at (202) 426- 2992.; Sincerely, Frank Berndt, Chief Counsel

ID: aiam5454

Dear Mr. Gupta: This is in reply to your FAX of August 29, 1994, t Richard Van Iderstine of this agency. For future reference, requests for interpretations of U.S. Federal motor vehicle safety regulations should be addressed to the Office of Chief Counsel. You have asked whether the size and types of aiming pads you propose to place on headlamps manufactured by Autolite conform to DOT specifications. You describe these headlamps as 'a 7' round and a 200 x 142 mm rectangular replaceable halogen sealed beams which use a replaceable halogen bulb (HB2).' You enclosed diagrams showing 'aiming pad's position as per SAE J1383 - 1992' (Figures 1 and 3), and in the manner you wish to place them on the Autolite lamps (Figures 2 and 4). We understand that these replaceable bulb headlamps are intended to be sold as replacements for sealed beam headlamps of the same dimensions. Federal Motor Vehicle Safety Standard No. 108 Lamps, Reflective Devices, and Associated Equipment, is the DOT specification that applies to Autolite's headlamps. The aimability performance requirements for non-sealed beam headlamps are found in S7.8. of Standard No. 108. S7.8 allows any aiming pad pattern that will fit on the headlamp and that will allow any one of the available aiming adapters described in SAE J602 to be used on the headlamp. Specifically, S7.8.1 in pertinent part allows non-sealed beam headlamps to be equipped with aiming pads to be used with the photometric procedures of SAE J1383 APR85 (not '1992' as you wrote) when being tested for photometric compliance, and to serve for the aiming reference when the lamp is installed on a motor vehicle. S7.8.5 allows an installed headlamp system to be aimable with an externally applied aiming device. Under S7.8.5.1, this aiming device shall be the equipment specified in SAE Standard J602 OCT80 Headlamp Aiming Device for Mechanically Aimable Sealed Beam Headlamp Units. You write that the aiming pad sizes and types you wish to use are identical to those on headlamps sold by Hella, and that ETL Testing Laboratories has told you that the aiming pad positions and types meet DOT specifications. This indicates that Autolite's headlamps would be mechanically aimable with SAE J602 equipment, and therefore permissible as meeting Standard No. 108. We recommend that Autolite verify mechanical aimability with SAE J602 equipment before certifying compliance with Standard No. 108. Our engineering staff has reviewed your letter and asks that we point out the following errors in Autolite's Figures Nos. 2 and 4. Under both Figures, there is a reference to 'HB-2 (H4 P43t).' The HB2 light source is not the same as the H4 P43t light source. The HB2 is a light source permitted by Standard No. 108 while the H4 P43t is not permitted by the Standard for motor vehicles. Under the drawing, the dimension '68.5' should be '68.58 +/- 0.51' (see Figure 4-4 of Standard No. 108). The dimensions of '32' and '52.0' must be the sum of two dimension 'A's from Figure 4-4, thus the sum is 42.16 +/- 0.25 + 42.16 +/- 0.25 = 84.32 +/- 0.50, not 84 as nominally calculated. Finally, with respect to Figure 4 only, because this lamp is intended to replace a 200 x 142 mm sealed beam lamp, the position of the aiming pads are not, but should be identical to the 200 x 142 mm sealed beam to facilitate mechanical aim when only one headlamp is replaced. Sincerely, Philip R. Recht Chief Counsel;

ID: nht94-7.33

DATE: March 21, 1994

FROM: John Womack -- Acting Chief Counsel, NHTSA

TO: Wolf Ebel -- President, Schroth Restraint Systems Biomatik USA Corp.

TITLE: None

ATTACHMT: Attached to letter dated 1/5/94 to Mary Versailles from Stephen M. Monseu (OCC-9550)

TEXT:

This responds to a September 22, 1993, letter from Mr. Stephen M. Monseu of your company, asking whether the products manufactured by Schroth Restraint Systems (the Rally 3, Rally 4, and Autocontrol harness belt systems) meet the requirements of Standard No. 208, Occupant Crash Protection, and Standard No. 209, Seat Belt Assemblies. The September 22 letter stated that these are after-market belt systems, intended for installation in addition to the factory-installed occupant protection system. This also responds to a January 5, 1994, letter asking whether the Schroth restraint systems would meet the requirements of Standard No. 208 if they were installed as original equipment in a motor vehicle.

By way of background information, the National Highway Traffic Safety Administration (NHTSA) is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. S1381 et seq.; Safety Act) to issue Federal motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) prohibits any person from manufacturing, introducing into commerce, selling, or importing any new motor vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards. NHTSA does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. Instead, the Safety Act establishes a "self-certification" process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. Thus, while I cannot advise concerning whether or not the Schroth restraint systems comply with applicable safety standards, I can explain how the standards would apply to these products.

NHTSA has exercised its authority to establish four safety standards that may be relevant to the Schroth restraint systems.

The first is Standard No. 208, Occupant Crash Protection (49 CFR S571.208), which sets forth requirements for occupant protection at the various seating positions in vehicles. The second relevant standard is Standard No. 209, Seat Belt Assemblies (49 CFR S571.209), which sets forth strength, elongation, webbing width, durability, and other requirements for seat belt assemblies. The third relevant safety standard is Standard No. 210, Seat Belt Assembly Anchorages, which establishes strength and location requirements for seat belt anchorages. The final relevant safety standard is Standard No. 302, Flammability of Interior Materials. This standard specifies burn resistance requirements for materials used in the occupant compartment of motor vehicles.

Because federal law operates differently depending on when the installation of the Schroth restraint system occurs, I will separately discuss three possible scenarios.

Installation as Original Equipment

Standards No. 208, No. 210, and No. 302 apply, with certain exceptions that are not relevant to your product, to vehicles and, not directly to items of equipment. Thus, the vehicle manufacturer, and not the equipment manufacturer, would be responsible for certifying that the vehicle complies with these standards with the Schroth restraint system installed in the vehicle.

Standard No. 208 requires seat belts to be installed at all designated seating positions in many, but not all, vehicles. Different belt installation requirements apply depending on the vehicle type, seating position within the vehicle, and the gross-vehicle weight rating (GVWR) of the vehicle. The belt installation requirements can be divided into three categories:

. Automatic crash protection systems which 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). A new Federal statutory requirement makes air bags accompanied by manual Type 2 seat belts mandatory in all passenger cars and light trucks by the late 1990's.

. Type 2 seat belt assemblies, defined in Standard No. 209, Seat Belt Assemblies, as "a combination of pelvic and upper torso restraints."

. Type 1 seat belt assemblies, defined in Standard No. 209 as "a lap belt for pelvic restraint."

The Schroth restraint-systems would not be considered automatic safety belts, and therefore could not be used in place of an air bag to satisfy the requirements of Standard No. 208 for seating positions requiring automatic crash protection.

The Schroth restraint systems would be considered Type 2 seat belt assemblies. Therefore, if the Schroth restraint systems meet the requirements of Standard No. 209 (discussed later in this letter), and if the anchorages for the Schroth restraint systems meet the requirements of Standard No. 210, they could be installed to satisfy the requirements of Standard No. 208 for any seating position requiring a Type 2 seat belt assembly. This would include installation of the Schroth restraint system with an air bag. Please note, however, that the dynamic testing requirement must be met both with and without the Schroth restraint system. In addition, because Standard No. 208, like all safety standards, is a minimum standard, the Schroth restraint systems could be installed to

satisfy the requirements of Standard No. 208 for any seating position requiring a Type 1 seat belt assembly. Please note however, that the Schroth restraint system does not appear to comply with certain sections of Standard No. 208, specifically:

. S7.1.1.3, which requires emergency locking retractors on the lap belt portion of safety belts in the front outboard seating positions.

. S7.1.2, which requires the intersection of the upper torso belt with the lap belt to be at least six inches from the vertical centerline of a 50th percentile adult male occupant.

. S7.2(c), which requires release at a single point.

Unlike the other three standards, Standard No. 209 applies to seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Standard No. 209 defines a "seat belt assembly" as "any strap, webbing, or similar device designed to secure a person in a motor vehicle in order to mitigate the results of any accident, including all necessary buckles and other fasteners, and all hardware designed for installing such seat belt assembly in a motor vehicle."

Because the Schroth restraint systems would be considered "seat belt assemblies," the systems must be certified as complying with Standard No. 209 before they can be sold.

Installation Prior to First Sale

Because your September 22 letter indicated that the Schroth restraint systems might be installed in addition to existing belt systems, I would like to also discuss such an installation prior to the vehicle's first sale. If a Schroth restraint system was added to a new vehicle prior to its first sale, e.g., by the dealer, the person who modified the vehicle would be an alterer of a previously certified motor vehicle and would be required to certify that, as altered, the vehicle continues to comply with all of the safety standards affected by the alteration. If the Schroth restraint system were installed in addition to the safety belts required by Standard No. 208, and provided that the installation did not interfere with the required safety belts, such installation would not affect the compliance of the vehicle with Standard No. 208, since the standard's requirements would be fully met by the original belts.

Installation After First Sale

After the first purchase of a vehicle for purposes other than resale, the only provision in Federal law that affects the vehicle's continuing compliance with an applicable safety standard is set forth in section 108(a)(2)(A) of the Safety Act. That section provides that:

No manufacturer, distributor, dealer, or motor vehicle repair business shall knowingly render inoperative, in whole or in part, any device or element of design installed on or in a motor vehicle ... in compliance with an applicable Federal motor vehicle safety standard.

This provision would prohibit any of the named commercial entities from installing a Schroth restraint system if such installation rendered inoperative the compliance of the vehicle with any applicable safety standard. For example, if the material used in the system did not meet the burn resistance requirements of Standard No. 302, installation of the system would render inoperative compliance with that standard. Any violation of the "render inoperative" prohibition is subject to a potential civil penalty of up to $1,000 for each violation. Please note that this provision does not prohibit owners from modifying their vehicles, even if such modification adversely affects the compliance of the vehicle with safety standards. However, this agency encourages vehicle owners not to make any modifications which would negatively affect the occupant protection systems installed in their vehicles. Also, vehicle modifications by owners may be regulated by state law.

I have enclosed an information sheet that identifies relevant Federal statutes and NHTSA standards and regulations affecting motor vehicle and motor vehicle equipment manufacturers, and explains how to obtain copies of these materials.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

ID: nht94-1.89

TYPE: Interpretation-NHTSA

DATE: March 21, 1994

FROM: John Womack -- Acting Chief Counsel, NHTSA

TO: Wolf Ebel -- President, Schroth Restraint Systems Biomatik USA Corp.

TITLE: None

ATTACHMT: Attached to letter dated 1/5/94 to Mary Versailles from Stephen M. Monseu (OCC-9550)

TEXT:

This responds to a September 22, 1993, letter from Mr. Stephen M. Monseu of your company, asking whether the products manufactured by Schroth Restraint Systems (the Rally 3, Rally 4, and Autocontrol harness belt systems) meet the requirements of Standard No. 208, Occupant Crash Protection, and Standard No. 209, Seat Belt Assemblies. The September 22 letter stated that these are after-market belt systems, intended for installation in addition to the factory-installed occupant protection system. This al so responds to a January 5, 1994, letter asking whether the Schroth restraint systems would meet the requirements of Standard No. 208 if they were installed as original equipment in a motor vehicle.

By way of background information, the National Highway Traffic Safety Administration (NHTSA) is authorized under the National Traffic and Motor Vehicle Safety Act (15 U.S.C. S1381 et seq.; Safety Act) to issue Federal motor vehicle safety standards that apply to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. Section 108(a)(1)(A) of the Safety Act (15 U.S.C. 1397(a)(1)(A)) prohibits any person from manufacturing, introducing into commerce, selling, or importing any new motor vehicle or item of motor vehicle equipment unless the vehicle or equipment item is in conformity with all applicable safety standards. NHTSA does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial produc ts. Instead, the Safety Act establishes a "self-certification" process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. Thus, while I cannot advise concerning whether or not the Schroth r estraint systems comply with applicable safety standards, I can explain how the standards would apply to these products.

NHTSA has exercised its authority to establish four safety standards that may be relevant to the Schroth restraint systems.

The first is Standard No. 208, Occupant Crash Protection (49 CFR S571.208), which sets forth requirements for occupant protection at the various seating positions in vehicles. The second relevant standard is Standard No. 209, Seat Belt Assemblies (49 CF R S571.209), which sets forth strength, elongation, webbing width, durability, and other requirements for seat belt assemblies. The third relevant safety standard is Standard No. 210, Seat Belt Assembly Anchorages, which establishes strength and locatio n requirements for seat belt anchorages. The final relevant safety standard is Standard No. 302, Flammability of Interior Materials. This standard specifies burn resistance requirements for materials used in the occupant compartment of motor vehicles.

Because federal law operates differently depending on when the installation of the Schroth restraint system occurs, I will separately discuss three possible scenarios.

Installation as Original Equipment

Standards No. 208, No. 210, and No. 302 apply, with certain exceptions that are not relevant to your product, to vehicles and, not directly to items of equipment. Thus, the vehicle manufacturer, and not the equipment manufacturer, would be responsible f or certifying that the vehicle complies with these standards with the Schroth restraint system installed in the vehicle.

Standard No. 208 requires seat belts to be installed at all designated seating positions in many, but not all, vehicles. Different belt installation requirements apply depending on the vehicle type, seating position within the vehicle, and the gross-veh icle weight rating (GVWR) of the vehicle. The belt installation requirements can be divided into three categories:

. Automatic crash protection systems which 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 v ehicle 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). A new Federal statutory requirement makes air bags accompanied by manual Type 2 seat belts mandatory in all passenger cars and light trucks by the late 1990's.

. Type 2 seat belt assemblies, defined in Standard No. 209, Seat Belt Assemblies, as "a combination of pelvic and upper torso restraints."

. Type 1 seat belt assemblies, defined in Standard No. 209 as "a lap belt for pelvic restraint."

The Schroth restraint-systems would not be considered automatic safety belts, and therefore could not be used in place of an air bag to satisfy the requirements of Standard No. 208 for seating positions requiring automatic crash protection.

The Schroth restraint systems would be considered Type 2 seat belt assemblies. Therefore, if the Schroth restraint systems meet the requirements of Standard No. 209 (discussed later in this letter), and if the anchorages for the Schroth restraint system s meet the requirements of Standard No. 210, they could be installed to satisfy the requirements of Standard No. 208 for any seating position requiring a Type 2 seat belt assembly. This would include installation of the Schroth restraint system with an air bag. Please note, however, that the dynamic testing requirement must be met both with and without the Schroth restraint system. In addition, because Standard No. 208, like all safety standards, is a minimum standard, the Schroth restraint systems co uld be installed to

satisfy the requirements of Standard No. 208 for any seating position requiring a Type 1 seat belt assembly. Please note however, that the Schroth restraint system does not appear to comply with certain sections of Standard No. 208, specifically:

. S7.1.1.3, which requires emergency locking retractors on the lap belt portion of safety belts in the front outboard seating positions.

. S7.1.2, which requires the intersection of the upper torso belt with the lap belt to be at least six inches from the vertical centerline of a 50th percentile adult male occupant.

. S7.2(c), which requires release at a single point.

Unlike the other three standards, Standard No. 209 applies to seat belt assemblies as separate items of motor vehicle equipment, regardless of whether the belts are installed as original equipment in a motor vehicle or sold as replacements. Standard No. 209 defines a "seat belt assembly" as "any strap, webbing, or similar device designed to secure a person in a motor vehicle in order to mitigate the results of any accident, including all necessary buckles and other fasteners, and all hardware designed for installing such seat belt assembly in a motor vehicle."

Because the Schroth restraint systems would be considered "seat belt assemblies," the systems must be certified as complying with Standard No. 209 before they can be sold.

Installation Prior to First Sale

Because your September 22 letter indicated that the Schroth restraint systems might be installed in addition to existing belt systems, I would like to also discuss such an installation prior to the vehicle's first sale. If a Schroth restraint system was added to a new vehicle prior to its first sale, e.g., by the dealer, the person who modified the vehicle would be an alterer of a previously certified motor vehicle and would be required to certify that, as altered, the vehicle continues to comply with all of the safety standards affected by the alteration. If the Schroth restraint system were installed in addition to the safety belts required by Standard No. 208, and provided that the installation did not interfere with the required safety belts, suc h installation would not affect the compliance of the vehicle with Standard No. 208, since the standard's requirements would be fully met by the original belts.

Installation After First Sale

After the first purchase of a vehicle for purposes other than resale, the only provision in Federal law that affects the vehicle's continuing compliance with an applicable safety standard is set forth in section 108(a)(2)(A) of the Safety Act. That sect ion provides that:

No manufacturer, distributor, dealer, or motor vehicle repair business shall knowingly render inoperative, in whole or in part, any device or element of design installed on or in a motor vehicle ... in compliance with an applicable Federal motor vehicle safety standard.

This provision would prohibit any of the named commercial entities from installing a Schroth restraint system if such installation rendered inoperative the compliance of the vehicle with any applicable safety standard. For example, if the material used in the system did not meet the burn resistance requirements of Standard No. 302, installation of the system would render inoperative compliance with that standard. Any violation of the "render inoperative" prohibition is subject to a potential civil pen alty of up to $1,000 for each violation. Please note that this provision does not prohibit owners from modifying their vehicles, even if such modification adversely affects the compliance of the vehicle with safety standards. However, this agency encou rages vehicle owners not to make any modifications which would negatively affect the occupant protection systems installed in their vehicles. Also, vehicle modifications by owners may be regulated by state law.

I have enclosed an information sheet that identifies relevant Federal statutes and NHTSA standards and regulations affecting motor vehicle and motor vehicle equipment manufacturers, and explains how to obtain copies of these materials.

I hope you find this information helpful. If you have any other questions, please contact Mary Versailles of my staff at this address or by phone at (202) 366-2992.

ID: 15208.og

Mr. Brent Gruenig
Crow River Industries
850 State Highway 55
P.O. Box 70
Brooten, MN 56316

Dear Mr. Gruenig:

This is in response to your letter regarding a seating system which Crow River Industries is developing for the purpose of adapting vehicles for use by less-abled individuals. As described in your letter, the seat rotates on a pivot, allowing the seat to face out of the car, and two sets of slide tracks. One set of slide tracks is used for adjustment in the vehicle. The second set of slide tracks is used for exiting the vehicle after rotation. You are concerned about the legal implications of this design. In particular, you state that you understand that Crow River Industries cannot "make the vehicle inoperable or 'out of specification' with the replacement of the OEM seat with our seat." You wish to know what exactly is "out of specification."

I am pleased to have this opportunity to explain our regulations to you. Some background information on Federal motor vehicle safety laws and regulations may be helpful. Our agency is authorized under 49 U.S.C. 30101 et seq. to issue safety standards applicable to new motor vehicles and items of motor vehicle equipment. The National Highway Traffic Safety Administration (NHTSA), however, does not approve motor vehicles or motor vehicle equipment, nor do we endorse any commercial products. Instead, each manufacturer is responsible for "self-certifying" that its products meet all applicable safety standards.

NHTSA has exercised its authority to establish five safety standards that may be relevant to your seat design. The first is Standard No. 207, Seating Systems, which sets forth strength requirements for all "occupant seats" in passenger cars. The second is Standard No. 208, Occupant Crash Protection, which sets forth requirements for occupant protection at the various seating positions in vehicles. The third is Standard No. 209, Seat Belt Assemblies, which sets forth strength, elongation, webbing width, durability, and other requirements for seat belt assemblies. The fourth is Standard No. 210, Seat Belt Assembly Anchorages, which establishes strength and location requirements for seat belt anchorages. The final relevant safety standard is Standard No. 302, Flammability of Interior Materials. This standard specifies burn resistance requirements for materials used in the occupant compartment of motor vehicles.

Because Federal law operates differently depending on when the installation of the seat occurs, I will separately discuss three possible scenarios.

Installation as Original Equipment

Standards No. 207, No. 208, No. 210, and No. 302 apply, with certain exceptions that are not relevant to your product, to vehicles and not directly to items of equipment. Thus, the vehicle manufacturer, and not the equipment manufacturer, would be responsible for certifying that the vehicle complies with these standards with the adaptive seat installed in the vehicle.

Installation Prior to First Sale

If an adaptive seat were added to a new vehicle prior to its first sale, e.g., by the dealer, the person who modified the vehicle would be an alterer of a previously certified motor vehicle and would be required to certify that, as altered, the vehicle continues to comply with all of the safety standards affected by the alteration.

Installation After First Sale

After the first purchase of a vehicle for purposes other than resale, the only provision in Federal law that affects the vehicle's continuing compliance with an applicable safety standard is set forth in 49 U.S.C. 30122. That section provides that:

A manufacturer, distributor, dealer, or motor vehicle repair business may not knowingly make inoperative any part of a device or element of design installed on or in a motor vehicle or motor vehicle equipment in compliance with an applicable motor vehicle safety standard.

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 safety standard. Any violation of this prohibition is subject to a potential civil penalty of up to $1,100 for each violation.

In situations involving a potential violation of 30122, where a vehicle must be modified to accommodate the needs of a particular disability, we have, where appropriate, been willing to consider certain unavoidable violations of the "make inoperative" prohibition as purely technical ones justified by public need. However, it is often possible to make modifications in a way that does not degrade the performance of safety equipment installed in compliance with an applicable standard.

If a company believes that certain modifications must be made to accommodate the needs of a particular disability, and that the modifications cannot be made without violating the "make inoperative" provision discussed above, it may write to us and request a letter stating that we will not enforce that provision. The letter should identify the specific facts at issue and why it is not possible to avoid violating that provision. It should also demonstrate that the proposed modifications minimize the safety consequences of the noncompliances.

For your information, NHTSA is considering proposing a regulation establishing conditions under which a vehicle may be modified to accommodate a person's disability so that the modifier will not be subjected to the make inoperative requirements of 30122. Enclosed is a copy of page 22101 of the agency's April 25, 1997 regulatory agenda where this possible rulemaking is described (entry number 2266).

I hope this information has been helpful. If you have any other questions or need some additional information in this area, please contact Otto Matheke of my staff at this address or by phone at(202) 366-5253.

Sincerely,

John Womack
Acting Chief Counsel

Enclosure

ref:208
d.11/14/97

ID: aiam5417

"Dear Mr. Willen: We have received your 'Petition for Honda Electri Vehicles in accordance with FMVSS 555.6(c)' (correctly, 49 CFR 555.6(c)), dated June 28, 1994. The petition is incomplete in certain respects. It fails to provide the public interest and traffic safety arguments required by 555.5(b)(7). Section 555.6(c)(2)(iii) requires the submission of 'the results of any tests conducted on the vehicle that demonstrate its failure to meet the standard, expressed as comparative performance levels.' You have provided this information with respect to your request for exemption from Standard No. 103 but not with respect to the eight interior components that accompany your request for exemption from Standard No. 302. If you have conducted tests on these components, yuou are required to submit them as part of your petition. In addition, the petition does not state whether the period for which exemption is requested is for one or two years (you may need the latter if the manufacture of the 20 electric vehicles is not completed within a year from the date of grant of the petition). If the vehicles are manufactured outside the United States, Honda may wish to avail itself of the provisions of 49 CFR 591.5(j) which allows a manufacturer to import noncomplying vehicles for purposes of research, investigation, and studies for a period of up to three years (when the temporary importation bond must be paid). After payment of the bond, a manufacturer may request NHTSA for an extension if it requires further time to complete its tests and evaluations. We shall hold your petition in abeyance until we hear further from you. Sincerely, John Womack Acting Chief Counsel";