NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
Search Tool
NHTSA's Interpretation Files Search
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ID: aiam0236OpenMr. H. W. Sullivan, Commissioner, Department of California Highway Patrol, Post Office Box 898, Sacramento, CA 95804; Mr. H. W. Sullivan Commissioner Department of California Highway Patrol Post Office Box 898 Sacramento CA 95804; Dear Mr. Sullivan: Thank you for your letter of March 2, 1970, petitioning for amendment to Federal motor vehicle safety standard No. 205-Glazing Materials. I apologize for the delay in this response to your petition.; The first amendment you propose would require each manufacturer to mar each piece of glazing material with his name, the model number and 'AS' classification. A manufacturer electing the certification alternative now in S3.4 must provide the same information you request, except that a code number is substituted for the manufacturer's name. In this connection, the Director of the National Highway Safety Bureau is considering the issuance of a notice of proposed rule making which would require all manufacturers of glazing materials to adopt the certification method in S3.4. Consequently, while we are not granting your petition on identification requirements, we are actively considering your suggestions for future rule making.; The second amendment you propose would add to the standard a definitio of 'area requisite for driving visibility.' Subsequent to the writing of your letter, the Director issued an advance notice of proposed rule making concerning a new standard, Direct Fields of View. In this notice, a copy of which is enclosed for your convenience, the Director announced that he was; >>>considering the establishment of performance requirements for (1 direct fields of view outside the vehicle in *all* directions to provide adequate visibility for the driver from specified eye reference loci, (2) light transmission characteristics (including maximum levels of tinting) of vehicle glazing materials, and (3) shade band boundaries of vehicle glazing materials. (Emphasis added.)<<<; Requirements developed with regard to items (2) and (3) would superced provisions regarding shade band boundaries and tinting in standard No. 205. If this new standard is issued, it will deal with the problem which you mention.; We would welcome any additional comments you may have on these matters. Sincerely, Rodolfo A. Diaz, Acting Associate Director, Motor Vehicl Programs; |
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ID: aiam5034OpenMr. Douglas Berg President Ascend Productions 9823 Lake Avenue Cleveland, Ohio 44102; Mr. Douglas Berg President Ascend Productions 9823 Lake Avenue Cleveland Ohio 44102; "Dear Mr. Berg: This responds to your letter requesting that th National Highway Traffic Safety Administration provide 'recognition and support' for your item of motor vehicle equipment, the 'Hazard Helper Safety Sign.' You explained that this reversible device attaches to the driver's window and displays either a help needed symbol (a stick figure with extended arms and legs) or a hazard alert symbol (a triangle). Your sales literature indicates that the help needed symbol is intended to be displayed in the event of medical emergencies, mechanical breakdown, having a flat tire, or being stuck in snow or being out of fuel. The hazard alert symbol is intended to be displayed for going for gasoline, doing roadside repairs, resting, or awaiting known assistance. As discussed below, this agency does not recognize, support or otherwise endorse particular products. Moreover, based on the information provided with your letter, it appears that your device would not comply with certain provisions of Federal Motor Vehicle Safety Standard No. 125, Warning Devices (49 CFR 571.125, copy enclosed). By way of background information, the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381 et seq., the 'Safety Act') gives this agency the authority to issue safety standards applicable to new motor vehicles and new items of motor vehicle equipment. We have exercised this authority to establish Standard No. 125, Warning Devices. The Safety Act provides that no person shall 'manufacture for sale, sell, offer for sale, or introduce or deliver for introduction in interstate commerce, or import into the United States' any new motor vehicle or new item of motor vehicle equipment unless the vehicles or equipment comply with the applicable standard. (See 15 U.S.C 1397(a)(1)(A).) NHTSA has no authority under the Safety Act to approve, certify, or otherwise endorse any commercial product. Instead, the Safety Act establishes a self- certification process under which each manufacturer is required to certify that each of its products meets all applicable Federal Motor Vehicle Safety Standard. (See 15 U.S.C. 1403.) I am enclosing a general information sheet explaining NHTSA's regulations. Section S3 of Standard No. 125 specifies that the standard 'applies to devices, without self-contained energy sources, that are designed to be carried in motor vehicles, and used to warn approaching traffic of the presence of a stopped vehicle, except for devices designed to be permanently affixed to the vehicle.' (Emphasis added.) Your device has no self-contained energy source, is designed to be carried in motor vehicles, and is not permanently affixed to the vehicle. Another condition set forth in S3 is that the device must be designed to be used to 'warn approaching traffic of a stopped vehicle.' Devices that are not intended to warn approaching traffic of a stopped vehicle, but only to alert passing traffic of the stopped vehicle's need for assistance, are not subject to Standard No. 125. An example of such a device would be a 'HELP' message printed on a folding cardboard sunshade. The 'help needed' portion of your device appears to be designed to function in the same manner as other non-warning devices, i.e., it does not appear to be intended to warn approaching traffic of a stopped vehicle, but to alert passing traffic that the stopped vehicle needs assistance. This portion of the device would therefore not be subject to Standard No. 125. However, the 'hazard alert' portion of your device does appear to be intended to warn approaching traffic of a stopped vehicle, and must therefore comply with all of the requirements of Standard No. 125. From the enclosed copy of the standard you will see that some of the specific requirements with which your device must comply include minimum size, durability, material, container, labeling, configuration, color, reflectivity, luminance, and stability. From the information you provided with your letter, it appears that your device would not comply with several of these requirements. Please be aware that violations of Safety Act provisions are punishable by civil fines of up to $1,000 for each violation of a safety standard. In addition, the Act requires manufacturers to remedy their products if they fail to comply with any applicable safety standards. 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 Enclosure"; |
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ID: aiam5521OpenMr. Jeffrey Echt President, Saline Electronics, Inc. 13379 Michael Road Highland, IL 62249; Mr. Jeffrey Echt President Saline Electronics Inc. 13379 Michael Road Highland IL 62249; "Dear Mr. Echt: We have received your letter of March 10, 1995, askin whether it is permissible under Standard No. 108 to use the hazard warning lamps as a deceleration warning system. Paragraph S5.5.10(a) states that 'Turn signal lamps, hazard warning signal lamps, and school bus warning lamps shall be wired to flash.' With this in mind, 'and the fact that hazard warning indicators are commonly used to warn high-speed trailing traffic that a leading vehicle or vehicles are moving slowly or stopped', you have asked: '1. Would a device which automatically activated a vehicle's hazard warning system at the onset of high, braking induced deceleration and deactivated the hazard warning system upon release of the brake pedal (following automatic activation) be permissible under FMVSS 108? This assumes that the device will not prevent activation or cause deactivation of the hazard warning system if the mandatory vehicular hazard warning signal operating unit has been activated by the driver.' Heretofore, the agency's opinion letters on deceleration warning systems have covered those that operate through lamps that are steady burning in use (to Norman H. Dankert on June 3, 1990, and to Bob Abernethy on September 7, 1990), or through original equipment lamps that are additional to those required by the standard (letter of July 30, 1993, to the Commonwealth of Virginia). In those instances, we have advised that a deceleration warning system must be steady burning in use. Your question raises the issue of whether a flashing deceleration warning system is acceptable if it operates through original equipment lamps that are intended to flash when they are used. Flexible asked a similar question with respect to a supplementary lighting system. We advised it (letter of December 8, 1986) that simultaneous use of flashing and steady-burning lamps have the potential for creating confusion in vehicles to the rear and impairing the effectivess of the required stop lamps within the meaning of S5.1.3 (the provision of Standard No. 108 that governs the permissibility of supplemental original lighting equipment). We believe that the same conclusion also applies to wiring the hazard warning system to operate as a high deceleration warning system as well. Thus, we do not view this system as permissible under Standard No. 108. Obviously, complying vehicles are manufactured so that it is possible for a driver to simultaneously activate the hazard warning system and stop lamp system. However, we believe that this happens infrequently, and when it does, it is a conscious choice of the operator and not of a system. Because of the conclusion we have reached above, your second question is moot. Sincerely, Philip R. Recht Acting Chief Counsel"; |
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ID: aiam0723OpenMr. T. C. McLaughlin, McLaughlin Equipment Company, Box 2765/320-27th Street, Fargo, NC 58102; Mr. T. C. McLaughlin McLaughlin Equipment Company Box 2765/320-27th Street Fargo NC 58102; Dear Mr. McLaughlin: This is in further reply to your letters to the National Transportatio Safety Board and the Secretary of Commerce that have been referred to this office.; In your letter to the National Transportation Safety Board you discus the remounting of old school bus bodies on new truck chassis and ask, 'what are the implications of a body shop taking the responsibility of modifying the vehicle?' It is assumed that when you refer to modifying you mean remounting a used school bus body on a new chassis.; Persons who mount used bodies on new chassis are considered to b manufacturers within the meaning of the National Traffic and Motor Vehicle Safety Act and specifically a final stage manufacturer as defined in Part 568 of Title 49 of the Code of Federal Regulations.; We appreciate your bringing this situation to our attention an presently have the matter under investigation.; If you are aware of any one currently involved in this type of busines who might not be aware of their responsibilities, please furnish specific details.; I am enclosing the following pertinent publications: >>>1. National Traffic and Motor Vehicle Safety Act. 2. Notice of Publications Change. 3. Part 566 of Title 49 of the Code of Federal Regulations Manufacturer Identification.; 4. Part 567 - Certification. 5. Part 568 - Vehicles Manufactured in Two or More Stages. 6. Part 573 - Defect Reports. 7. Part 574 - Tire Identification.<<< If you have further questions, I will be pleased to answer them. Sincerely, Francis Armstrong, Director, Office of Standard Enforcement, Motor Vehicle Programs; |
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ID: aiam1831OpenMr. Williams R. Guthrie, Operations Manager, Oswalt Division, Butler Manufacturing Co., North Hy. 83, P.O. Box 1038, Garden City, KS 67846; Mr. Williams R. Guthrie Operations Manager Oswalt Division Butler Manufacturing Co. North Hy. 83 P.O. Box 1038 Garden City KS 67846; Dear Mr. Guthrie: This responds to your February 18, 1975, request for confirmation tha the chassis-cab-mounted Oswalt bulk feed mixer and Manure spreader vehicles do not qualify as 'motor vehicles' subject to the provisions of the National Traffic and Motor Vehicle Safety Act of 1966:; >>>Sec. 102. As used in this title -- (3) 'Motor vehicle' means any vehicle driven or drawn by mechanica power manufactured primarily for use on the public streets, roads, and highways, except any vehicle operated exclusively on a rail or rails.<<<; You describe the vehicles as chassis-cab-mounted and state tha 'Generally the complete operation of loading the ENSILMIXER and delivery of feed to the feed bunk is performed entirely on the property belonging to the farmer or feedlot operation. SPREADERS are normally loaded on a farm or feedlot and unloaded on nearby farmland.'; The NHTSA has developed criteria for the interpretation of th definition of motor vehicle in the area of heavy vehicles with an off-road function. We conclude that the definition includes vehicles which use the highway on a necessary and recurring basis to move between work sites. We have cited mobile cranes, drill rigs, and towed equipment such as brush chippers and pull-type street sweepers as examples of this motor vehicle class. Following the rationale of necessary and recurring road use, we have excluded from the definition such farm vehicles as mobile feed mixers used in feedlot operations.; If as your description indicates, these vehicles spend substantiall their entire time on a farm and use public highways only on or around the farm, they are not considered motor vehicles under the Act.; Sincerely, James C. Schultz, Chief Counsel |
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ID: aiam0689OpenMrs. Janet P. Lannan, Office Manager, Coirtex, 4535 North Ravenswood Avenue, Chicago, IL, 60640; Mrs. Janet P. Lannan Office Manager Coirtex 4535 North Ravenswood Avenue Chicago IL 60640; Dear Mrs. Lannan: This is in reply to your letter of April 19, 1972, concerning th application of Motor Vehicle Safety Standard No. 302, 'Flammability of Interior Materials' to 'coco fibre' floor mats which you supply to distributors who resell them to dealers for optional placement in cars.; Standard No. 302 does not apply to floor coverings that are no provided with the vehicle by its manufacturer. Consequently, aftermarket floor mats are not subject to its requirements.; Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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ID: aiam5171OpenTrooper Bob Dittert Texas Department of Public Safety 10110 NW Freeway Houston, TX 77092; Trooper Bob Dittert Texas Department of Public Safety 10110 NW Freeway Houston TX 77092; "Dear Mr. Dittert: This responds to your inquiry about how the Federa Motor Vehicle Safety Standards affect State laws applicable to the same aspect of performance. You were particularly interested in our requirements for window tinting. I am pleased to have this opportunity to explain our regulations to you. After providing background information, I will answer the specific questions raised in your letter. The National Traffic and Motor Vehicle Safety Act authorizes the National Highway Traffic Safety Administration (NHTSA) to issue Federal motor vehicle safety standards that establish specific levels of safety performance for new motor vehicles and new items of motor vehicle equipment. Standard 205, 'Glazing Materials,' issued under the Safety Act, has requirements that limit the amount of tinting that can be placed on windows in new vehicles. The standard currently imposes a minimum level of light transmittance of 70% in all areas requisite for driving visibility (which includes all windows on passenger cars). The primary purpose of this requirement is to ensure adequate visibility through the windows, thereby reducing the risk of a motor vehicle crash. Under 108(a)(1)(A) of the Safety Act, no person shall manufacture or sell a new motor vehicle or new item of motor vehicle equipment that does not meet all applicable FMVSS's. NHTSA tests vehicles and equipment sold to consumers for compliance with the FMVSS's and investigates defects relating to motor vehicle safety. If a manufacturer or NHTSA determines that a noncompliance or safety- related defect exists, the manufacturer must notify purchasers of its product and remedy the problem free of charge. A manufacturer of a noncomplying product is also subject to a civil penalty of up to $1,000 for each noncomplying item it produces. The prohibition in 108(a)(1)(A) against selling complying vehicles and items of equipment does not apply to a vehicle or item of equipment after its first sale to a consumer. However, 108(a)(2)(A) of the Act applies to modifications made to new and used vehicles by motor vehicle manufacturers, distributors, dealers and repair businesses. 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. Please note that the 'render inoperative' provision of section 108(a)(2)(A) does not apply to actions by individual vehicle owners. I would now like to apply this background to the particular questions raised in your letter. Question One: 'Are the CFRs law and enforceable only by federal agents?' NHTSA's regulations and safety standards are set forth in Title 49 of the Code of Federal Regulations (CFR). These regulations and standards apply without State ratification to the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. NHTSA enforces these regulations and safety standards. Question Two: 'Are the Federal Motor Vehicle Safety Standards law and only enforceable on new manufactured vehicles?' The FMVSS's apply to new motor vehicles and new items of motor vehicle equipment, and not to used vehicles or equipment. NHTSA may bring enforcement actions against manufacturers of new vehicles and new items of equipment that do not comply with applicable FMVSS's. NHTSA also enforces the 'render inoperative' provision of the Safety Act against commercial entitites that modify new or used vehicles in a manner that violates the 'render inoperative' provision. We also note that NHTSA can investigate safety defects in new or used vehicles or items of equipment. Question Three: 'Are states allowed to enact legislation that allows less stringent standards than the CFRs?' We understand you to ask this in the context of window tinting requirements, since elsewhere in your letter you ask whether a Texas law that allows light transmittance of 35 percent violates Federal law. Your question relates to 103(d) of the Safety Act, which states: Whenever a Federal motor vehicle safety standard ... is in effect, no State or political subdivision of a State shall have any authority either to establish, or to continue in effect, with respect to any motor vehicle or item of motor vehicle equipment any safety standard applicable to the same aspect of performance of such vehicle or item of equipment which is not identical to the Federal standard. Whether State law is preempted under 103(d) depends in part on the conduct that is regulated by that law. Federal safety standards regulate the manufacture and sale of new motor vehicles and new items of motor vehicle equipment. State law would be preempted to the extent it established performance requirements applicable to the manufacture of vehicles or glazing that differ from those in Standard 205. State law would also be preempted if it purported to allow the manufacture or sale of glazing materials or new vehicles containing glazing material that did not meet the specifications of Standard 205. As stated above, Federal law also regulates modifications made to new and used vehicles by motor vehicle manufacturers, distributors, dealers and repair businesses (108(a)(2)(A) of the Safety Act). The effect of 108(a)(2)(A) is to impose limits on the tinting practices of businesses listed in 108(a)(2)(A). These businesses may not install tinting on new or used vehicles that reduces the light transmittance of windows covered by Standard 205 to a level below the Federal requirement of 70 percent. A state law would be preempted if it purported to allow modifications violating Standard 205 by these named businesses. Section 108(a)(2)(A) does not apply to actions by individual vehicle owners. Because Federal safety standards regulate the manufacture and sale of new motor vehicles, state requirements applicable to the registration and inspection of motor vehicles after the first sale to a consumer are not preempted merely because they are not identical to the Federal safety standards, as long as they do not interfere with the achievement of the purposes of Federal law. Therefore, a state could permit the registration of a vehicle which had been altered by its owner by the addition of window tinting, even when the tinting reduces the light transmittance below the Federal standard. However, the state cannot legitimize conduct - the rendering inoperative of glazing by commercial businesses installing window tinting - that is illegal under Federal law. Question 4: 'Concerning the installation of non-complying automotive equipment, i.e., sun screening, taillamp `black out' lenses, neon license plate lamps, etc., is this allowed by the owner but prohibited installation by a commercial entity?' You are correct that 108(a)(2)(A) of the Safety Act regulates the modifications of only the commercial entities listed in that section of the Act, and that the Safety Act does not prohibit an individual from modifying his or her vehicle such that it no longer complies with the FMVSS's. The States may have requirements governing the modification of a vehicle by individual owners. I hope you find this information helpful. If you have any other questions, please contact Mr. Marvin Shaw of my staff at (202) 366-2992. Sincerely, John Womack Acting Chief Counsel"; |
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ID: aiam0373OpenMr. Richard I. Moss, Washington Representative, Trailer Coach Association, 1800 North Kent Street, Suite 922, Arlington, VA 22209; Mr. Richard I. Moss Washington Representative Trailer Coach Association 1800 North Kent Street Suite 922 Arlington VA 22209; Dear Mr. Moss: This is in reply to your letter of June 7 requesting interpretations o Standard No. 207, Seating Systems, and Standard No. 208, Occupant Crash Protection.; First, with respect to Standard No. 207, you have asked whethe designated seating positions must be labeled as such. Our response is that the labeling section requires labels on seats not designated for occupancy while the vehicle is in motion but does not require designated seating positions to be labeled.; With respect to the nature and content of the label on a seat no designated for occupancy, the standard states that the seat must be 'conspicuously labeled to that effect.' There are thus two general requirements: that the label be conspicuous and that it indicate that the seat is not to be occupied while the vehicle is in motion. The requirement for conspicuousness relates to the location of the label and the prominence of its lettering. Generally speaking, it would have to be located so that it could be seen by a person preparing to occupy the seat and of a size that could be read by the occupant-in the normal motion of sitting. The statement on the label must clearly indicate that the seat is not to be occupied while the vehicle is in motion, but the exact wording is left to the manufacturer.; Standard No. 208 requires that MPV's and trucks with a GVWR of les than 10,000 pounds, manufactured from January 1, 1972 to August 15, 1975, must elect either a passive protection system or a seat belt system that requires Type 2 seat belt assemblies at outboard designated seating positions that include the windshield header within the head impact area. A similar requirement, without the passive option, goes into effect July 1, 1971, for these vehicles. Your question is whether, if a seating position does not have the windshield header within the head impact area, it is permitted to have a Type 1 seat belt assembly. Our response is that the standard permits a Type 1 belt for such a position.; Please advise us if we can be of further assistance. Sincerely, Lawrence R. Schneider, Acting Chief Counsel |
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ID: aiam4330OpenClarence M. Ditlow III, Esq., Center for Auto Safety, 2001 S Street, N.W., Suite 410, Washington, DC 20009; Clarence M. Ditlow III Esq. Center for Auto Safety 2001 S Street N.W. Suite 410 Washington DC 20009; Dear Mr. Ditlow: Thank you for your letter concerning how the provisions of sectio 108(a)(2)(A) of the National Traffic and Motor Vehicle Safety Act apply to the displaying, test driving, and delivery of a passenger car with an automatic safety belt. The agency has recently issued the enclosed Federal Register notice that addresses the issues you raised.; If you have any further questions, please let me know. Sincerely, Erika Z. Jones, Chief Counsel |
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ID: aiam1132OpenMr. Lawrence D. Beshore, Femco, Inc., P.O. Box 687, 500 North Bypass, McPherson, KS 67460; Mr. Lawrence D. Beshore Femco Inc. P.O. Box 687 500 North Bypass McPherson KS 67460; Dear Mr. Beshore: This is in reply to your letter of April 16, 1973, inquiring whethe any Federal laws apply to your building and installation of a man-lift (pictures of which you enclose) in a completed pick-up truck. You state you understand that if the man-lift is installed on a completed vehicle, you are not considered the final-stage manufacturer.; Based on the information you have provided us, we believe you interpretation to be correct. It does not appear that you have altered the pick-up truck in a way that would make your company responsible for conformity with Federal safety standards or regulations.; The NHTSA has proposed certain requirements for vehicle alterers (cop enclosed). These requirements would very likely apply to you, when effective, if the addition of the man-lift occurs before the purchase of the pick-up truck for a purpose other than resale.; Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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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.