Federal Motor Vehicle Safety Standards; Occupant Crash Protection |
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Topics: National Highway Traffic Safety Administration, Federal Motor Vehicle Safety Standards
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Christopher A. Hart
Federal Register
May 18, 1994
[Federal Register: May 18, 1994] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration 49 CFR Part 571 [Docket No. 74-14; Notice 89] RIN 2127-AF09 Federal Motor Vehicle Safety Standards; Occupant Crash Protection AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT. ACTION: Final rule, response to petitions for reconsideration. ----------------------------------------------------------------------- SUMMARY: This notice announces the response to two petitions for reconsideration of a March 2, 1993 final rule amending Standard No. 208, Occupant Crash Protection. The final rule provided all manufacturers of certain trucks and multipurpose passenger vehicles designed to be driven by persons with disabilities an alternative to complying with the existing occupant restraint requirements. The first petition requested the extension of this option to all vehicles designed for persons with disabilities. This petition is denied because the agency does not believe that these vehicles have any unique features warranting an exclusion from the existing requirements. The second petition requested the option of installing Type 2A belts instead of Type 2 belts. This petition is granted for the driver's seating position because a Type 2 belt cannot be properly positioned to protect the occupants of some wheelchairs. DATES: Effective Date: The amendments made in this rule are effective June 17, 1994. Petition date: Any petitions for reconsideration must be received by NHTSA no later than June 17, 1994. ADDRESSES: Any petitions for reconsideration should refer to the docket and notice number of this notice and be submitted to: Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Mr. Daniel Cohen, NRM-12, Office of Vehicle Safety Standards, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. Telephone: (202) 366-2264. SUPPLEMENTARY INFORMATION: On March 2, 1993, NHTSA published a final rule amending Standard No. 208, Occupant Crash Protection, to provide manufacturers of trucks and multipurpose passenger vehicles designed to be driven by persons with disabilities with an alternative to complying with the existing occupant restraint requirement (58 FR 11975). Under that alternative, these manufacturers are permitted to install manual safety belts that have not been dynamically tested at the front outboard seating positions instead of installing dynamically tested manual safety belts. The March 1993 final rule also gave them the option of installing manual safety belts that have not been dynamically tested instead of complying with requirements that have been issued, but are not yet effective, for the installation of dynamically tested automatic restraints in those positions. The agency received two petitions for reconsideration of the March 1993 final rule. As explained below, the petition seeking an expansion of this exclusion to any vehicle designed for use by persons with disabilities is denied. In response to the other petition, NHTSA is amending Standard No. 208 to allow the installation of Type 2A belts at the driver's seating position in vehicles affected by the March 1993 final rule. Affected Vehicles The March 1993 final rule excluded ``vehicles manufactured for operation by persons with disabilities'' from certain requirements of Standard No. 208. The Braun Corporation (Braun) petitioned for reconsideration of the March 1993 final rule because they believe the exclusion should extend to all vehicles manufactured for persons with disabilities, and not just those manufactured for operation by persons with disabilities. A number of commenters on the notice of proposed rulemaking (NPRM) preceding the March 1993 final rule also asked for an extension to other vehicles, particularly vehicles modified for the right front passenger position. NHTSA continues to believe that the exclusion granted by the March 1993 final rule should not be extended. The modifications discussed by Braun in its petition for reconsideration, raising the side door and roof, are similar to modifications made to a number of vehicles, not only those manufactured for persons with disabilities. For example, Care Concepts, Inc., in a previous docket submission (Docket No. 74-14; Notice 76-004) advertises a van conversion that is accomplished by lowering the floor in certain Chrysler products such as the Plymouth Voyager, the Dodge Caravan, and the Chrysler Town and Country minivan. As stated previously, NHTSA believes that all individuals are entitled to an equivalent level of occupant crash protection. However, NHTSA believes that the goal of providing equivalent crash protection should not be achieved at the expense of the goal of providing mobility to all Americans. NHTSA excluded vehicles manufactured for operation by persons with disabilities from the dynamic testing requirements because those vehicles have unique modifications to the driver's seating position (e.g., hand operated controls) which make it difficult to comply with these requirements. Without the exclusion, manufacturers might not be able to produce these vehicles. By contrast, the modifications discussed by Braun are not unique to vehicles manufactured for persons with disabilities. Other manufacturers are making similar modifications to other vehicles and certifying to the dynamic testing requirements of Standard No. 208. Because it is possible to certify these vehicles, NHTSA finds no justification for sacrificing the goal of equivalent crash protection. Braun may have to choose another option for how these modifications will be made in order to certify the vehicles. For example, other manufacturers place the lift door at the rear of the van or lower the floor to provide the necessary height. Therefore, the Braun petition is denied. Type 2A Belts The March 1993 final rule allows manufacturers of vehicles manufactured for operation by persons with disabilities the option of installing non-dynamically tested Type 2 manual belts (integrated lap and shoulder belts) at the front outboard seating positions. NHTSA did not allow the installation of Type 2A belts (non-integrated lap and shoulder belts), despite requests of commenters on the NPRM, because the commenters had not provided any information to suggest that equivalent or greater safety benefits would be achieved. Independent Mobility Systems, Inc. (IMS) petitioned for reconsideration of the issue of Type 2A belts. IMS enclosed photographs illustrating various ways to position a Type 2 belt around a person seated in a closed arm wheelchair. In one example, the lap belt portion is placed over the top of the arm rests. If positioned this way, the lap belt crosses the person's abdomen and cannot be positioned on the pelvis as it is supposed to be. In the other example, the lap belt portion is placed in front of the arm rests. If positioned this way, the occupant would receive virtually no benefit from the belt because there is so much slack introduced. NHTSA believes that the photographs enclosed with the IMS petition support the requested amendment. If Type 2A belts were permitted, a person seated in a fixed arm wheelchair could separately attach the lap belt portion under the arm rests and position it properly on his or her pelvis. NHTSA recognizes that it has stated that Type 2 belts offer greater safety benefits than Type 2A belts, because they are less likely to be improperly used (e.g., by attaching only the lap portion). However, in this situation, the Type 2A belt is the only belt which can be properly used. NHTSA notes that the only seating position for which the requested change regarding Type 2A belts is necessary is the driver's seating position. The driver's seat is the only seat which is required to be in a vehicle. (See Standard No. 207.) If a vehicle is to be driven by a person in a wheelchair, the manufacturer must install a seat at the driver's position which can be removed to allow a person to drive while seated in a wheelchair. Any other location in a vehicle designed for an occupied wheelchair is not required to also have a seat. If there were no seat, that location would not be a designated seating position. Since safety belts are required for only those locations that are designated seating positions, there would not be any safety belt requirements applicable to the seatless location. Thus, a manufacturer may voluntarily install any type of occupant restraint in that location. Therefore, NHTSA is amending Standard No. 208 to allow the use of Type 2A belts at the driver's seating position in vehicles affected by the March 1993 final rule. Rulemaking Analyses and Notices Executive Order 12866 (Regulatory Planning and Review) and DOT Regulatory Policies and Procedures This notice was not reviewed under Executive Order 12866. NHTSA has examined the impact of this rulemaking action and determined that, it is not ``significant'' within the meaning of the Department of Transportation's regulatory policies and procedures. NHTSA does not believe that there is a cost difference between Type 2 and Type 2A belts. In addition, NHTSA notes that the change made in this final rule is optional. Regulatory Flexibility Act NHTSA has also considered the impacts of this final rule under the Regulatory Flexibility Act. I hereby certify that this rule will not have a significant economic impact on a substantial number of small entities. As explained above, there will not be a significant economic impact as a result of this final rule. Paperwork Reduction Act In accordance with the Paperwork Reduction Act of 1980 (P.L. 96- 511), NHTSA notes that there are no requirements for information collection associated with this final rule. National Environmental Policy Act NHTSA has also analyzed this final rule under the National Environmental Policy Act and determined that it will not have a significant impact on the human environment. Executive Order 12612 (Federalism) Finally, NHTSA has analyzed this rule in accordance with the principles and criteria contained in E.O. 12612, and has determined that this rule will not have significant federalism implications to warrant the preparation of a Federalism Assessment. Civil Justice Reform This final rule does not have any retroactive effect. Under section 103(d) of the National Traffic and Motor Vehicle Safety Act (Safety Act; 15 U.S.C. 1392(d)), whenever a Federal motor vehicle safety standard is in effect, a State may not adopt or maintain a safety standard applicable to the same aspect of performance which is not identical to the Federal standard, except to the extent that the State requirement imposes a higher level of performance and applies only to vehicles procured for the State's use. Section 105 of the Safety Act (15 U.S.C. 1394) sets forth a procedure for judicial review of final rules establishing, amending or revoking Federal motor vehicle safety standards. That section does not require submission of a petition for reconsideration or other administrative proceedings before parties may file suit in court. List of Subjects in 49 CFR Part 571 Imports, Motor vehicle safety, Motor vehicles. In consideration of the foregoing, 49 CFR part 571 is amended as follows: PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS 1. The authority citation for part 571 of title 49 continues to read as follows: Authority: 15 U.S.C. 1392, 1401, 1403, 1407; delegation of authority at 49 CFR 1.50. 2. Section 571.208 is amended by revising S4.2.1.2 to read as follows: Sec. 571.208 Standard No. 208; Occupant crash protection. * * * * * S4.2.1.2 Second option--belt system. The vehicle shall have seat belt assemblies that conform to Standard 209 (49 CFR 571.209) installed as follows: (a) A Type 1 or Type 2 seat belt assembly shall be installed for each designated seating position in convertibles, open-body type vehicles, and walk-in van-type trucks. (b) In vehicles manufactured for operation by persons with disabilities, a Type 2 or Type 2A seat belt assembly shall be installed for the driver's seating position, a Type 2 seat belt assembly shall be installed for each other outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position. (c) In all vehicles except those for which requirements are specified in S4.2.1.2 (a) or (b), a Type 2 seat belt assembly shall be installed for each outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position. * * * * * Issued on May 11, 1994. Christopher A. Hart, Deputy Administrator. [FR Doc. 94-11919 Filed 5-17-94; 8:45 am] BILLING CODE 4910-59-P