Cosco, Inc.; Denial of Petition For Determination of Inconsequential Noncompliance |
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Topics: Cosco
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Barry Felrice
Federal Register
March 28, 1994
[Federal Register: March 28, 1994] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration [Docket No. 93-48; Notice 2] Cosco, Inc.; Denial of Petition For Determination of Inconsequential Noncompliance Cosco, Inc. (Cosco) of Columbus, Indiana determined that some of its child safety seats failed to comply with the flammability requirements of 49 CFR 571.213, ``Child Restraint Systems,'' Federal Motor Vehicle Safety Standard No. 213, and filed an appropriate report pursuant to 49 CFR part 573. Cosco also petitioned to be exempted from the notification and remedy requirements of the National Traffic and Motor Vehicle safety Act (15 U.S.C. 1381 et seq.) on the basis that the noncompliance is inconsequential as it relates to motor vehicle safety. Notice of receipt of the petition was published on July 7, 1993, and an opportunity afforded for comment (58 FR 36510). No comments were received. This notice denies the petition. Paragraph S5.7 of Standard No. 213 states that ``[e]ach material used in a child restraint system shall conform to the requirements of S4 of FMVSS No. 302 (571.302).'' Paragraph S4.3(a) of Standard No. 302 states that ``[w]hen tested in accordance with S5, material described in S4.1 and S4.2 shall not burn, nor transmit a flame front across its surface, at a rate of more than 4 inches per minute.'' Between November 1, 1989, and March 31, 1993, Cosco produced 133,897 add-on (as opposed to built-in) child restraint seats, with shoulder harness straps which it has determined do not comply with the flammability requirements of Standard No. 213. The principal restraining mechanism on the noncompliant seats is a soft-shield harness assembly. The soft-shield harness assembly consists of a buckle, a soft molded urethane shield, and two straps, protruding to the top of the shield, which go over the child's shoulders through slots in the back of the child restraint and attach to a metal bar, which in turn is attached to an adjustment strap. Indications of a possible noncompliance came to light during testing of the seats by NHTSA at Detroit Testing Laboratory in February 1993, and retesting at U.S. Testing Laboratory. The harness straps burned at a rate of 4.3 inches per minute. This formed the basis of NHTSA investigation NCI 3269. Cosco supported its petition for inconsequential noncompliance with the arguments set forth below. Cosco also submitted photographs of the noncompliant seats, photographs of the tests being conducted on the seats, and test data. These materials were available for review in the NHTSA docket during the comment period. The company began its petition by agreeing generally that requiring child restraints to meet the [FMVSS] 302 standard does further the purpose of the standard when considering such child restraint components as vinyl or fabric pads or their foam contents. Cosco also concedes that the applicability of the standard to the harness systems of certain child restraints furthers the purpose of the standard, such as five-point harness systems which attach to, or pass through, the seating surface of the child restraint where sources of ignition such as cigarettes or matches could become entrapped. Cosco's principal argument dealt with the improbability that the restraints would ignite. In support of this, it submitted that: [I]t is not physically possible for the harness straps of the soft shield to ignite or burn unless the entire child restraint or the automobile seat upon which it is installed is already burning. The configuration and placement of the straps of the Cosco soft- shield assembly are such that these straps cannot come into contact with an independent source of ignition, such as a cigarette or match, which would result in any burning of the harness strap. These are the only two possible causes for the ignition of the shoulder straps of Cosco soft-shield child restraints. The first is fire already consuming the child restraint and/or the vehicle seat upon which the child restraint is installed is on fire. It cannot be seriously questioned that, in such an instance, the child would be seriously or fatally burned from these sources of fire as opposed to the shoulder straps of the child restraint contributing in any degree to the child's injury. Cosco retained John E. Pless, M.D., Director of Forensic Pathology, Department of Pathology, Indiana University, School of Medicine, to review this issue. Dr. Pless, one of the leading forensic pathologists in the country and, through his work with Riley Children's Hospital in Indianapolis, one of the most experienced pediatric pathologists, concludes that the webbing of the Cosco soft-shield child restraints would have no practical importance on the effects of such a fire on a child. [Dr. Pless' report and curriculum vitae are in the docket.] Dr. Pless' conclusions are supported by tests performed by Cosco [photographs of the tests are in the docket.] The tests establish that the webbing does not ``ignite'' as that term is commonly understood. The webbing burns in a fashion that can be more accurately described as smoldering and generally extinguishes itself after a brief period of time. It should be noted that the tests * * * do not reflect any possible ignition of the child restraint harness straps if the child restraint were occupied by a child. [Cosco believes t]here is simply no way for a source of ignition, such as a lighter, to come into contact with the strap * * * when the child restraint is occupied by a child. The other possible source of ignition of the harness strap would be from a localized heat source, such as a match or cigarette. It is critical in the analysis of whether such a risk exists to examine the configuration and placement of the straps of the Cosco soft- shield child restraints. [T]hese straps only contact the child who is occupying the child restraint at the mid-chest level, or higher on the child's body. The straps are essentially vertical as they leave the shield. Cosco conducted tests attempting to ignite the harness strap with a burning cigarette. [Photographs of this test are in the docket.] Simply stated, a lighted cigarette cannot ignite the harness strap. Cosco conducted these tests under controlled conditions which, frankly, seemed inconceivable to occur in the actual use of child restraints. For example, in order to come into contact, for any length of time, with the child restraint harness strap, a lighted cigarette would have to be balanced at the point where the strap emerges from the molded shield. This is so unlikely as to be virtually inconceivable. Dr. Pless also commented on this possibility and indicated that such a localized heat source is ``not within the realm of practical consideration.'' Cosco believes that any practical examination of these issues concludes that the risk of the ignition of the harnesses of Cosco soft-shield child restraints could not, under any conceivable set of circumstances, result in injury or death to the occupant of the child restraint. The noncompliance of Cosco soft-shield child restraints is therefore inconsequential as it relates to motor vehicle safety as set forth in FMVSS 302. NHTSA has given careful consideration to this argument, and disagrees with Cosco's assertion that the straps cannot become ignited. With respect to the photographs Cosco submitted of tests conducted on the straps with a cigarette lighter, Cosco believes that they show that the strap webbing smolders and then extinguishes itself without igniting. NHTSA interprets the photographs as illustrating that the straps support a flame which could injure a child restrained in the child seat. In issuing Standard No. 302 in 1971 (36 FR 289), the agency cited matches, cigarettes or short circuits in interior wiring as examples of sources for fires occurring in the interior of vehicles. The agency believes that there are situations where the straps could become ignited. One example is children in the back seat of a car, playing with matches, a cigarette lighter, or other ignition source near a child restrained in a Cosco seat. In point of act, had the tests been conducted under real life circumstances, the results could have been worse. Webbing samples are tested horizontally, but webbing is worn vertically. If a fire begins at the bottom of webbing, it will travel upward at a faster rate than it would in a horizontal placement. NHTSA considered Cosco's argument that, if fire is ``already consuming the child restraint and/or the vehicle seat upon which the child restraint is installed,'' the child would be injured from these sources as opposed to the shoulder straps of the restraint. This argument cannot seriously be presented as ground for granting an inconsequentiality petition. If a vehicle fire is of such intensity that it is destroying a child restraint or vehicle seat that is certified as complying with Standard No. 302, then it will destroy the shoulder strap as well whether or not it complies. NHTSA is concerned with fires of less intensity, where it is critical that interior components (the child seat as well as the components specified in Standard No. 301) do not ignite, or if they do, that they burn at a slow enough rate that there will be time to remove the child from the occupant compartment. Cosco also argued that there was no real-world indication of a safety threat. It said that: Cosco has never received a report of the burning of a soft- shield harness strap. Cosco is unaware of any study that indicates that the burning of a child restraint harness has caused any injury or death. All occupant protection studies which Cosco has reviewed indicate an almost infinitesimal risk of injury or death by vehicle fires in total, at least in collisions. Cosco is unaware of any data on fires of the interior of vehicles unrelated to collisions. In NHTSA's view, the fact that Cosco has not received any reports is not a sufficient basis on which to grant its petition. The present lack of such reports does not necessarily diminish the future potential of such incidents. NHTSA has, in fact, received a report which may have some relevance in this matter. The complaint was made to the agency's Auto Safety Hotline on August 30, 1993, reporting the burning of the belt of a Cosco child seat while placed for three hours in a vehicle parked in sunlight. According to the report, the claimant ``[n]oticed burning fumes and found burn marks [brownish discoloration] on the harness straps of the child restraint where the straps had been in contact with the top edge of the restraint's plastic shell as they lay across it.'' This incident raises concern that the burned fiber of the strap may have weakened the strength of the harness so that it might not provide the needed safety protection for a child occupant during a crash. Cosco's final major argument was the owners might not respond to a future campaign of a more serious nature, if they were notified of one that concerned only a technical noncompliance. It argued: That child passenger safety advocates, child restraint manufacturers, and the Agency are aware of the negative impact of recalls resulting from technical noncompliance or defects that do not, as a practical matter, have true safety consequences. The most important negative effects of such recalls are: 1. That the public, because of the number and frequency of such recalls, pays no attention to recalls that actually affect, in a practical way, child passenger safety; and 2. That the public, upon seeing the number of recalls, concludes that child restraints currently available are unsafe and therefore decline to use them. The Agency is aware and, in fact, has publicly advised consumers to use child restraints that have defects or noncompliances that have that have resulted in recalls until such child restraints can be corrected. [An example of this advisement is contained in the docket.] This is in recognition of the fact that technical noncompliances or relatively insignificant safety defects do not compromise the overall effectiveness of child restraints. The statement that consumers ignore recalls because of their number and frequency is unsubstantiated. Further, NHTSA views it equally unlikely that, because of campaigns, consumers would conclude that child restraints are unsafe and decline to use them. Indeed, the opposite is more likely the case. Responses to safety notifications depend on factors including the type of noncompliance or defect, the type and extent of the notification campaign, media coverage, and the efforts of manufacturers. Future campaigns are more likely to be effective than past ones. Standard No. 213 has been amended to provide for the registration of child restraints. The purpose of the program is to increase the effectiveness of campaigns to recall child seats. It requires manufacturers to take steps that will increase their ability to inform owners of particular child restraints about problems in these restraints and that encourage owners to register their child seats. And the agency does not agree that the noncompliance is ``technical'' in nature. NHTSA also notes that the petition failed to acknowledge that the agency tested and retested the harness webbing in March 1993, and encountered a more serious test failure than the 4.3 inch burn rate presented in the petition and which reflected NHTSA's original tests. In the second series of tests, NHTSA found burn rate test and retest failures of 5.4 and 5.2 inches respectively. Thus the test and retest failures uncovered by NHTSA average 4.85 inches and 4.75 inches respectively, a margin of failure of 20%, and hardly inconsequential or of a ``technical'' nature in the agency's opinion. Finally, NHTSA believes flammability requirements for child restraints should be stringently adhered to for the following reasons. The test requirement of not more than 4 inches a minute was justified by the need ``to prevent injury to occupants from rapidly spreading interior fires, to allow sufficient time for the driver to stop the vehicle, and, if necessary, for occupants to leave it before injury occurs'' (36 FR 10817). This is even more critical in the case of child restraints as a small child is typically not capable of exiting a vehicle without assistance. Therefore, some additional time is required for another person to remove the child. Moreover, the child most often is in the rear seat and the adult is in front, also requiring additional time to reach the child. Finally, because webbing rests against the child's body, noncompliant webbing has a great potential for injuring the child if ignited. For the reasons discussed above, the agency has concluded that the petitioner has not met its burden of persuasion that the noncompliance herein described is inconsequential as it relates to safety, and its petition is denied. (15 U.S.C. 1417; delegations of authority at 49 CFR 1.50 and 49 CFR 501.8) Issued on March 22, 1994. Barry Felrice, Associate Administrator for Rulemaking. [FR Doc. 94-7158 Filed 3-25-94; 8:45 am] BILLING CODE 4910-59-M