[Federal Register Volume 60, Number 117 (Monday, June 19, 1995)]
[Proposed Rules]
[Pages 31939-31946]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14847]



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DEPARTMENT OF TRANSPORTATION
49 CFR Parts 564 and 571

[Docket No. 95-47; Notice 1]
RIN 2127-AF65


Replaceable Light Source Information; Federal Motor Vehicle 
Safety Standards Lamps, Reflective Devices, and Associated Equipment

AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.

ACTION: Notice of proposed rulemaking.

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SUMMARY: This notice proposes to amend the Federal motor vehicle safety 
standard on lighting to allow high intensity discharge (HID) light 
sources to be used in replaceable bulb headlamp systems, in addition to 
their presently-allowed use in integral beam headlamp systems. Adoption 
of this amendment would require corresponding amendments to part 564, 
the regulation under which Docket No. 93-11 was established as a 
depository for replaceable light source information. However, if the 
life of the light source approaches that of the vehicle, as is the case 
with HIDs, interchangeability will no longer be so important. 
Therefore, NHTSA proposes adding regulations which would allow a 
manufacturer to submit fewer items of dimensional information if it can 
demonstrate that the average rated laboratory life of its light source 
is not less than 2,000 hours.

DATES: Comments are due on the proposal by August 18, 1995.

FOR FURTHER INFORMATION CONTACT: Kenneth O. Hardie, Office of 
Rulemaking (202-366-6987).

SUPPLEMENTARY INFORMATION: On April 8, 1994, NHTSA published a notice 
in [[Page 31940]] the Federal Register calling attention to four new 
technologies that are being or will be used in signal lamps and 
headlamps subject to Standard No. 108 (59 FR 16788). These new signal 
lamp technologies are light-emitting diodes (LEDs), miniature halogen 
bulbs, long arc discharge bulb systems (e.g., neon and other gas filled 
tubular lamps), and short arc discharge bulb systems. The notice noted 
that it is likely that the latter will be used in headlamps, too.
    Twenty-five comments were received in response to the notice. Among 
those who commented were Ford Motor Company, General Motors Corporation 
(GM), American Automobile Manufacturers Association (AAMA), Koito 
Manufacturing Co. Ltd., Hewlett-Packard, Hella KG Hueck & Co. (Hella), 
Volkswagen of America (VWoA), General Electric Company (GE), OSRAM 
Sylvania, Inc. (OSRAM), Stanley Electric Co. Ltd. (Stanley), and State 
Farm Insurance.
    On the basis of the comments received, NHTSA has decided to 
initiate rulemaking that would amend Standard No. 108 so as to allow 
replaceable bulb headlamps to incorporate short arc discharge light 
sources. It is terminating action on the other lighting technologies 
for the reasons explained below.

I. Long and Short Arc Discharge Systems

    With the thought of developing appropriate amendments to Standard 
No. 108 to facilitate the introduction of long and short arc discharge 
technology, NHTSA sought comments on the following:
    A. Identification of the performance requirements and/or test 
procedures specified, or incorporated by reference, in Standard No. 108 
that should be modified to accommodate the installation of arc 
discharge light sources in lamps required by the standard.
    B. Specification of the performance requirements and/or test 
procedures that should be added to Standard No. 108 to accommodate the 
installation of arc discharge light sources while maintaining the 
present level of safety achieved by incandescent filament light 
sources.
    C. Identification of any special considerations that should be made 
to accommodate the concept of a single light source whose light is 
distributed to the vehicle's lamps by lamp pipes, and an opinion as to 
whether it is premature to consider regulation of this concept.
    D. An opinion of when Standard No. 108 should be amended to 
accommodate the use of arc light sources in production motor vehicles. 
These sources are permitted because Standard No. 108 does not specify 
requirements for signal light sources.
    NHTSA received no specific recommendations on how to amend Standard 
No. 108 to facilitate the use of long arc lighting technology. Some 
commenters noted that the Society of Automotive Engineers (SAE) is 
drafting a recommended practice for long arc sources, but estimated 
that its completion date is well in the future. OSRAM Sylvania 
commented that it has developed a long arc (neon) Center High Mounted 
Stop Lamp (CHMSL) that is almost ready for production, and it 
recommended that NHTSA amend Standard No. 108 to state clearly that 
long arc sources may be tested as a system for compliance with Standard 
No.108 (which would allow testing with the ballast).
    As currently being developed, long arc technology such as neon may 
be used to provide tail, stop, and turn signal lighting. Long and short 
arc discharge lamps are similar in some respects. Both require ballasts 
to transform the 12.8 volt vehicle electrical supply into an output 
format necessary to operate the discharge tube or bulb. Both operate at 
voltages substantially higher than the nominal 12.8 volts of a standard 
automobile battery. The ballast elevates the voltage output of the 
battery to the level required by the lamp.
    NHTSA wishes to assure OSRAM that Standard No. 108 already permits 
testing of long arc light sources with their ballast. The agency 
interprets Paragraph S5.1.1.16 as permitting this. This paragraph 
states:

    S5.1.1.16 A lamp designed to use a type of bulb that has not 
been assigned a mean spherical candlepower rating by its 
manufacturer and is not listed in SAE Standard J573d, Lamp Bulbs and 
Sealed Units, December 1968, shall meet the applicable requirements 
of this standard when used with any bulb of the type specified by 
the lamp manufacturer, operated at the bulb's design voltage. A lamp 
that contains a sealed-in bulb shall meet these requirements with 
the bulb operated at the bulb's design voltage.

    While this does not specifically mention long arc light sources 
with ballasts, the second sentence does address the use of lamps with 
bulbs that are ``sealed-in'' and those in which they are not. If a long 
arc lamp is manufactured with the light source and the ballast as a 
sealed unit (sealed within the lamp), then it would be tested for 
compliance by application of the design voltage at the lamp leads.
    The first sentence of S5.1.1.16 addresses the situation where the 
ballast is separate from the lamp (not sealed within it) and externally 
connected to it. A long arc light source is considered a ``bulb'' and 
would be tested at its manufacturer's specified design voltage.
    The allowance of long arc technology for signal lamps may raise 
issues relating to intensity, headlamp/daytime running lamp spacing, 
and aspect ratio because this technology may result in unique and 
creative lamp shapes and design variations that influence the efficacy 
of signal lamps. For example, Standard No. 108 does not specify an 
aspect ratio for stop lamps. As an example, although a CHMSL must have 
an effective projected luminous lens area of not less than 4\1/2\ 
square inches, the requirement can be met by both a rectangular lens of 
2 inches by 2\1/2\ inches and one of 10 inches by .45 inch because 
Standard No. 108 contains no limitations on signal lamp length or 
height.
    Because the efficacy of long arc technology for signal lamps is 
still being researched, NHTSA will propose no changes at this time, and 
will seek further information on the issues of lamp spacing, effective 
luminous lens area, aspect ratio between lamps, appropriate photometric 
requirements, and interchangeability. It may also be necessary to 
obtain information from manufacturers regarding the operating voltage 
of an arc lamp source as used on a motor vehicle. This would be for the 
purpose of providing a source voltage equivalent to the design voltage 
that is required for compliance testing purposes if NHTSA decided to 
perform testing without the system's original ballast.
    Short arc discharge headlamp systems are commonly referred to as 
``high intensity discharge'' (HID) systems. Presently, the only HID 
application in production for lamps covered by Standard No. 108 is in 
headlamps, and the only way HID headlamps can be used under the 
standard is in an ``integral beam headlighting system'' (Section S7.4). 
Thus, today, HID headlamps are comprised of a headlamp body (including 
reflector and lens), a small transparent envelope containing a specific 
mixture of gases under high pressure (the discharge bulb), and an 
electronic ballast to convert low voltage direct current to a 
controlled output high voltage direct or alternating current to drive 
the discharge bulb.
    However, by definition (S4), an integral beam headlamp (including 
those with HID light sources) is one with an ``integral and indivisible 
optical assembly'', and a headlamp that is ``not a replaceable bulb 
headlamp * * *.'' In the event of damage to one component, such as the 
lens, the entire unit, ballast [[Page 31941]] and all, must be 
replaced. The cost to replace an integral beam HID headlamp is going to 
be substantially higher than the cost of replacing a more conventional 
headlamp. Ford, Stanley, AAMA, GM, and State Farm suggested that NHTSA 
could facilitate the introduction and acceptance of HID headlamp 
technology by redefining them as ``replaceable bulb headlamps'' so that 
components could be individually replaced.
    NHTSA concurs with these comments. There is no safety reason why 
HIDs can't be used as replaceable bulb headlamps. Manufacturers chose 
an integral-type design for the initial HID headlamps as a result of 
NHTSA-initiated amendments to accommodate them and facilitate their 
introduction. At that time, around 1992, the most expeditious manner 
was through the modification of the definition for integral beam 
headlamps, and the addition of combination headlighting systems. NHTSA 
did not know how to define HID sources as ``replaceable light 
sources.''
    GE espoused a contrary position. It finds the relationship between 
the ballast device for an HID headlamp and the arc source itself to be 
complex and intricate. As more requirements (e.g., instant start, long 
life, color control) are placed on the system, the complexity of the 
ballast, electronics, and light projection system increase by an order 
of magnitude. Given the present state of arc source technology, GE 
commented that the industry must further define performance and other 
enhancements for a ``short arc'' headlamp and ballast before rulemaking 
for a non-integral system is initiated. Without a firm industry 
agreement on basic system requirements, GE concludes that specification 
of the individual parts and their respective allowable contribution to 
system requirements is impossible.
    However, contrary to GE's argument, Ford presented a regulatory 
scheme with specific suggested amendments to both Standard No. 108 and 
the replaceable bulb information regulation, part 564, the effect of 
which would be to allow use of HIDs as replaceable headlamp light 
sources in a manner which accommodates GE's concern. NHTSA has reviewed 
this in great detail, and tentatively concludes that it, for the most 
part, sets forth a realistic way in which to treat HIDs as replaceable 
light headlamp light sources. Therefore, the following discussion is 
based upon Ford's specific suggestions, the European regulatory 
practice for HID headlamp sight sources, and NHTSA's responses.

Proposed Amendments to Standard No. 108

    S4  Definitions. A ``replaceable light source'' is defined as ``an 
assembly consisting of a capsule, base, and terminals that is designed 
to conform to the requirements of paragraph S7.7'' of Standard No. 108. 
Ford would amend the definition to include the phrase ``separable 
ballast, if required.'' Because HID headlamps, unlike conventional 
replaceable bulb units, are operable through ballasts, Ford believes 
that such an amendment would clearly indicate that HIDs come under the 
definition of ``replaceable light source.'' However, where the ballast 
is separable and physically located away from the headlamp housing, it 
would not be part of an ``assembly'' of ``capsule, base, and 
terminals,'' as the term ``assembly'' is understood. NHTSA has 
tentatively concluded that there is a better approach, comprised of two 
parts. The first is to retain the existing definition and propose 
amendments of paragraph S7.7 pertinent to HID light sources, thus tying 
it in with the definition of ``replaceable light source'', as quoted 
above. The second is to propose an amendment of part 564 which would 
allow the submittal of ballast information to Docket No. 93-11. Section 
IX of Part 564 appears an appropriate place for the listing of other 
dimensions or performance specifications necessary for light sources 
and ballast interchangeability purposes that are not listed in other 
places within appendix A. For this reason also, an HID assembly would 
be a ``replaceable light source.''
    S5.5.8  This paragraph specifies, in part, that in an integral beam 
headlighting system meeting integral beam headlighting photometrics, 
the lower beam headlamps shall be wired to remain permanently activated 
when the upper beam headlamps are activated. Ford would add lower beam 
headlamps ``incorporating non-filament light sources'' and meeting 
replaceable bulb headlighting photometrics.
    NHTSA believes that this approach would unnecessarily discriminate 
between filament and non-filament light sources, and that adopting the 
definition of ``filament'' shown below would supersede the need to 
specify ``non-filament light sources''. This means that an amendment of 
S5.5.8 would not be needed as Figure 15 already specifically allows the 
lower beam headlamps of four-lamp replaceable light source headlamp 
systems to remain activated when the upper beams are operated. Although 
Figure 17 is silent on the point, this silence has the effect of not 
specifying how the lower or upper beam is generated by the headlamp. 
Thus, the lower beams of two-lamp replaceable light source headlamp 
systems can remain activated when the upper beams are selected.
    The definition that appears appropriate to NHTSA is:

    ``Filament'' means that part of the light source or light 
emitting element(s), such as a resistive element, the excited 
portion of a specific mixture of gases under pressure, or any part 
of other energy conversion sources, that generates radiant energy 
which can be seen.

    S7.5(e)(3)(ii). This relates to headlamp systems comprised of four 
replaceable bulb headlamps. Ford's recommended revision to this 
paragraph would limit how replaceable light source headlamps may 
produce the upper beam, as it would require the HID lower beam to 
remain on when the upper beam is selected. While this is what proposed 
changes to European law may require and indeed may be what most 
manufacturers would choose to do, Standard No. 108 presently permits 
the lower beam to remain on when the upper beam is used, but does not 
require it. The reason that a manufacturer might choose to leave the 
lower beam HID source on is that it is technically complex and 
expensive to design HIDs that, if extinguished, will quickly re-arc 
after being extinguished during beam switching. If the HID had 
difficulty reestablishing an arc after switching from the upper beam, 
the headlamp would not produce light, a high risk situation, even if 
possibly a transient one. Given the liabilities inherent in such an 
instance, NHTSA anticipates that manufacturers will provide systems in 
which an HID lower beam remains activated during upper beam use.
    Because S7.5(e)(3)(ii) allows the manufacturer of a vehicle with 
replaceable bulb headlamp systems a choice of whether or not to 
extinguish the lower beam while the upper beam is activated, it 
provides maximum flexibility for designers of replaceable bulb headlamp 
systems, whether or not they incorporate lower beam HIDs. NHTSA 
believes that as long as an HID headlamp complies with applicable 
photometric requirements, it should be allowed to use present headlamp 
configurations without restriction.
    New paragraph S7.5(e)(3)(iii). Ford would add a new paragraph 
S7.5(e)(3)(iii) relating to four lamp replaceable bulb headlamp systems 
to read:

    The upper beam of a headlamp system whose lower beam headlamps 
are equipped [[Page 31942]] with non-filament type replaceable light 
sources shall be produced by all four headlamps, designed to conform 
to the upper beam requirements of Figure 15A.

    This paragraph would limit how HID light source headlamps could be 
used in a system with non-HID replaceable light source types in the 
same way as Ford's suggested revisions to S7.5(e)(3)(ii). For this 
reason, NHTSA disagrees with this suggestion.
    In addition, Ford's suggested paragraph would permit the use of a 
headlamp whose performance is not specified by Standard No. 108. This 
could occur because Ford would require that the ``upper beam'' be 
produced by all four headlamps and that the ``beam'' (not the headlamp) 
be designed to conform to the requirements of Figure 15A. Requiring the 
``beam'' from all four headlamps to meet the photometric requirements 
of Figure 15A is quite different from the current requirement that the 
upper beam headlamp system independently meet Figure 15A. Because 
Ford's suggestion does not specify the apportionment of photometry 
between the headlamps necessary to produce the ``beam'', it would 
appear to restrict the replacement market to original equipment 
manufacturers, as well as potentially allowing replacement headlamps 
with inadequate illumination or disabling glare. Hence, NHTSA is not 
proposing Ford's suggested paragraph.
    Paragraph S7.7(g). This paragraph requires replaceable light 
sources to be designed to conform to the information on file in part 
564. Ford would modify the phrase ``replaceable light source'' by 
adding after it ``in conjunction with its ballast, if any is specified 
in part 564 for its operation.'' NHTSA does not believe that an 
amendment is required. The ballast information will be part of the 
information on file in part 564 and no specific reference to it is 
needed.
    Paragraph S7.7(h). This paragraph requires marking of replaceable 
light sources in specified ways. Ford would add eight specific 
requirements for ballast marking: name or logo of the ballast 
manufacturer, the ballast part number or other unique identifier, the 
part number or other unique identification of the non-filament type 
light source for which the ballast is designed, identification of the 
designated Part 564 discharge sources that the ballast is designed to 
power, and the rated laboratory life of the ballast/discharge bulb 
combination for each bulb so identified, shock hazard warning (see 
discussion below), watts and voltage information, the date of 
manufacture, and the DOT symbol.
    NHTSA agrees with this suggestion, but is proposing a new section 
S7.7(l) for ballast alone. With one exception, it is consistent with 
the existing requirement for replaceable light sources. That exception 
is the identification and documentation of rated laboratory life. With 
respect to other replaceable light sources, NHTSA has previously 
decided that requiring this information is an unjustifiable and 
unnecessary burden. However, the advent of HID technology has caused 
NHTSA to rethink this issue as it relates to Ford's suggestion for 
reasons to be explained below in the discussion of proposed amendments 
to part 564.
    Paragraph S7.7(i). This paragraph relates to seasoning of the 
filament of a replaceable light source before measurement of maximum 
power and luminous flux. Consistent with its earlier recommendations, 
Ford would add ``filament type'' before ``replaceable light source.'' 
Since the seasoning procedures are different for filament type and arc 
type light sources, NHTSA agrees that there is a distinction. However, 
because of the definition of filament that has been proposed, NHTSA is 
proposing to revise S7.7(i) to apply to the seasoning of ``a 
replaceable light source'' rather than to ``the filament.'' This would 
be followed by two new subparagraphs, S7.7(i)(1), which would apply to 
light sources with resistive element type filaments, and S7.7(i)(2), 
which would apply to light sources using excited gas mixtures as 
filaments. This also accords with recommendations made by Ford. As for 
seasoning of light sources using ``other energy conversion sources'', 
NHTSA solicits comments on what these sources might be and the 
procedure that would be appropriate for their seasoning. Comments 
should also address an alternative to S7.7.(i) for ``other energy 
conversion sources'' of including seasoning information as an item of 
information in appendix B.
    The reader should note that, under NHTSA's published proposal to 
transfer HB type light sources to part 564 (60 FR 14247, March 16, 
1995), paragraph S7.7(i) would become paragraph S7.7(b), with no 
substantive change in it. For the same reason, proposed new paragraph 
S7.7(l) would be adopted as paragraph S7.7(d).
    S8  Tests and Procedures for Integral Beam and Replaceable Bulb 
Headlighting Systems. Ford would add ``Ballasts required to operate 
non-filament type light sources shall be included in the tests 
specified'' in S8. NHTSA concurs but, in its proposal, has substituted 
``specific gas mixture'' for ``non-filament type.''
    Other Issues Associated with Short Arc Discharge Lighting Systems. 
Two other issues associated with HID headlamp light source use are 
electrical shock resulting from contact with the high voltages used to 
energize the light source, and potential health hazards resulting from 
ultraviolet (UV) radiation.
    Severe electrical shock is a potential hazard because of the high 
voltage generated by the HID system ballast. A voltage that is higher 
than that which is normally produced by the motor vehicle's standard 
battery is necessary to operate an HID system. NHTSA believes that 
manufacturers will design appropriate levels of safety into their HID 
systems because of competitive market pressures and product liability 
concerns. For this reason, the only regulatory requirement that NHTSA 
is proposing that addresses this issue is the marking of the ballast 
with an appropriate warning.
    Because HID light sources produce UV energy, there is the potential 
for damage to ocular tissues and skin from radiation in the spectral 
region between 200 and 400 nm. Exposure could arise from a defect in 
the system or as a result of a crash and damage to it. Exposure could 
also occur in the course of headlamp repair. At the present time, it 
appears likely that the plastic lenses on HID headlamps will filter UV 
energy, that they will be given a protective coating that will minimize 
UV emission during normal operation, or that UV filters integral to the 
HID light source envelope will be used. Thus, there appears no need to 
regulate. However, NHTSA intends to monitor the issue and will propose 
rulemaking if it appears required for health and safety.

Proposed Amendments to Part 564

    General. Ford would replace all references to ``filament'' with 
``filament or discharge arc.'' However, this is unnecessary. If NHTSA 
adopts the definition of ``filament'' that has been proposed to be 
added to Standard No. 108, it will apply to part 564 under Sec. 564.4 
which incorporates definitions used in other regulations.
    Section IX of appendix A. Ford would add the word 
``Identification'' to the text. NHTSA concurs. If a ballast is required 
for operation, Section IX would also require a manufacturer to provide 
a complete listing of the requirements and parameters between the light 
source and ballast, and ballast and the vehicle.
    Proposed appendix B. The purpose of Appendix A of part 564 is to 
ensure that aftermarket replaceable light sources are interchangeable 
with their original equipment counterparts so that they 
[[Page 31943]] may be easily replaced. But the importance of 
interchangeability diminishes but is not eliminated if the life of the 
light source is such that it approaches the life of the lens reflector 
unit in which it is installed. Manufacturers expect this to be for the 
life of the vehicle. This is a chief feature of HID light sources. 
Thus, NHTSA might be wiling to accept rated average laboratory life 
information demonstrating long life as a tradeoff for detailed 
interchangeability information such as dimensions relating to the 
interface of the light source to the ballast.1

    \1\  A manufacturer ``rates'' the design ``life'' of a light 
source by ``laboratory'' tests of a large number of units that are 
activated under identical and ideal test conditions of temperature, 
humidity, lack of vibration, etc. When the test sources have been 
run to burn out, the manufacturer takes the total time data and 
determines the ``average'' in hours.
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    To explain, barring damage, a lens reflector unit ought to last the 
life of a motor vehicle because of its certification of conformance to 
the environmental test requirements set out in Standard No. 108. The 
task, then, is to design a light source with an equivalent life 
expectancy. Although industry views 10 years as the average life of a 
vehicle, it is not uncommon to see in daily service those that are from 
10 to 15 years old. NHTSA believes that non-HID light sources used in 
today's headlamps have a rated average laboratory life of 300 to 500 
hours. Thus, one with a minimum rated life of 2,000 hours represents a 
four-fold to six-fold plus increase in the life of a headlamp light 
source. Use of such a light source would significantly reduce the need 
to replace headlamp light sources over the life of a vehicle.
    This trade off could be accomplished by adding appendix B to part 
564, to serve as a repository for information on long-life light 
sources. To NHTSA, a long-life light source is one with a rated average 
laboratory life of not less than 2,000 hours. This figure represents 
the design target that industry uses today in developing long-life 
light sources, and has been provided to NHTSA in industry comments on 
related rulemakings. The manufacturer of such a light source would 
provide the lesser amount of information that would be required by 
appendix B, but, at its option, could make its submission under 
appendix A. The reader is reminded that, in either event, a replaceable 
light source which is the subject of information submitted to Docket 
No. 93-11 is required to comply with Standard No. 108.
    To conform part 564 to this view, NHTSA would amend Sec. 564.2 
Purpose to clarify that the existing purpose applies to appendix A, and 
that a new one would apply to appendix B. Language relating to rated 
average laboratory life would be added where appropriate to implement 
the purpose of appendix B.
    The reader should note that the proposed conforming amendments to 
Sec. 564.5 (a) and (c) reflect the agency's recent proposal to amend 
paragraph S7.7 of Standard No. 108 and Sec. 564.5 (a) and (c) to 
transfer HB type replaceable light sources to Docket No. 93-11 (60 FR 
14247).

II. LEDs and Miniature Halogen Bulbs
    The reader is referred to the NPRM for a full discussion of the 
issues raised by NHTSA. Because the agency has decided to terminate 
rulemaking on light-emitting diodes (LEDs) and miniature halogen bulbs 
for the reasons discussed below, it is also deferring any extended 
published analysis of the comments received on these issues until such 
time as it may decide to reinitiate rulemaking on this topic.
    NHTSA asked for recommendations as to how it might specify a means 
of determining the number of ``equivalent'' compartments for lamps 
equipped with LEDs. AAMA, Ford, and GM thought it premature for the 
agency to specify unique requirements for lamps equipped with 
distributive light sources until studies can be completed to assess 
concerns regarding possible perceptions with respect to brightness. 
These studies, in AAMA's estimate, would take six months to a year. 
During that time, its member companies could gather data on intensity, 
brightness and dimensional features (e.g., aspect ratio) of signal and 
marking lamps of recent model vehicles. Similar comments came from Ford 
and GM. Other commenters did not reach a consensus on whether SAE J1889 
would be an appropriate specification for LEDs.
    Based upon these comments, NHTSA has concluded that there is a 
great amount of uncertainty within the lighting community about the 
best method of regulating the photometric requirements of non-
traditional light sources for signal and marking lamps. In view of 
these uncertainties and a lack of consensus among the commenters on 
methods of equivalent compartmentalization, NHTSA has decided not to 
pursue further rulemaking at this time. For this reason, it is 
appropriate also not to pursue the issue of test methods for LEDs and 
miniature type light sources. However, the docket will remain open to 
accept comments about these issues, and NHTSA may reinitiate rulemaking 
at a time when a more definite outcome appears feasible.

Request for Comments

    Interested persons are invited to submit comments on the proposal. 
It is requested but not required that 10 copies be submitted.
    All comments must not exceed 15 pages in length. (49 CFR 553.21). 
Necessary attachments may be appended to these submissions without 
regard to the 15-page limit. This limitation is intended to encourage 
commenters to detail their primary arguments in a concise fashion.
    If a commenter wishes to submit certain information under a claim 
of confidentiality, three copies of the complete submission, including 
purportedly confidential business information, should be submitted to 
the Chief Counsel, NHTSA, at the street address given above, and seven 
copies from which the purportedly confidential information has been 
deleted should be submitted to the Docket Section. A request for 
confidentiality should be accompanied by a cover letter setting forth 
the information specified in the agency's confidential business 
information regulation. 49 CFR Part 512.
    All comments received before the close of business on the comment 
closing date indicated above for the proposal will be considered, and 
will be available for examination in the docket at the above address 
both before and after that date. To the extent possible, comments filed 
after the closing date will also be considered. Comments received too 
late for consideration in regard to the final rule will be considered 
as suggestions for further rulemaking action. Comments on the proposal 
will be available for inspection in the docket. The NHTSA will continue 
to file relevant information as it becomes available in the docket 
after the closing date, and it is recommended that interested persons 
continue to examine the docket for new material.
    Those persons desiring to be notified upon receipt of their 
comments in the rules docket should enclose a self-addressed, stamped 
postcard in the envelope with their comments. Upon receiving the 
comments, the docket supervisor will return the postcard by mail.

Effective Date

    Since the final rule would not impose any additional burden and is 
intended to afford an alternative to existing requirements, it is 
hereby tentatively found that an effective date earlier than 180 days 
after issuance of the final rule is in the public interest. The final 
rule [[Page 31944]] would be effective 30 days after its publication in 
the Federal Register.

Rulemaking Analyses

Executive Order 12866 and DOT Regulatory Policies and Procedures

    This rulemaking action has not been reviewed under Executive Order 
12866. It has been determined that the rulemaking action is not 
significant under Department of Transportation regulatory policies and 
procedures. The effect of the rulemaking action would be to allow an 
alternative headlighting system. It would not impose any additional 
burden upon any person. A final rule based on such an action would 
reduce costs both to manufacturers and consumers. Because ballasts 
would no longer have to be integral with the light source, 
manufacturers could use a simpler, less expensive connector. Consumers 
could replace separate elements of an HID-replaceable light source 
headlamp system as compared with the present regulation which requires 
replacement of the whole unit. Impacts of the rule are, therefore, so 
minimal as not to warrant preparation of a full regulatory evaluation.

Regulatory Flexibility Act

    The agency has also considered the effects of this rulemaking 
action in relation to the Regulatory Flexibility Act. I certify that 
this rulemaking action would not have a significant economic effect 
upon a substantial number of small entities. Motor vehicle and lighting 
equipment manufacturers are generally not small businesses within the 
meaning of the Regulatory Flexibility Act. Further, small organizations 
and governmental jurisdictions would not be significantly affected as 
the price of new motor vehicles should not be impacted. Accordingly, no 
Regulatory Flexibility Analysis has been prepared.

Executive Order 12612 (Federalism)

    This action has been analyzed in accordance with the principles and 
criteria contained in Executive Order 12612 on ``Federalism.'' It has 
been determined that the rulemaking action does not have sufficient 
federalism implications to warrant the preparation of a Federalism 
Assessment.

National Environmental Policy Act

    NHTSA has analyzed this rulemaking action for purposes of the 
National Environmental Policy Act. The rulemaking action would not have 
a significant effect upon the environment as it does not affect the 
present method of manufacturing motor vehicle lighting equipment.
Civil Justice Reform

    This rulemaking action would not have any retroactive effect. Under 
49 U.S.C. 30103, 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. Under 49 U.S.C. 30163, a procedure is set forth 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.

Paperwork Reduction Act

    The reporting and recordkeeping requirement associated with part 
564 have been approved by the Office and Management and Budget in 
accordance with 44 U.S.C. chapter 35. The OMB control number is 2127-
0563.

List of Subjects in 49 CFR Parts 564 and 571

    Imports, Motor vehicle safety, Motor vehicles.

    In consideration of the foregoing, it is proposed that 49 CFR part 
564 be amended as follows:

PART 564--REPLACEABLE LIGHT SOURCE INFORMATION

    1. The authority citation for part 564 would continue to read as 
follows:

    Authority: 49 U.S.C. 322, 30111, 30115, 30117, 30166; delegation 
of authority at 49 CFR 1.50.

    2. Part 564 would be amended by revising paragraphs 564.1, 564.2, 
564.5(a), (b), (c) and (d)(1), and Section IX of appendix A, and by 
adding new appendix B, to read as follows:


Sec. 564.1  Scope.

    This part requires the submission of dimensional, electrical 
specification, and marking/designation information, as specified in 
Appendix A and Appendix B of this part, for original equipment 
replaceable light sources used in motor vehicle headlighting systems.


Sec. 564.2  Purposes.
    The purposes of this part are achieved through its Appendices:
    (a) The purpose of Appendix A of this part is to ensure the 
availability to replacement light source manufacturers of the 
manufacturing specifications of original equipment light sources and 
thus ensure that replacement light sources are interchangeable with 
original equipment light sources and provide equivalent performance.
    (b) The purpose of Appendix B of this part is to ensure that 
original equipment light sources are replaceable and that replacement 
light source equipment provide equivalent performance, and that 
redesignated or newly developed light sources are designated as 
distinct and different and noninterchangeable with previously existing 
light sources.


Sec. 564.5  Information filing; agency processing of filings.

    (a) Each manufacturer of a motor vehicle, original equipment 
headlamp, or original equipment headlamp replaceable light source, 
which intends to manufacture a replaceable light source as original 
equipment or to incorporate a replaceable light source in its headlamps 
or motor vehicles, shall furnish the information specified in appendix 
A or appendix B of this part to: Associate Administrator for Safety 
Performance Standards, National Highway Traffic Safety Administration, 
400 Seventh Street SW, Washington, DC 20590. Attn: Replaceable Light 
Source Information Docket No. 93-11 (unless the agency has already 
filed such information in Docket No. 93-11). If the rated average 
laboratory life of the light source is not less than 2,000 hours, the 
manufacturer may furnish the information specified in either Appendix A 
or Appendix B of this part.
    (b) The manufacturer shall submit such information not later than 
60 days before it intends to begin the manufacture of the replaceable 
light source to which the information applies, or to incorporate the 
light source into a headlamp or motor vehicle of its manufacture. Each 
submission shall consist of one original set of information and 10 
legible reproduced copies, all on 8\1/2\ by 11-inch paper.
    (c) The Associate Administrator promptly reviews each submission 
and informs the manufacturer not later than 30 days after its receipt 
whether the submission has been accepted. Upon acceptance, the 
Associate Administrator files the information in Docket No. 93-11. The 
Associate Administrator does not accept any submission that does not 
contain all the information specified in appendix A or appendix B of 
this part, or whose accompanying information indicates that any new 
light source which is the subject of a submission is interchangeable 
with any replaceable light source for which the agency has previously 
filed information in Docket No. 93-11. [[Page 31945]] 
    (d) A manufacturer may request modification of a light source for 
which information has previously been filed in Docket No. 93-11, and 
the submission shall be processed in the manner provided by paragraph 
564.5(c). A request for modification shall contain the following:
    (1) All the information specified in appendix A or appendix B of 
this part that is relevant to the modification requested, * * *
* * * * *

Appendix A--Information To Be Submitted for Replaceable Light 
Sources

* * * * *
    IX. All other information, dimensions or performance 
specifications necessary for interchangeability purposes not listed 
above. If a ballast is required for operation, a complete listing of 
the requirements and parameters between the light source and 
ballast, and ballast and the vehicle shall also be provided.

Appendix B--Information To Be Submitted for Long Life Replaceable Light 
Sources of Limited Definition

    I. Bulb Base Interchangeability Dimensions and Tolerance.
    A. Angular locations, diameters, key/keyway sizes, and any other 
interchangeability dimensions for indexing the bulb base in the bulb 
holder.
    B. Diameter, width, depth, and surface finish of seal groove, 
surface, or other pertinent sealing features.
    C. Diameter of the bulb base at the interface of the base and 
its perpendicular reference surface.
    D. Dimensions of features related to retention of the bulb base 
in the bulb holder such as tabs, keys, keyways, surface, etc.
    II. Bulb Holder Interchangeability Dimensions and Tolerances.
    A. Mating angular locations, diameters, key/keyway sizes, any 
other interchangeability dimensions for indexing the bulb base in 
the bulb holder.
    B. Mating diameter, width, depth, and surface, or other 
pertinent sealing features.
    C. Mating diameter of the bulb holder at the interface of the 
bulb base aperture and its perpendicular reference surface.
    D. Mating dimensions of features related to retention of the 
bulb base in the bulb holder such as tabs, keys, keyways, surface, 
etc.
    III. Electrical Specifications for Each Light Source that 
Operates with a Ballast and Rated Life of the Light Source/Ballast 
Combination.
    A. Maximum power (in watts).
    B. Luminous Flux (in lumens)
    C. Rated average laboratory life of the light source/ballast 
combination (not less than 2,000 hours).
    IV. Applicable to light sources that operate with a source 
voltage other than 12.8 volts direct current, and when a proprietary 
ballast must be used with the light source.
    A. Manufacturer's part number for the ballast.
    B. Any other characteristics necessary for system operation.
    V. Bulb Markings/Designation--ANSI Number, ECE Identifier, 
Manufacturer's Part Number, Individual or in Any Combination.
    VI. All other identification, dimensions or performance 
specifications necessary for replaceability or systems operation not 
listed above.

    In consideration of the foregoing, it is proposed that 49 CFR Part 
571 be amended as follows:

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

    1. The authority citation would continue to read as follows:

    Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166; 
delegation of authority at 49 CFR 1.50.

    2. Section 571.108 would be amended by:
    (a) Adding a definition in alphabetical order to section 54 and 
revising paragraph S7.7(i) to read as set forth below,
    (b) Adding new paragraph S7.7(l) to read as set forth below, and
    (c) Revising section S8 to read as set forth below:


Sec. 571.108  Motor Vehicle Safety Standard No. 108 Lamps, Reflective 
Devices, and Associated Equipment.

* * * * *
    Filament means that part of the light source or light emitting 
element(s), such as a resistive element, the excited portion of a 
specific mixture of gases under pressure, or any part of other energy 
conversion sources, that generates radiant energy which can be seen.
* * * * *
    S7.7  * * *
* * * * *
    (i) A replaceable light source shall be seasoned before measurement 
of luminous flux as follows:
    (1) For a light source with a resistive element type filament, the 
filament shall be seasoned before measurement of maximum power and 
luminous flux. Such measurement shall be made with the direct current 
test voltage regulated within one quarter of one percent. The test 
voltage shall be design voltage, 12.8v. The measurement of luminous 
flux shall be in accordance with the Illuminating Engineering Society 
of North America, LM-45; IES Approved Method for Electrical and 
Photometric Measurements of General Service Incandescent Filament Lamps 
(April 1980), shall be made with the black cap installed on Type HB1, 
Type HB2, Type HB4, and Type HB5, and on any other replaceable light 
source so designed, and shall be made with the electrical conductor and 
light source base shrouded with an opaque white colored cover, except 
for the portion normally located within the interior of the lamp 
housing. The measurement of luminous flux for the Types HB3 and HB4 
shall be with the base covered with a white cover shown in Figures 19-l 
and 20-l. The white covers are used to eliminate the likelihood of 
incorrect lumen measurement that will occur should the reflectance of 
the light source base and electrical connector be low.
    (2) For a light source using excited gas mixtures as a filament, 
measurement of maximum power and luminous flux shall be made following 
seasoning of the light source, including any ballast required for its 
operation, in accordance with section 4.0 of SAE J2009 FEB93. A test 
voltage of 12.8 volts DC shall be applied to the ballast input 
terminals. The measurement of luminous flux shall be in accordance with 
the Illuminating Engineering Society of North America, LM-45; IES 
Approved Method for Electrical and Photometric Measurements of General 
Service Incandescent Filament Lamps (April 1980), shall be made with 
the black cap installed if so designed, and shall be made with any 
electrical conductors and the light source base shrouded with an opaque 
white colored cover, except for the portion normally located within the 
interior of the lamp housing.
* * * * *
    (l) If a ballast is required for operation, each ballast shall bear 
the following permanent markings:
    (1) Name or logo of ballast manufacturer;
    (2) Ballast part number or unique identification;
    (3) Part number or other unique identification of the light source 
for which the ballast is designed;
    (4) Rated average laboratory life of the light source/ballast 
combination, if the information for the light source has been filed in 
appendix B of part 564 of this chapter;
    (5) A warning that ballast output voltage presents the potential 
for severe electrical shock that could lead to permanent injury or 
death;
    (6) Ballast output power in watts and output voltage in rms volts 
AC or DC;
    (7) The date of manufacture; and ,
    (8) The symbol `DOT'.''
* * * * *
    S8  Tests and Procedures for Integral Beam and Replaceable Bulb 
Headlighting Systems. When tested in accordance with the following 
procedures, each integral beam headlamp shall meet the requirements 
[[Page 31946]] of paragraph S7.4, and each replaceable bulb headlamp 
shall meet the requirements of paragraph S7.5. Ballasts required to 
operate specific gas mixture light sources shall be included in the 
tests specified in paragraphs S8.1 and S8.4 though S8.7.
* * * * *
    Issued on: June 13, 1995.
Barry Felrice,
Associate Administrator for Safety Performance Standards.
[FR Doc. 95-14847 Filed 6-16-95; 8:45 am]
BILLING CODE 4910-59-P