[Federal Register Volume 67, Number 60 (Thursday, March 28, 2002)]
[Proposed Rules]
[Pages 14903-14905]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-7366]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. NHTSA-02-11876]
Public Meeting on Motorcoach Safety Improvements
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Notice of public meeting; request for comments.
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SUMMARY: This notice announces that NHTSA will be holding a public
meeting regarding improvements in passenger crash protection
regulations for motorcoaches. Because Canada shares a common interest
in the safety of passengers that ride in motorcoaches, this meeting is
being held jointly in cooperation with Transport Canada. This notice
invites persons to make presentations and submit written comments on
the same subject.
NHTSA and Transport Canada recognize that the occupant protection
issues for motorcoaches differ significantly from those of passenger
cars and trucks. Safety countermeasures that are cost effective for
passenger vehicles may not necessarily be as effective in motorcoaches,
particularity given travel comfort expectations associated with long
distance travel by motorcoach. Therefore, it was decided to hold this
public meeting to hear the views and comments from manufacturers,
operators, users, and the public at large in order to be better
informed of their specific needs, and to help us determine whether
improvements in motorcoach passenger crash protection standards are
warranted.
DATES: Public Meeting: NHTSA will hold a public meeting in Washington,
DC on April 30, 2002, from 9:30 am until 5 pm at the below listed
address.
Written Comments: Written requests to speak at the public meeting,
comments to be submitted for the public record, and suggestions for
items to be included in the meeting agenda, should be received at
Docket Management at the below address no later than April 29, 2002.
ADDRESSES: Public Meeting: The public meeting will be held at the
National Transportation Safety Board's meeting room at 429 L'Enfant
Plaza, SW., Washington, DC.
Written Comments: Submit written comments to the DOT Docket
Management System, U.S. Department of Transportation, PL 401, 400
Seventh Street, SW., Washington, DC 20590-0001.
Comments should refer to the Docket Number (NHTSA-02-11876) and two
copies should be submitted. If you wish to receive confirmation of
receipt of your written comments, include a self-addressed, stamped
postcard.
Comments may also be submitted to the docket electronically by
logging onto the DOT Docket Management System Web site at http://dms.dot.gov. Click on ``Help & Information'' to obtain instructions for
filing the comment electronically. In every case, the comment should
refer to the Docket Number.
FOR FURTHER INFORMATION CONTACT: Charles Hott, Office of
Crashworthiness Standards, NPS-12, NHTSA, 400 7th Street, SW.,
Washington, DC 20590 (telephone 202-366-0247, Fax: 202-493-2739).
Crash Statistics
Historically, motorcoaches (intercity buses) have been a relatively
safe mode of transportation with about 10 fatalities per year (9
passengers and 1 driver). However, in severe crashes and rollovers,
motorcoach passengers may have not been provided sufficient crash
protection against ejection from the motorcoach. Data from the Fatality
Analysis Reporting Systems supplemented by the National Transportation
Safety Board (NTSB) was used to obtain the following information about
motorcoach fatalities. As shown in Table 1, during the period of 1991
through 2000, there were 48 motorcoach crashes resulting in 101
motorcoach fatalities (16 drivers and 85 passengers). Of the 16 driver
fatalities, 12 percent (2) were ejected from the bus and 88 percent
(12) were not ejected. Of the 85 passenger fatalities, 55 percent (47)
were ejected from the bus and 45 percent (37)
[[Page 14904]]
were not ejected, (one passenger had an unknown ejection status).
Table 1.--1991-2000 Motorcoach Fatalities
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48 Crashes Total Ejected Not ejected Unknown
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Driver...................................................... 16 2 14 ...........
Passenger................................................... 85 47 37 1
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Total................................................. 101 49 51 1
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A large number of motorcoach fatalities occur in crashes involving
motorcoach rollover. In fact, during the 19912000 period, the
motorcoach rolled over in 18 of the 48 fatal crashes resulting in 37
fatalities (2 drivers and 35 passengers). Fatality data is shown in
Table 2. Of the 35 passenger fatalities, 74 percent (26) were ejected
from the bus and 26 percent (9) were not ejected. There were two driver
fatalities, one ejected and one not ejected.
Table 2.--1990-1999 Motorcoach Fatalities (Rollover Crashes)
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18 Crashes Total Ejected Not ejected
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Driver........................... 2 1 1
Passenger........................ 35 26 9
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Total...................... 37 27 10
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As shown in Table 3, there were 30 non-rollover crashes that
produced 64 fatalities, 14 drivers and 50 passengers. Of the 50
passenger fatalities, 42 percent (21) were ejected from the bus and 58
percent (28) remained inside the bus. There were 14 driver fatalities.
It should be noted that a single crash, where the bus did not rollover,
produced 44 percent (22) of the passenger fatalities.
Table 3.--1990-1999 Motorcoach Fatalities (Non-Rollover Crashes)
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30 Crashes Total Ejected Not ejected Unknown
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Driver.......................................... 12 2 10 ..............
Passenger....................................... 50 21 28 1
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Total..................................... 64 23 38 1
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National Transportation Safety Board Recommendations
In September 1999, the National Transportation Safety Board (NTSB)
made several safety recommendations to the agency regarding regulations
for improvement of passenger crash protection, roof crush, and advance
glazing research in motorcoaches. The Safety Recommendations are as
follows:
H-99-47--In 2 years, develop performance standards for motorcoach
occupant protection systems that account for frontal impact collisions,
side impact collisions, rear impact collisions, and rollovers.
H-99-48--Once pertinent standards have been developed for
motorcoach occupant protection systems, require newly manufactured
motorcoaches to have an occupant crash protection system that meets the
newly developed performance standards and retains passengers, including
those in child restraint systems, within the seating compartment
throughout the accident sequence for all accident scenarios.
H-99-49--Expand your research on current advanced glazing to
include its applicability to motorcoach occupant ejection prevention,
and revise window glazing requirements for newly manufactured
motorcoaches based on the results of this research.
H-99-50--In 2 years, develop performance standards for motorcoach
roof strength that provide maximum survival space for all seating
positions and that take into account current typical motorcoach window
dimensions.
H-99-51--Once performance standards have been developed for
motorcoach roof strength, require newly manufactured motorcoaches to
meet those standards.
In a March 3, 2000 letter to NTSB, the agency responded to NTSB
with the following:
In addressing this issue, NHTSA must also consider using its
limited resources most efficiently. * * * The crashworthiness issues
about motorcoaches the Safety Board raised deserve to be analyzed.
Therefore, NHTSA will examine opportunities to share the cost of
research with motorcoach manufacturers. The Safety Board's suggested
time limitation of two years is not achievable given current
resources. NHTSA asks that the Safety Board take under consideration
that for many of the safety issues raised, appropriate industry
standards are not in place on which to base regulations. Therefore,
primary research needs to be performed prior to the issuance of any
regulation.
The motorcoach manufacturers have now formed a bus manufacturer's
council to address safety issues regarding motorcoaches.
Issues
This section discusses a range of issues and presents a series of
questions for public comment to aid the agency in evaluating motorcoach
safety protection and in determining potential improvements in
motorcoach passenger crash protection standards.
(1) NHTSA and Transport Canada recognize that a two-tier approach
is needed to improve occupant protection in motorcoaches. The first
tier is the prevention of the crash or rollover event
[[Page 14905]]
from occurring. There are technologies that are currently being
developed for use in passenger cars, such as (i) smart cruise control,
(ii) stability control, and (iii) equipment that warns the driver of
inadvertent lane changes. Are there technologies being developed, or
that can be developed, that will reduce the likelihood of a crash or
rollover for use in motorcoaches?
(2) The second tier is the mitigation of fatalities/injuries should
a crash or rollover event occur. As stated earlier, passenger ejection
appears to be a significant factor in severe motorcoach crashes and
rollover events. Accident investigations reveal that large windows
typically break away in a rollover, leaving large portals through which
passengers can be ejected. We are interested in obtaining views on what
structural changes in motorcoach design would be needed to mitigate
ejection fatalities/injuries from motorcoach rollover events.
(3) Mitigation of ejection fatalities/injuries can be done by
limiting the size of the glazing materials, and also by upgrading the
standard for window retention and emergency exits in motorcoaches so
that the windows do not come open or break during crashes or rollover
events. Limiting the size of the glazing would offer smaller portals
for ejection and reduces the likelihood of ejection during a rollover
event. What changes to the existing regulation on window retention and
emergency exits would be necessary to limit the size of the glazing and
upgrade the standard to make it more applicable to the type of buses
manufactured today? Should the agency change the window retention
requirements to require that the windows be manufactured from materials
that will not breakaway during impacts?
(4) Another possible improvement for motorcoaches may be to
introduce a roof crush safety standard for motorcoaches. Such a
standard could conceivably limit the size of the windows while
providing additional structural support that could reduce intrusion
into the passenger compartment during rollover events. What is the best
approach to developing a roof crush standard that could conceivably
maintain the size of the windows while providing additional structural
support that could reduce intrusion into the passenger compartment
during rollover events?
(5) We are aware that new technology of side curtain airbags is
currently being offered in passenger cars. Passenger car side curtains
may reduce the likelihood of ejection of unrestrained passengers. Some
aspects of this technology may be adaptable for use in motor coaches.
We are interested in any comments regarding the use of this or other
technologies to reduce motorcoach ejections.
(6) Restraint systems are another possibility for mitigating
ejection fatalities/injuries in motorcoach crashes. Technology was
examined during NHTSA's school bus occupant protection research program
to determine the feasibility for integrated lap/shoulder belts in
school buses. What changes in the structure of the motorcoach would be
necessary to ensure that the seats and seat belts have adequate
strength to withstand impacts? What modifications to seat reclining
features would be needed? What seat belt usage rates would be
anticipated? What occupant size ranges would be necessary to
accommodate for belt comfort and convenience?
(7) Another area of concern is occupant fatalities/injuries that
are caused by head impact into interior components. Motorcoaches have
features such as seat back lap trays and television monitors that are
not normally found in general passenger vehicles. We are seeking
comments on how to bring about occupant interior impact safety
improvements, while recognizing that these features are for the comfort
of passengers on long trips.
Procedural Matters
If you wish to make a presentation at the meeting, please contact
Charles Hott at the above mailing address or telephone number by April
26, 2002. If your presentation will include slides, motion pictures, or
other visual aids, please so indicate and NHTSA will make the proper
equipment available. Presenters should bring at least one copy of their
presentation to the meeting so that NHTSA can readily include the
material in the public record. Those speaking at the public meeting
should limit the length of their presentations to 20 minutes. Due to
time imitations, NHTSA may have to limit the number of presenters per
organization. NHTSA will provide auxiliary aids to participants as
necessary. Any person desiring ``auxiliary aids'' (e.g., sign language
interpreter, telecommunications devices for deaf persons (TDDs),
readers, taped texts, brailed materials, or large print materials and/
or a magnifying device), please contact Charles Hott.
The agency intends to conduct the meeting informally to allow for
maximum participation by all who attend. Interested persons may ask
questions or provide comments during any period after a party has
completed its presentation, on a time allowed basis as determined by
the presiding official. If time permits, persons who have not requested
time to speak, but would like to make a statement, will be afforded an
opportunity to do so. The agency is interested in obtaining the views
of its customers, both orally and in writing. An agenda for the meeting
will be made based on the number of persons wishing to make oral
presentations and will be available on the day of the meeting.
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, Room 5219, at the street address given above,
and 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 will be considered. Comments will be
available for inspection in the docket. After the closing date, NHTSA
will continue to file relevant information in the docket as it becomes
available. It is therefore recommended that interested persons continue
to examine the docket for new material.
Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
Issued: March 21, 2002.
Stephen R. Kratzke,
Associate Administrator, for Safety Performance Standards.
[FR Doc. 02-7366 Filed 3-27-02; 8:45 am]
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