[Federal Register Volume 68, Number 151 (Wednesday, August 6, 2003)]
[Proposed Rules]
[Pages 46546-46559]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-20024]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 571, 585, 586, 589, 590, and 596

[Docket No. NHTSA-03-15817; Notice 1]
RIN 2127-AI91


Federal Motor Vehicle Safety Standards; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation.

ACTION: Notice of proposed rulemaking.

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SUMMARY: This document proposes to require all designated seating 
positions in rear seats, other than side-facing seats, be equipped with 
integral lap/shoulder safety belts. This proposal responds, in part, to 
a Congressional mandate that the agency begin to phase-in requirements 
for lap/shoulder belts for all rear seating positions, wherever 
practicable, not later than September 1, 2005.

DATES: You should submit your comments early enough to ensure that 
Docket Management receives them not later than October 6, 2003.

ADDRESSES: You may submit comments [identified by DOT DMS Docket Number 
03-15817] by any of the following methods:
    [sbull] Web site: http://dms.dot.gov. Follow the instructions for 
submitting comments on the DOT electronic docket site.
    [sbull] Fax: 1-202-493-2251.
    [sbull] Mail: Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401, 
Washington, DC 20590-001.
    [sbull] Hand Delivery: Room PL-401 on the plaza level of the Nassif 
Building, 400 Seventh Street, SW., Washington, DC, between 9 a.m. and 5 
p.m., Monday through Friday, except Federal Holidays.
    [sbull] Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting 
comments.
    Instructions: All submissions must include the agency name and 
docket number or Regulatory Identification Number (RIN) for this 
rulemaking. For

[[Page 46547]]

detailed instructions on submitting comments and additional information 
on the rulemaking process, see the Public Participation heading of the 
Supplementary Information section of this document. Note that all 
comments received will be posted without change to http://dms.dot.gov, 
including any personal information provided. Please see the Privacy Act 
heading under Regulatory Analyses and Notices.
    Docket: For access to the docket to read background documents or 
comments received, go to http://dms.dot.gov at any time or to Room PL-
401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., 
Washington, DC between 9 a.m. and 5 p.m., Monday through Friday, except 
Federal Holidays.

FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call 
Sanjay Patel, Office of Crashworthiness Standards, at 202-366-4583.
    For legal issues, you may call Rebecca MacPherson, Office of the 
Chief Counsel, at 202-366-2992.
    You may send mail to both of these officials at the National 
Highway Traffic Safety Administration, 400 Seventh St., SW., 
Washington, DC 20590.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Background
II. The Safety Problem
III. Proposed Requirements
IV. Anticipated Benefits and Costs of Proposed Requirements
V. Phase-in of New Requirements
VI. Request for Comments
VII. Rulemaking Analyses and Notices

I. Background

    On December 4, 2002, the President signed into law ``Anton's Law'', 
Pub. L. 107-318 (December 4, 2002; 116 Stat. 2772), which provides for 
the improvement of child safety devices when installed in motor 
vehicles. One of the provisions of Anton's Law concerns the 
installation of lap/shoulder belts in rear seating positions. 
Specifically, section 5(a) of the law directs the Secretary of 
Transportation, through NHTSA, to issue a final rule by December 2004 
that would:

require a lap and shoulder belt assembly for each rear designated 
seating position in a passenger motor vehicle with a gross vehicle 
weight rating of 10,000 pounds or less, except that if the Secretary 
determines that installation of a lap and shoulder belt assembly is 
not practicable for a particular designated seating position in a 
particular type of passenger motor vehicle, the Secretary may 
exclude the designated seating position from the requirement.

    Section 5(b) of the statute further specifies that the final rule 
be implemented in phases on a production year basis, beginning with the 
closest production year after the year the final rule is published.\1\ 
The rule is to be effective for all vehicles by the third production 
year of the phase-in. Thus, according to the schedule mandated by 
Anton's Law, the phase-in would commence on September 1, 2005, and all 
vehicles not covered by the phase-in would have to meet the 
requirements of the final rule by September 1, 2007.
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    \1\ ``The requirement prescribed under subsection (a)(1) shall 
be implemented in phases on a production year basis beginning with 
the production year that begins not later than 12 months after the 
end of the year in which the regulations are prescribed under 
subsection (a). The final rule shall apply to all passenger motor 
vehicles with a gross vehicle weight rating of 10,000 pounds or less 
that are manufactured in the third production year of the 
implementation phase-in under the schedule.''
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    The Anton's Law requirement is fully consistent with the agency's 
pre-existing plan to initiate rulemaking that would expand upon the 
current requirement in Federal Motor Vehicle Safety Standard No. 208, 
Occupant crash protection (FMVSS No. 208) that, subject to certain 
exceptions, all rear seating positions be equipped with integral lap/
shoulder belts.\2\ An entry for this rulemaking appeared in the DOT 
Semiannual Regulatory Agenda published December 9, 2002 (67 FR 74943).
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    \2\ An integral lap/shoulder belt, also referred to as a Type 2 
belt, is one where the lap and shoulder portion are either both 
attached at the buckle assembly or are a continuous piece of 
webbing, along which the buckle assembly moves. In either instance, 
there is a single buckle for both the lap and shoulder portion of 
the belt. An integral lap/shoulder belt is different from a lap/
shoulder belt that is integrated into the seat back. This second 
type of belt is an integral lap/shoulder belt for which the upper 
shoulder anchorage is physically attached to the seat back rather 
than to the vehicle structure.
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    The agency first addressed mandatory lap/shoulder belts for rear 
seats in 1984 (49 FR 15241, April 18, 1984), when it denied a petition 
to initiate rulemaking that would require such belts for rear outboard 
seating positions of passenger cars. The petition largely focused on 
the need for such systems to restrain children adequately in booster 
seats. At the time of the denial, NHTSA was considering a requirement 
that vehicles be equipped with a tether anchorage to secure a then-
popular child restraint. The agency believed this approach would offer 
greater protection than requiring a lap/shoulder belt. While NHTSA 
acknowledged that a lap/shoulder belt would offer additional 
protection, it concluded that rear lap belts already provided effective 
protection to occupants in the rear seat. It also concluded that the 
cost associated with a rear lap/shoulder belt would be too great, given 
the low rate of belt use in the rear seat.
    The agency was again petitioned to require rear lap/shoulder belts 
in 1986. Once again the petition focused on the increased protection 
that would be afforded to children riding in motor vehicles. NHTSA 
granted the petition because of two new factors: many states had 
adopted mandatory safety belt use laws, and the child restraint 
industry had moved away from child seat designs that could be tethered 
to the vehicle. While still concerned about the high cost of rear lap/
shoulder belts relative to the expected reduction in deaths and 
injuries, the agency published first an advance notice of proposed 
rulemaking (ANPRM) and then a notice of proposed rulemaking (NPRM) to 
require manufacturers to install lap/shoulder belts in all forward-
facing rear outboard seating positions in vehicles with a gross vehicle 
weight rating (GVWR) under 4,536 kg (10,000 pounds). See 52 FR 22818, 
June 16, 1987 and 53 FR 47982, November 29, 1988, respectively.
    On June 14, 1989 (54 FR 25275), the agency published the first of 
two final rules addressing the issues raised in the 1988 NPRM (53 FR 
47982). The rule established a new requirement mandating lap/shoulder 
belts for forward-facing rear outboard seating positions in all 
passenger cars other than convertibles. At that time, the agency 
estimated that approximately 90 percent of the projected benefits for 
lap/shoulder belts in all rear designated seating positions of 
passenger cars would accrue to occupants in the outboard seats because 
those are the rear seats that are most frequently occupied. Given the 
relatively small projected benefits related to center seating positions 
and the potential costs and technical difficulties associated with 
anchoring the shoulder portion of the belt at the center seating 
position, NHTSA decided against mandating lap/shoulder belts for any 
rear seat other than forward-facing outboard seats.
    On November 2, 1989, NHTSA published its second final rule on rear 
lap/shoulder belts (54 FR 46257). This rule extended the requirements 
of the June 14 final rule to convertibles, light trucks, multi-purpose 
vehicles like passenger vans and sport utility vehicles (SUVs), and 
small buses other than school buses. As in the earlier final rule, 
center seating positions and non-forward-facing seating positions were 
excluded from the requirements. Outboard seating positions that abutted 
an aisle located along the side of a vehicle, i.e., a passenger van, 
were

[[Page 46548]]

likewise excluded. The agency noted that while rear lap belts reduce 
the risk of death by 24-40 percent, rear lap/shoulder belts would 
reduce that risk by 32-50 percent. The agency postulated that there 
would be even more benefits if occupants were more willing to use the 
lap/shoulder belt than the lap belt.
    Much has changed since NHTSA issued the two final rules in 1989. At 
present, all 50 states and the District of Columbia, Puerto Rico, and 
the U.S. Territories have child passenger safety laws that require 
children to be properly restrained in an approved child restraint or by 
the vehicle's belt system. In 1987, belt use in the rear seat was only 
16 percent. Today, the agency estimates that the rate of belt use in 
the center rear seat is 50 percent in passenger cars and 57 percent in 
light trucks and vans (LTVs). Belt use among all rear seat passengers 
is 58.5 percent for passenger cars and 66.3 percent for LTVs. Over 
time, belt use has been increasing for these positions. It is believed 
that a lap/shoulder belt in the rear center position will lead to a 
further increase in belt use. In addition, children are increasingly 
riding in the back seat in response to educational campaigns designed 
to educate parents and other caregivers about the risk to children from 
riding in the front seat. NHTSA recently examined rear seat occupancy 
patterns for children up to nine years of age. It found that while the 
number of fatalities among children in this age group was evenly 
divided between the front and rear seat in 1991, by 2000, the front 
seat accounted for 56 percent fewer fatalities than the rear seat. The 
major change in distribution occurred between 1996 and 2000, the time 
frame during which consumers were urged to place their children in the 
back seat due to the risk of air bag-related injury or death.\3\
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    \3\ The development and implementation of advanced air bag 
technologies does not obviate the need for additional rear seat 
protections. To the contrary, it remains imperative that children 
ride in the back seat regardless of the type of air bag system 
integrated into the vehicle. This is because the back seat provides 
a safer environment for all occupants, even if the vehicle has no 
air bag, and because even the most advanced technology cannot 
completely eliminate risk.
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    Additionally, consumer information campaigns, which advocate child 
restraints for children up to eight years of age, unless they are 
taller than 4'9'' have been increasingly successful in convincing 
parents to keep their children in appropriate child restraints well 
past the age mandated by state law. Finally, states have recently begun 
to increase the minimum age requirements for child restraints. Nine 
states and the District of Columbia have enacted legislation that 
requires children be restrained in a child restraint at least to age 
six. Seven other states require child restraint use up to age five. The 
increase in child restraint usage by older children has led to greater 
use of belt-positioning booster seats. These seats, in which the 
vehicle safety belt serves to hold both the child and the restraint in 
place, are most often designed for use with a lap/shoulder belt.
    Today's proposal seeks to increase the use of belt-positioning 
boosters and to improve the safety of all occupants in the center rear 
seating position, regardless of whether the occupant is seated in a 
booster seat. While this seating position may not be used as often as 
the rear outboard seats, we believe that an individual is more likely 
to survive a side impact collision if seated in the center seat than if 
seated in the impacted outboard seat, as the empty space between the 
side of the vehicle and the occupant provides a significant amount of 
crush space. We believe that this proposal will provide these occupants 
with the same level of safety belt protection as the occupants of other 
seating positions.

II. The Safety Problem

    As indicated above, one of the primary reasons for today's proposal 
is the increased protection that children between the ages of four and 
eight gain by having a lap/shoulder belt made available in rear center 
seating positions. When these lap/shoulder belts are installed in the 
rear center seating position, there will be an additional, and 
potentially safer, seating position available for a child in a belt-
positioning booster seat. Lap/shoulder belts are 12 percent more 
effective in preventing AIS 2-5 injuries and fatalities than lap belts 
in rear seats of passenger cars and ten percent more effective in 
preventing AIS 2-5 injuries and fatalities in rear seats of light 
trucks. These effectiveness rates assume that the belts are properly 
positioned. The increased effectiveness for children who are not 
properly positioned would likely be less. Belt positioning booster 
seats should enable children to attain the same effectiveness rates 
from lap/shoulder belts as the rest of the population, since they allow 
proper positioning for children in the four- to eight-year-old age 
group. Additionally, the presence of a center lap/shoulder belt may 
shift seat usage from the outboard positions to the center seat 
position. This would lead to some reduction of injury or death in side 
impact crashes.
    The potential benefits associated with requiring lap/shoulder belts 
for rear center seating positions is not limited to the potential for 
increased use of booster seats. It would also benefit older occupants. 
In order to estimate the number of individuals who travel in the center 
seats of vehicles, NHTSA examined the National Automotive Sampling 
System (NASS) Crashworthiness Data System (CDS) data from 1988 to 1999. 
Overall, the NASS CDS data indicated that, in this eleven-year period, 
approximately eight percent of the roughly 19.6 million individuals 
involved in tow away crashes were seated in a center seat. Eighty 
percent of the center seat occupants were in the rear. The agency then 
looked at the distribution of the annualized maximum abbreviated injury 
scale (MAIS) injury levels for occupants seated in center seating 
positions in passenger cars and LTVs from 1996 to 1999. The vast 
majority of these injuries were sustained by individuals seated in the 
rear center seat, with approximately 20 percent of the occupants in 
passenger cars seated in a front center seat and 53 percent of the 
occupants in LTVs seated in a front center seat.
    In a 1999 study, NHTSA found that belt use was approximately seven 
to ten percent higher at back outboard designated seating positions 
with a lap/shoulder belt than at ones with only a lap belt.\4\ While 
the agency cannot explain why belt use is higher, the combination of 
higher belt use and increased benefits related to the additional 
protection afforded by the shoulder belt result in greater benefits 
than lap belts alone. This is true for every forward-facing seating 
position.
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    \4\ ``Effectiveness of Lap/Shoulder Belts in the Back Outboard 
Seating Positions,'' Evaluation Division, Plans and Policy, National 
Highway Traffic Safety Administration, Washington, DC June 1999. DOT 
HS 808 945.
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    Current belt use among rear center-seated passengers in passenger 
cars is approximately fourteen percentage points less than among 
occupants in the front passenger seat, 49.6 percent as opposed to 63.3 
percent. The belt use among rear-seated passengers in LTVs is generally 
equivalent to belt use by occupants in the front passenger seat, 57.4 
percent and 57.6 percent, respectively.
    If the switch from lap belts to lap/shoulder belts in rear center 
seating positions did not lead to any increase in belt use, NHTSA 
estimates that the addition of a shoulder belt to the rear center 
seating positions of passenger cars would prevent five fatalities and 
111 injuries (AIS 2-5) annually. Similar numbers, five fatalities and 
134 injuries (AIS 2-5) would be achieved in

[[Page 46549]]

requiring lap/shoulder belts in the rear center seats of LTVs. These 
reductions in injuries and fatalities are purely the result of the 
added protection offered by the shoulder belt.
    As noted above, the agency has observed a seven to ten percent 
increase in belt usage for seating positions equipped with a lap/
shoulder belt rather than just a lap belt. Assuming that the switch to 
lap/shoulder belts lead to a ten percent increase in belt use, the 
agency would expect to see the benefits increase to 16 fewer 
fatalities, 77 fewer AIS 1 injuries, and 202 fewer AIS 2-5 injuries in 
passenger cars equipped with rear center lap/shoulder belts. Likewise, 
it would expect to see the benefits increase to 17 fewer fatalities, 60 
fewer AIS 1 injuries, and 317 fewer AIS 2-5 injuries in LTVs equipped 
with rear lap/shoulder belts. Most of the reduction in injuries would 
be in the AIS 2 range. These are injuries that, while not life-
threatening, can result in significant financial costs and long-term 
pain and suffering.

III. Proposed Requirements

    Today we are proposing to require lap/shoulder belts for all 
forward-facing designated seating positions other than the center front 
seat for all passenger cars and for most other vehicles with a GVWR 
under 4,536 kg (10,000 lb), unless there is an exception for a 
particular type of vehicle.\5\ The vehicle exceptions are discussed 
below. We are also proposing to require lap/shoulder belts for rear-
facing seats.
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    \5\ The rule, if adopted, would include school buses under 4,536 
kg (10,000 lb). However, the agency is currently working on a 
separate rulemaking regarding seat belts in school buses. 
Accordingly, this document will not further discuss potential 
requirements for lap/shoulder belts on school buses with a GVWR 
under 10,000 lb.
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    Since the rulemakings of the late 1980s, manufacturers have begun 
voluntarily installing lap/shoulder belts in the rear center seating 
position. Data collected in the course of preparing NHTSA's ``Buying a 
Safer Car'' brochure indicate a significant increase in the voluntary 
installation of lap/shoulder belts in that position. Those data 
indicate a nearly twofold increase in the number of vehicle models with 
center rear lap/shoulder belts between MY 2000 (66 models) and MY 2002 
(120 models). While those data cannot be used to make projections for 
the overall fleet, they are indicative of a strong upward trend. An 
analysis of passenger cars and LTVs sold during 1999 to 2000 reveals 
that approximately 8.2 percent of the passenger cars were equipped with 
either two or four seats and did not have any center seating position. 
Approximately 69 percent came equipped with a lap/shoulder belt in the 
rear center seating positions. The rest of the fleet, approximately 23 
percent, would have to be, for the first time, equipped with a rear 
center lap/shoulder belt should we decide to issue a final rule 
adopting today's proposal. The percentages for LTVs are roughly 
reversed. Approximately 67 percent of LTVs sold during 1999 to 2000 had 
only a lap belt in the rear center seating positions.
    We have also tentatively decided to require lap/shoulder belts for 
rear-facing seats and for forward-facing outboard seats adjacent to an 
aisle. While we have little data to determine whether a shoulder belt 
will reduce the risk of death or injury in a rear-facing seat during a 
frontal collision, it is likely that a shoulder belt integrated into 
the seat would reduce occupant trajectory in frontal and rear crashes. 
However, a shoulder belt mounted to a side pillar may not be as 
beneficial in a frontal crash. FMVSS No. 208 currently allows a rear 
forward-facing outboard seat that is adjacent to an aisle that runs 
between the seat and the side of the vehicle to be equipped with only 
lap belts if that aisle is used to gain access to seats rearward of the 
seat in question. This exclusion was added to the standard to address 
potential ingress/egress problems for those more rearward seats and 
because anchorages attached to the side of the vehicle could be a poor 
fit with the vehicle seat. With the advent of lap/shoulder belts that 
are integrated into the seat back, we believe such an exception may no 
longer be needed. Likewise, a manufacturer could choose to anchor the 
shoulder portion of the belt to the vehicle roof rather than the side 
of the vehicle.
    At the present time, we are not planning on changing the lap/
shoulder belt requirements for swivel seats or for readily removable 
seats. Both of these types of seats may have modified lap/shoulder belt 
assemblies. Currently, FMVSS No. 208 specifies that seats that can be 
adjusted to be forward-facing and to face in some other direction 
(e.g., swivel seats) must have at least a lap belt at all positions in 
which the seat may be placed while the vehicle is in motion. 
Additionally, the seat must have at least a non-integral lap/shoulder 
belt that is usable while the seat is in its forward-facing position. 
While integral lap/shoulder belts are also permissible, a non-integral 
belt allows a passenger to only buckle the lap portion of the belt 
while the seat is forward-facing, although the occupant does have the 
option to use both the lap and shoulder portion of the belt. This 
exception may no longer be needed with the advent of lap/shoulder belts 
that are integrated into the seat back. The standard also permits 
readily removable seats to have a shoulder belt that may be detached at 
either the upper or lower shoulder belt anchorage, but not both. Again, 
the advent of lap/shoulder belts integrated into the seat back may 
obviate the need for this exception.
    We have tentatively decided against requiring lap/shoulder belts 
for the center front seat, because the projected benefits, when 
compared to the cost involved in requiring lap/shoulder belts for this 
seating position, are so low. The primary reason that benefits are so 
low is because belt use among front center seat occupants is low, 
particularly in LTVs. While the belt use rate in the front center 
seating position of passenger cars is 25.6 percent, in LTVs it is only 
16 percent. However, we also recognize that requiring lap/shoulder 
belts for the center front seating position would allow individuals who 
do use their seat belt to receive the additional benefit of a shoulder 
belt. We estimate that, assuming a ten percent increase in belt use 
rates due to the addition of a shoulder belt, there would be 
approximately four fewer fatalities and ten fewer injuries (AIS 2-5) 
per year if a lap/shoulder belt were required for front center seat 
positions in passenger cars. For LTVs, the numbers are quite a bit 
higher, with an estimated 12 fewer fatalities and 59 fewer injuries 
(AIS 2-5) per year. Additionally, being able to use a booster seat in 
the front center position could have a further incremental safety 
benefit in those vehicles where there are no rear seating positions by 
enabling the use of a belt-positioning booster seat at that seating 
position. Accordingly, the benefit associated with a front center lap/
shoulder belt may be particularly high for LTVs; this may be especially 
true for pick-up trucks with a single row of seating, where the 
additional cost of the shoulder belt would be minimal, there are no 
other locations other than the right outboard passenger seat to place a 
booster seat, and the presence of a lap/shoulder belt may increase the 
currently low levels of belt use. A more thorough discussion of the 
costs associated with this rulemaking is provided below.
    Likewise, we have tentatively decided against proposing to require 
lap/shoulder belts for side-facing seats, although we are seeking 
comment on this. Lap belts would be required for side-facing seats that 
are designated seating positions. While we are unaware of any studies 
demonstrating benefits related to the addition of a shoulder belt for 
side-facing seats, there could be

[[Page 46550]]

some benefit to having a lap/shoulder belt in rollovers or if the 
opposite side of the vehicle is struck. Additionally, we have some 
concern that the shoulder belt, depending on its placement, could 
actually harm an occupant sitting in a side-facing seat. This is 
because the shoulder portion of the belt could load the neck during a 
frontal collision.
    Finally, we have tentatively decided to retain some vehicle 
exceptions to the current rear lap/shoulder provisions contained in 
FMVSS No. 208. Specifically, rear designated seats in motor homes, 
walk-in van-type trucks, and vehicles designed to be sold exclusively 
to the U.S. postal service would be excluded from the rear lap/shoulder 
belt requirements. The rear seats in LTVs carrying chassis-mount 
campers with a GVWR greater than 3,855 kg (8,500 lb) and no greater 
than 4,536 kg (10,000 lb) need only be equipped with a lap belt.
    While not proposing any changes to the current FMVSS No. 208 
comfort and convenience requirements and the various barrier tests 
contained in FMVSS No. 208, we are seeking comment on whether rear seat 
requirements should be considered. Since the benefits associated with 
lap/shoulder belts can only be realized if they are used correctly, it 
may be appropriate to consider requiring adjustable upper anchorages. 
For example, some vans have shoulder belts mounted as far back as the 
next rearward seating position. These designs may not provide a 
particularly good fit. Other designs may be equally uncomfortable, 
particularly for children. Accordingly, we are presently evaluating the 
need for rear seat adjustability requirements to ensure that a minimum 
level of comfort is provided. As is presently the case, today's 
proposal contemplates imposing rear seat lap/shoulder belt requirements 
without a corresponding test requirement that the belts provide a 
requisite level of protection in a crash. Such a test procedure, while 
desirable, could be difficult to implement given the relatively small 
space in the rear seat. However, the agency will monitor the 
performance of rear seat belt systems in various agency programs to 
ensure that they are effective at mitigating injury.

IV. Anticipated Benefits and Costs of Proposed Requirements

    As indicated above, NHTSA anticipates that the addition of a 
shoulder belt to the rear center seating positions in passenger cars 
would prevent between five and 16 fatalities and 111-279 injuries (AIS 
1-5) per year. If lap/shoulder belts were required at all forward-
facing rear seating positions in LTVs, an additional five to 17 
fatalities and 134 to 377 injuries (AIS 1-5) would be prevented 
annually. If all center seating positions were equipped with lap/
shoulder belts, seven to 20 fatalities and 118 to 324 injuries (AIS 1-
5) could be prevented per year in passenger cars and eight to 29 
fatalities and 142 to 505 injuries (AIS 1-5) could be prevented in LTVs 
annually.
    Approximately 23 percent of the passenger car fleet, or 2,032,842 
passenger cars, would need to be equipped with an additional shoulder 
belt should the agency decide to issue a final rule adopting today's 
proposal. Approximately 57.5 percent of the LTV fleet, or 4,326,850 
LTVs would need to be equipped with an additional shoulder belt. 
Approximately 41 percent of this total (1,779,078) consists of SUVs, 
approximately 36 percent (1,563,389) consists of light trucks, and 
approximately 23 percent (984,383) consists of vans. Additionally, if 
NHTSA were to require a center lap/shoulder belt for light trucks with 
only one row of seats, approximately 11 percent (966,128) of the LTV 
fleet would need to be equipped with an additional lap/shoulder belt.
    NHTSA estimates the average cost of installing a lap/shoulder belt 
in the front outboard seat of a passenger car is $28.25. The average 
cost of a lap belt currently installed in the center rear seat of a 
passenger car is $12.84. Accordingly, NHTSA estimates that the net cost 
of installing a lap/shoulder belt in the center rear seat of a 
passenger car would average $15.41. The average cost of installing 
front outboard lap/shoulder belts in LTVs is somewhat higher than for 
passenger cars: $35.79 as opposed to $28.25. However, this difference 
is largely related to differences in the seat geometry of the two 
different types of vehicles. We would not expect to see these 
differences in a rear center seating position. Assuming the shoulder 
portion of the center rear seat costs the same as the shoulder portion 
of an outboard rear seat, we anticipate that the net cost, per belt, 
for LTVs would be the same as for passenger cars. The total net cost 
associated with replacing lap belts with lap/shoulder belts at rear 
center seating positions is anticipated to be approximately $109 
million.
    The rear seat of pick-up trucks and passenger cars (other than 
station wagons) would not need to be reinforced to anchor the center 
lap/shoulder belts. Likewise, the seat of a front seat-only pick-up 
truck would not need to be reinforced. This is because the upper 
anchorages for these vehicles can be attached to the back package shelf 
or to the floor frame of the vehicle without impinging on the available 
occupant floor space or cargo space. The same is not true for passenger 
vans and SUVs. In these vehicles, there might be no back package shelf 
and the floor space behind the seat might be needed to accommodate 
vehicle occupants or cargo. While other anchorage locations might 
exist, for cost purposes NHTSA is assuming that most manufacturers 
would choose to install lap/shoulder belts that are integrated into the 
seat back. This might require the seat back to be reinforced at an 
estimated cost of $31.08 per seating position. The estimated total cost 
of such reinforcements is approximately $109 million. The total cost of 
the rule would be $218 million.\6\
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    \6\ Since the number of buses under 4,536 kg (10,000) is 
negligible, the addition of lap/shoulder belts to these vehicles 
would not impact the total cost of the rule.
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V. Phase-in of New Requirements

    Anton's Law requires that NHTSA issue a final rule not later than 
December 2004. It further specifies that the final rule be implemented, 
in stages, starting not later than September 1, 2005 and be fully 
implemented no later than September 1, 2007. Thus, the rule would be 
phased-in between September 1, 2005 and September 1, 2007. We are 
proposing the following phase-in schedule to provide interested parties 
with the contemplated compliance percentages for each year of the 
phase-in:
    [sbull] MY 2006 (September 1, 2005 through August 31, 2006): 50 
percent of all vehicles that are produced by manufacturers and are 
subject to the phase-in must comply. Advance credits for early 
compliance may be used on a one-to-one basis.
    [sbull] MY 2007 (September 1, 2006 through August 31, 2007): 80 
percent of all vehicles that are produced by manufacturers and are 
subject to the phase-in must comply. Advance credits may be used on a 
one-to-one basis.
    [sbull] September 1, 2007: all vehicles, regardless of whether they 
are subject to the phase-in, must comply. No advance credits may be 
used.
    We are proposing to exclude vehicles manufactured in two or more 
stages and altered vehicles from the phase-in requirements. Final-stage 
manufacturers have no control over the vehicles that the previous-stage 
manufacturer decides to modify to meet the phase-in requirements. 
Accordingly, the final-stage manufacturer may have little or no choice 
in purchasing an incomplete

[[Page 46551]]

vehicle that meets the requirements of the proposed rule. While 
alterers have more control, since they are only purchasing completed 
vehicles, they may have limited control over purchasing completed, 
certified vehicles in a manner that would allow them to meet the phase-
in requirements. This is because, as with the final-stage 
manufacturers, the end customer often makes the final decision as to 
which type of vehicle to purchase. All multi-stage and altered vehicles 
manufactured on or after September 1, 2007 must be certified as 
complying with the new requirements.
    We have tentatively decided to also exclude small volume 
manufacturers (i.e., manufacturers of less than 5,000 vehicles per year 
produced for the U.S. market) from the phase-in because of their small 
size. However, NHTSA notes that, unlike the advanced air bag or tire 
pressure monitor system rulemakings, in which the technologies used to 
comply with the standard are relatively new, the technologies for lap/
shoulder belts are well established. Accordingly, these manufacturers 
are unlikely to face the supply-and-demand problems anticipated in the 
afore-referenced rulemakings.
    We have also tentatively decided to allow manufacturers of two or 
fewer carlines to opt out of the first year of the phase-in as long as 
100% of their vehicles are certified as complying with the new 
requirements during the second year of the phase-in. NHTSA is 
considering allowing manufacturers to claim advanced credits for that 
second year, although we believe it is unlikely they would be needed.
    The proposed regulatory text addressing the phase-in reporting 
requirements gathers together the phase-in requirements for all safety 
standards being phased-in and places them in a single part of the Code 
of Federal Regulations, 49 CFR Part 585. This would allow people 
henceforth to look to a single source for all reporting requirements 
associated with phase-ins. While no substantive changes are proposed 
for existing reporting requirements, some changes have been made for 
consistency of text. We encourage interested parties to review these 
changes to ensure that no substantive changes have been made.

VI. Request for Comments

    NHTSA seeks answers to the following questions, as well as comments 
on this notice in general.
    1. What are the projected costs associated with increasing seat 
back strength to allow for lap/shoulder belts that are integrated into 
the seat back?
    2. What are the potential benefits and disbenefits associated with 
requiring integral lap/shoulder belts for rear-facing designated 
seating positions, and what are the projected costs associated with 
such a requirement?
    3. What are the potential technological impediments associated with 
requiring integral lap/shoulder belts for rear-facing designated 
seating positions?
    4. What are the potential benefits and disbenefits associated with 
requiring integral lap/shoulder belts for forward-facing outboard 
designated seating positions adjacent to an aisle located next to the 
side of the vehicle and used for ingress and egress to more rearward 
seating positions, and what are the projected costs associated with 
such a requirement?
    5. How many seats referenced in question 4, if any, currently use a 
lap/shoulder belt integrated into the vehicle seat or other technology 
that provides a lap/shoulder belt without impeding access to more 
rearward seats, and what are the estimated costs associated with such 
technologies?
    6. How many swivel seats, if any, currently use a lap/shoulder belt 
integrated into the vehicle seat or other technology that provides a 
lap/shoulder belt, and what are the estimated costs associated with 
such technologies?
    7. How many readily removable seats, if any, currently use a lap/
shoulder belt integrated into the vehicle seat or other technology that 
provides a lap/shoulder belt, and what are the costs associated with 
such technologies?
    8. What are the benefits and disbenefits associated with allowing 
detachable shoulder belts for seats other than those that are readily 
removable?
    9. What are the potential benefits and disbenefits associated with 
requiring integral lap/shoulder belts for side-facing designated 
seating positions, and what are the projected costs associated with 
such a requirement?
    10. NHTSA seeks information on side-facing seat studies in multiple 
crash modes. Should the agency prohibit the installation of Type 2 
belts for side-facing seats?
    11. What are the benefits and disbenefits associated with a 
requirement for integral lap/shoulder belts for the front center seats 
in passenger cars and LTVs, particularly vehicles that have a single 
row of seats?
    12. What are the benefits and disbenefits associated with a 
requirement for integral lap/shoulder belts in all designated rear 
seating positions on buses, other than school buses, with a GVWR of 
4,536 kg (10,000 lb) or less?
    13. What are the potential technological impediments associated 
with requiring integral lap/shoulder belts for rear designated seating 
positions on buses, other than school buses, with a GVWR of 4,536 kg 
(10,000 lb) or less?
    14. NHTSA requests comment on the proposed phase-in schedule. 
Should special provision be made for small volume manufacturers and 
manufacturers of two or fewer carlines? If so, please provide data and 
information that would justify such a provision.
    15. Is it still appropriate to exclude particular vehicle types, 
e.g., motor homes, walk-in vans, and driver positions in heavy trucks 
and buses, from requirements for lap/shoulder belts at designated 
seating positions?
    16. Is there a need to develop comfort and convenience test 
procedures for rear designated seating positions?
    17. NHTSA seeks information on seat belt fit studies conducted on 
rear seat occupants of varying size and stature. The agency also 
requests the results of any dynamic testing of any adjustable seat belt 
anchorages at different anchorage adjustments that would allow NHTSA to 
determine the appropriateness of requiring adjustable anchorages for 
rear lap/shoulder belts.
    18. Is there a need to extend the frontal impact crash test 
requirements of FMVSS No. 208 to the rear seating positions?
    19. What percentage of cars have lap/shoulder safety belts in the 
rear center seating positions in MY 2003 and what percentage are 
planned to have them in MY 2004? What percentage of LTVs have lap/
shoulder safety belts in the rear center seating positions in MY 2003 
and what percentage are planned to have them in MY 2004?
    20. What is the cost of installing a manual lap/shoulder belt 
system in place of the current lap belt system in front and rear center 
seats of passenger cars and LTVs? How would these center seat systems 
differ in design and cost from current outboard systems?

VII. Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

    NHTSA has considered the impact of this rulemaking action under 
Executive Order 12866 and the Department of Transportation's regulatory 
policies and procedures. This rulemaking is economically significant. 
Accordingly, the Office of Management and Budget has reviewed this 
rulemaking document under E.O. 12866, ``Regulatory Planning and 
Review.'' The rulemaking action

[[Page 46552]]

has also been determined to be significant under the Department's 
regulatory policies and procedures. The benefits and costs associated 
with today's rule have been briefly discussed earlier in this document. 
For a more detailed analysis, please refer to the preliminary economic 
analysis supporting today's proposal.

B. Regulatory Flexibility Act

    We have considered the effects of this rulemaking action under the 
Regulatory Flexibility Act (5 U.S.C. 601 et seq.) This action would not 
have a significant economic impact on a substantial number of small 
businesses because the vast majority of motor vehicle manufacturers are 
not small businesses. Small organizations and small governmental units 
would not be significantly affected by the proposed rule since the 
potential cost impacts associated with this proposal should only 
slightly increase the price of new motor vehicles. A more complete 
analysis of the impact of today's rule on small businesses, 
organizations, and governmental units may be found in the preliminary 
economic analysis.

C. National Environmental Policy Act

    NHTSA has analyzed this proposed amendment for the purposes of the 
National Environmental Policy Act and determined that it would not have 
any significant impact on the quality of the human environment.

D. Executive Order 13132 (Federalism)

    The agency has analyzed this rulemaking in accordance with the 
principles and criteria contained in Executive Order 13132 and has 
determined that it does not have sufficient federalism implications to 
warrant consultation with State and local officials or the preparation 
of a federalism summary impact statement. The final rule, if issued, 
would have no substantial effects on the States, or on the current 
Federal-State relationship, or on the current distribution of power and 
responsibilities among the various local officials. The final rule, if 
issued, is not intended to preempt state tort civil actions.

E. Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 requires agencies to 
prepare a written assessment of the costs, benefits and other effects 
of proposed or final rules that include a Federal mandate likely to 
result in the expenditure by State, local or tribal governments, in the 
aggregate, or by the private sector, of more than $100 million annually 
(adjusted for inflation with base year of 1995). The final rule, if 
issued, would require the expenditure of resources above and beyond 
$100 million annually. NHTSA will explore various options based on the 
response to the public comments. For example, the agency could decide 
to exclude rear-facing seats from the final rule. Likewise, it could 
decide to require a lap/shoulder belt for the front seat of some, but 
not all vehicles with a center designated seating position.

F. Executive Order 12778 (Civil Justice Reform)

    The proposed rule would not have any retroactive effect. Under 
section 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, 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. 49 U.S.C. 30161 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.

G. Paperwork Reduction Act

    Under the Paperwork Reduction Act of 1995, a person is not required 
to respond to a collection of information by a Federal agency unless 
the collection displays a valid OMB control number. This proposal 
contains a collection of information because of the proposed phase-in 
reporting requirements. There is no burden to the general public.
    We are submitting a request for OMB clearance of the collection of 
information required under today's proposal. These requirements and our 
estimates of the burden to vehicle manufacturers are as follows:
    [sbull] NHTSA estimates there are 21 manufacturers of passenger 
cars, multipurpose passenger vehicles, trucks, and buses having a GVWR 
of 4,536 kg (10,000 lb) or less.
    [sbull] NHTSA estimates that the total annual reporting and 
recordkeeping burden resulting from the collection of information is 
1,260 hours.
    [sbull] NHTSA estimates that the total annual cost burden, in U.S. 
dollars, will be $0.00. No additional resources will be expended by 
vehicle manufacturers to gather annual production information because 
they already compile this data for their own use.
    Organizations and individuals that wish to submit comments on the 
information collection requirements should direct them to the Office of 
Information and Regulatory Affairs, OMB, Room 10235, New Executive 
Office Building, Washington, DC 20503; Attention Desk Officer for 
NHTSA.
    The purpose of the reporting requirements will be to aid NHTSA in 
determining whether a manufacturer has complied with the requirements 
of FMVSS No. 208 during the phase-in of those requirements. NHTSA 
requests comments on this proposed collection of information in 
evaluating:
    [sbull] The accuracy of the agency's estimate of the burden of the 
proposed collection of information;
    [sbull] The quality, utility, and clarity of the information 
collected; and
    [sbull] The opportunities to minimize the information collection 
burden.

H. Executive Order 13045

    Executive Order 13045 applies to any rule that: (1) is determined 
to be ``economically significant'' as defined under E.O. 12866, and (2) 
concerns an environmental, health or safety risk that NHTSA has reason 
to believe may have a disproportionate effect on children. If the 
regulatory action meets both criteria, we must evaluate the 
environmental health or safety effects of the planned rule on children, 
and explain why the planned regulation is preferable to other 
potentially effective and reasonably feasible alternatives considered 
by us.
    As noted earlier, this rulemaking is economically significant. 
Additionally, it is expected to have a disproportionate effect on 
children, since children are most likely to sit in the rear seat. 
However, the impact of this rulemaking on children would be beneficial 
instead of detrimental.

I. National Technology Transfer and Advancement Act

    Section 12(d) of the National Technology Transfer and Advancement 
Act (NTTAA) requires NHTSA to evaluate and use existing voluntary 
consensus standards \7\ in its regulatory activities unless doing so 
would be inconsistent with applicable law (e.g., the statutory 
provisions regarding NHTSA's vehicle safety authority) or otherwise 
impractical. In meeting that requirement, we are required to consult

[[Page 46553]]

with voluntary, private sector, consensus standards bodies. Examples of 
organizations generally regarded as voluntary consensus standards 
bodies include the American Society for Testing and Materials (ASTM), 
the Society of Automotive Engineers (SAE), and the American National 
Standards Institute (ANSI). If NHTSA does not use available and 
potentially applicable voluntary consensus standards, we are required 
by the Act to provide Congress, through OMB, an explanation of the 
reasons for not using such standards. NHTSA has searched the voluntary 
consensus standards generally applicable to the manufacture of motor 
vehicles and is unaware of any standards relevant to this rule. If 
relevant standards exist, please provide NHTSA with the proper 
citations.
---------------------------------------------------------------------------

    \7\ Voluntary consensus standards are technical standards 
developed or adopted by voluntary consensus standards bodies. 
Technical standards are defined by the NTTAA as ``performance-based 
or design-specific technical specifications and related management 
systems practices.'' They pertain to ``products and processes, such 
as size, strength, or technical performance of a product, process or 
material.''
---------------------------------------------------------------------------

J. Comments

How Do I Prepare and Submit Comments?
    Your comments must be written and in English. To ensure that your 
comments are correctly filed in the Docket, please include the docket 
number of this document in your comments.
    Your comments must not be more than 15 pages long. (49 CFR 553.21.) 
We established this limit to encourage you to write your primary 
comments in a concise fashion. However, you may attach necessary 
additional documents to your comments. There is no limit on the length 
of the attachments.
    Please submit two copies of your comments, including the 
attachments, to Docket Management at the address given under ADDRESSES.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (65 FR 19477) or you may visit http://dms.dot.gov to 
review the statement.
How Can I Be Sure That My Comments Were Received?
    If you wish Docket Management to notify you upon its receipt of 
your comments, enclose a self-addressed, stamped postcard in the 
envelope containing your comments. Upon receiving your comments, Docket 
Management will return the postcard by mail.
How Do I Submit Confidential Business Information?
    If you wish to submit any information under a claim of 
confidentiality, you should submit three copies of your complete 
submission, including the information you claim to be confidential 
business information, to the Chief Counsel, NHTSA, at the address given 
above under FOR FURTHER INFORMATION CONTACT. In addition, you should 
submit two copies, from which you have deleted the claimed confidential 
business information, to Docket Management at the address given above 
under ADDRESSES. When you send a comment containing information claimed 
to be confidential business information, you should include a cover 
letter setting forth the information specified in our confidential 
business information regulation. (49 CFR part 512.)
Will the Agency Consider Late Comments?
    We will consider all comments that Docket Management receives 
before the close of business on the comment closing date indicated 
above under DATES. To the extent possible, we will also consider 
comments that Docket Management receives after that date. If Docket 
Management receives a comment too late for us to consider it in 
developing a final rule (assuming that one is issued), we will consider 
that comment as an informal suggestion for future rulemaking action.
How Can I Read the Comments Submitted by Other People?
    You may read the comments received by Docket Management at the 
address given above under ADDRESSES. The hours of the Docket are 
indicated above in the same location.
    You may also see the comments on the Internet. To read comments on 
the Internet, take the following steps:
    1. Go to the Docket Management System (DMS) Web page of the 
Department of Transportation (http://dms.dot.gov/).
    2. On that page, click on ``simple search.''
    3. On the next page, type in the docket number shown at the 
beginning of this document. There is no need to type in the name of the 
agency or the year that the docket was opened. For example, if the 
docket number is ``NHTSA-03-123545,'' you would type in ``12345''. 
After typing the docket number, click on ``search.''
    4. On the next page, which contains docket summary information for 
the docket you selected, click on the desired comments. You may 
download the comments.
    Please note that even after the comment closing date, we will 
continue to file relevant information in the Docket as it becomes 
available. Further, some people may submit late comments. Accordingly, 
we recommend that you periodically check the Docket for new material.

K. Plain Language

    Executive Order 12866 requires each agency to write all rules in 
plain language. Today's proposal has been written with that directive 
in mind, although FMVSS No. 208, in general, is a complicated 
regulation. We note that some of the requirements proposed today are 
technical in nature. As such, they may require some understanding of 
technical terminology. We expect those parties directly affected by 
today's rule, i.e., vehicle manufacturers, to be familiar with such 
terminology.

L. Regulation Identifier Number (RIN)

    The Department of Transportation assigns a regulation identifier 
number (RIN) to each regulatory action listed in the Unified Agenda of 
Federal Regulations. The Regulatory Information Service Center 
publishes the Unified Agenda in April and October of each year. You may 
use the RIN contained in the heading at the beginning of this document 
to find this action in the Unified Agenda.
    In consideration of the foregoing, NHTSA proposes to amend 49 CFR 
Chapter V as follows:

List of Subjects in 49 CFR Parts 571, 585, 586, 589, 590, and 596

    Imports, Motor vehicle safety, Reporting and recordkeeping 
requirements, Tires.

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

    1. The authority citation for part 571 of title 49 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. Section 571.138 would be amended by revising S7.5.2 to read as 
follows:


Sec.  571.138  Standard No. 138; Tire pressure monitoring systems.

* * * * *
    S7.5.2 A vehicle produced by more than one manufacturer must be 
attributed to any one of the vehicle's manufacturers specified by an 
express written contract, reported to the National Highway Traffic 
Safety

[[Page 46554]]

Administration under 49 CFR Part 585, between the manufacturer so 
specified and the manufacturer to which the vehicle would otherwise be 
attributed under S7.5.1.
* * * * *
    3. Section 571.201 would be amended by revising S6.1.6.2 to read as 
follows:


Sec.  571.201  Standard No. 201; Occupant protection in interior 
impact.

* * * * *
    S6.1.6.2 A vehicle produced by more than one manufacturer must be 
attributed to any one of the vehicle's manufacturers specified by an 
express written contract, reported to the National Highway Traffic 
Safety Administration under 49 CFR Part 585, between the manufacturer 
so specified and the manufacturer to which the vehicle would otherwise 
be attributed under S6.1.6.1.
* * * * *
    4. Section 571.208 would be amended by adding S4.1.5.5, S4.2.7, 
S4.4.5, and S4.5.5 as follows:


Sec.  571.208  Standard No. 208; Occupant crash protection.

* * * * *
    S4.1.5.5 Passenger cars manufactured on or after September 1, 2007. 
Each passenger car shall have a Type 2 seat belt assembly that conforms 
to Standard No. 209 and to S7.1 and S7.2 of this standard at each rear 
designated seating position, except that side-facing designated seating 
positions shall have a Type 1 seat belt assembly that conforms to 
Standard No. 209 and to S7.1 and S7.2 of this standard.
* * * * *
    S4.2.7 Rear seating positions in trucks, and multipurpose passenger 
vehicles manufactured on or after September 1, 2007 with a GVWR of 
10,000 lbs. (4,536 kg) or less.
    S4.2.7.1 Except as provided in S4.2.7.2, S4.2.7.3, and S4.2.7.4, 
each truck and each multipurpose passenger vehicle, other than a motor 
home, a walk-in van-type truck, or a vehicle designed to be sold 
exclusively to the U.S. Postal Service with a GVWR of 10,000 lbs. 
(4,536 kg) or less, or a vehicle carrying chassis-mount camper with a 
gross vehicle weight rating of 8,500-10,000 lbs. (3,855-4,536 kg), 
shall be equipped with a Type 2 seat belt assembly at every rear 
designated seating position. Type 2 seat belt assemblies installed in 
compliance with this requirement shall conform to Standard No. 209 (49 
CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat 
belt assembly installed in conformity to this requirement incorporates 
any webbing tension-relieving device, the vehicle owner's manual shall 
include the information specified in S7.4.2(b) of this standard for the 
tension relieving device, and the vehicle shall conform to S7.4.2(c) of 
this standard.
    S4.2.7.2 Any rear designated seating position with a seat that can 
be adjusted to be forward-facing and to face some other direction shall 
either:
    (a) Meet the requirements of S4.2.7.1 with the seat in any position 
in which it can be occupied while the vehicle is in motion; or
    (b) When the seat is in its forward-facing position, have a Type 2 
seat belt assembly with an upper torso restraint that conforms to S7.1 
and S7.2 of this standard and that adjusts by means of an emergency 
locking retractor that conforms to Standard No. 209 (49 CFR 571.209), 
which upper torso restraint may be detachable at the buckle, and, when 
the seat is in any position in which it can be occupied while the 
vehicle is in motion, have a Type 1 seat belt or the pelvic portion of 
a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this 
standard.
    S4.2.7.3 Any rear designated seating position on a readily 
removable seat (i.e., a seat designed to be easily removed and replaced 
by means installed by the manufacturer for that purpose) shall meet the 
requirements of S4.2.7.1 and may use an upper torso belt that detaches 
at either its upper or lower anchorage point, but not both anchorage 
points, to meet those requirements. The means for detaching the upper 
torso belt may be operable by push button action.
    S4.2.7.4 Any rear side-facing designated seating position shall 
have a Type 1 seat belt assembly that conforms to S7.1 and S7.2 of this 
standard.
* * * * *
    S4.4.5 Buses with a GVWR of 10,000 lbs. (4,536 kg) or less 
manufactured on or after September 1, 2007.
    S4.4.5.1 Except as provided in S4.4.5.2, S4.4.5.3, and S4.4.5.4, 
each bus with a gross vehicle weight rating of 10,000 lbs. (4,536 kg) 
or less shall be equipped with a Type 2 seat belt assembly at the 
driver's designated seating position and at the front and every rear 
designated seating position. Type 2 seat belt assemblies installed in 
compliance with this requirement shall conform to Standard No. 209 (49 
CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat 
belt assembly installed in compliance with this requirement 
incorporates a webbing tension relieving device, the vehicle owner's 
manual shall include the information specified in S7.3.1(b) of this 
standard for the tension relieving device, and the vehicle shall 
conform to S7.4.2(c) of this standard.
    S4.4.5.2 Any rear designated seating position with a seat that can 
be adjusted to be forward-facing and to face some other direction shall 
either:
    (a) Meet the requirements of S4.4.5.1 with the seat in any position 
in which it can be occupied while the vehicle is in motion; or
    (b) (1) When the seat is in its forward-facing position, have a 
Type 2 seat belt assembly with an upper torso restraint that
    (i) conforms to S7.1 and S7.2 of this standard,
    (ii) adjusts by means of an emergency locking retractor conforming 
to Standard No. 209 (49 CFR 571.209), and
    (iii) may be detachable at the buckle, and
    (2) When the seat is in any position in which it can be occupied 
while the vehicle is in motion, have a Type 1 seat belt or the pelvic 
portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 
of this standard.
    S4.4.5.3 Any rear designated seating position on a readily 
removable seat (that is, a seat designed to be easily removed and 
replaced by means installed by the manufacturer for that purpose) shall 
meet the requirements of S4.4.5.1 and may use an upper torso belt that 
detaches at either its upper or lower anchorage point, but not both 
anchorage points, to meet those requirements. The means for detaching 
the upper torso belt may be operable by push button action.
    S4.4.5.4 Any rear side-facing designated seating position shall 
have a Type 1 seat belt assembly that conforms to S7.1 and S7.2 of this 
standard.
* * * * *
    S4.5.5 Rear seat belt requirements for passenger cars and for 
trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 
kg (10,000 lbs.) or less.
    S4.5.5.1 Vehicles manufactured on or after September 1, 2005 and 
before September 1, 2007.
    (a) For vehicles manufactured for sale in the United States on or 
after September 1, 2005, and before September 1, 2007, a percentage of 
the manufacturer's production as specified in S4.5.5.2, shall meet the 
requirements specified in either S4.1.5.5 for complying passenger cars, 
S4.2.7 for complying trucks and multipurpose passenger vehicles, or 
S4.4.5 for complying buses.
    (b) A manufacturer that sells two or fewer carlines, as that term 
is defined at 49 CFR 583.4, in the United States may, at the option of 
the manufacturer, meet the requirements of this paragraph,

[[Page 46555]]

instead of paragraph (a). Each vehicle manufactured on or after 
September 1, 2006, and before September 1, 2007, shall meet the 
requirements specified in S4.1.5.5 for complying passenger cars, S4.2.7 
for complying trucks & multipurpose passenger vehicles, and S4.4.5 for 
complying buses.
    (c) Vehicles that are manufactured in two or more stages or that 
are altered (within the meaning of 49 CFR 567.7) after having 
previously been certified in accordance with Part 567 of this chapter 
are not subject to the requirements of S4.5.5.1.
    (d) Vehicles that are manufactured by a manufacturer that produces 
fewer than 5,000 vehicles annually for sale in the United States are 
not subject to the requirements of S4.5.5.1.
    S4.5.5.2 Phase-in schedule.
    (a) Vehicles manufactured on or after September 1, 2005, and before 
September 1, 2006. Subject to S4.5.5.3(a), for vehicles manufactured on 
or after September 1, 2005, and before September 1, 2006, the amount of 
vehicles complying with S4.1.5.5 for complying passenger cars, S4.2.7.1 
for complying trucks and multipurpose passenger vehicles, or S4.4.5.1 
for complying buses shall be not less than 50 percent of:
    (1) If the manufacturer has manufactured vehicles for sale in the 
United States during both of the two production years immediately prior 
to September 1, 2005, the manufacturer's average annual production of 
vehicles manufactured on or after September 1, 2003, and before 
September 1, 2006, or
    (2) The manufacturer's production on or after September 1, 2005, 
and before September 1, 2006.
    (b) Vehicles manufactured on or after September 1, 2006, and before 
September 1, 2007. Subject to S4.5.5.3(b), for vehicles manufactured on 
or after September 1, 2006, and before September 1, 2007, the amount of 
vehicles complying with S4.1.5.5 for complying passenger cars, S4.2.7.1 
for complying trucks and multipurpose passenger vehicles, or S4.4.5.1 
for complying buses shall be not less than 80 percent of:
    (1) If the manufacturer has manufactured vehicles for sale in the 
United States during both of the two production years immediately prior 
to September 1, 2006, the manufacturer's average annual production of 
vehicles manufactured on or after September 1, 2004, and before 
September 1, 2007, or
    (2) The manufacturer's production on or after September 1, 2006, 
and before September 1, 2007.
    S4.5.5.3 Calculation of complying vehicles.
    (a) For the purposes of complying with S4.5.5.2(a), a manufacturer 
may count a vehicle if it is manufactured on or after (date 60 days 
after publication of Final Rule in the Federal Register), but before 
September 1, 2006.
    (b) For the purposes of complying with S4.5.5.2(b), a manufacturer 
may count a vehicle if it:
    (1) Is manufactured on or after (date 60 days after publication of 
Final Rule in the Federal Register), but before September 1, 2007, and
    (2) Is not counted toward compliance with S4.5.5.2(a).
    S4.5.5.4 Vehicles produced by more than one manufacturer.
    (a) For the purpose of calculating average annual production of 
vehicles for each manufacturer and the number of vehicles manufactured 
by each manufacturer under S4.5.5.2, a vehicle produced by more than 
one manufacturer shall be attributed to a single manufacturer as 
follows, subject to paragraph (b) of this section.
    (1) A vehicle that is imported shall be attributed to the importer.
    (2) A vehicle manufactured in the United States by more than one 
manufacturer, one of which also markets the vehicle, shall be 
attributed to the manufacturer that markets the vehicle.
    (b) A vehicle produced by more than one manufacturer shall be 
attributed to any one of the vehicle's manufacturers specified by an 
express written contract, reported to the National Highway Traffic 
Safety Administration under 49 CFR Part 585, between the manufacturer 
so specified and the manufacturer to which the vehicle would otherwise 
be attributed under paragraph (a) of this section.
    5. Section 571.225 would be amended by revising S14.2.2 to read as 
follows:


Sec.  571.225  Standard No. 225; Child restraint anchorage systems.

* * * * *
    S14.2.2 A vehicle produced by more than one manufacturer must be 
attributed to any one of the vehicle's manufacturers specified by an 
express written contract, reported to the National Highway Traffic 
Safety Administration under 49 CFR Part 585, between the manufacturer 
so specified and the manufacturer to which the vehicle would otherwise 
be attributed under S14.2.1.
* * * * *
    6. The authority citation for part 585 of title 49 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.

    7. Part 585 would be revised to read as follows:

PART 585--PHASE-IN REPORTING REQUIREMENTS

Subpart A--General

Sec.
585.1 Definitions.
585.2 Phase-in reports.
585.3 Vehicles produced by more than one manufacturer.
585.4 Petitions to extend period to file report.


Sec.  585.1  Definitions.

    (a) All terms defined in 49 U.S.C. 30102 are used in accordance 
with their statutory meaning.
    (b) The terms bus, gross vehicle weight rating or GVWR, 
multipurpose passenger vehicle, passenger car, and truck are used as 
defined in section 571.3 of this chapter.
    (c) Production year means the 12-month period between September 1 
of one year and August 31 of the following year, inclusive, unless 
otherwise specified.


Sec.  585.2  Phase-in reports.

    Each report submitted to NHTSA under this part shall:
    (a) Identify the manufacturer;
    (b) State the full name, title, and address of the official 
responsible for preparing the report;
    (c) Identify the production year being reported on;
    (d) Contain a statement regarding whether or not the manufacturer 
complied with the requirements of the Federal motor vehicle safety 
standard addressed by the report, for the period covered by the report, 
and the basis for that statement;
    (e) Be written in the English language; and
    (f) Be submitted to: Administrator, National Highway Traffic Safety 
Administration, 400 Seventh Street, SW., Washington, DC 20590.


Sec.  585.3  Vehicles produced by more than one manufacturer.

    Each manufacturer whose reporting of information is affected by one 
or more of the express written contracts permitted by a Federal Motor 
Vehicle Safety Standard subject to the reporting requirements of this 
part shall:
    (a) Report the existence of each contract, including the names of 
all parties to the contract and explain how the contract affects the 
report being submitted.
    (b) Report the number of vehicles covered by each contract in each 
production year.

[[Page 46556]]

Sec.  585.4  Petitions to extend period to file report.

    A petition for extension of the time to submit a report required 
under this part shall be received not later than 15 days before the 
report is due. The petition shall be submitted to: Administrator, 
National Highway Traffic Safety Administration, 400 Seventh Street, SW, 
Washington, DC 20590. The filing of a petition does not automatically 
extend the time for filing a report. A petition will be granted only if 
the petitioner shows good cause for the extension, and if the extension 
is consistent with the public interest.

Subpart B--Advanced Air Bag Phase-in Reporting Requirements

Sec.
585.11 Scope.
585.12 Purpose.
585.13 Applicability.
585.14 Definitions.
585.15 Reporting requirements.
585.16 Records.
Sec.  585.11 Scope.

    This subpart establishes requirements for manufacturers of 
passenger cars and trucks, buses, and multipurpose passenger vehicles 
with a GVWR of 3,855 kg or less and an unloaded vehicle weight of 2,495 
kg or less to submit reports, and maintain records related to the 
reports, concerning the number and identification of such vehicles that 
are certified as complying with the advanced air bag requirements of 
Standard No. 208, Occupant crash protection (49 CFR 571.208).


Sec.  585.12  Purpose.

    The purpose of these reporting requirements is to aid the National 
Highway Traffic Safety Administration in determining whether a 
manufacturer has complied with the advanced air bag requirements of 
Standard No. 208 during the phase-ins of those requirements.


Sec.  585.13  Applicability.

    This subpart applies to manufacturers of passenger cars and trucks, 
buses, and multipurpose passenger vehicles with a GVWR of 3,855 kg or 
less and an unloaded vehicle weight of 2,495 kg or less. However, this 
subpart does not apply to any manufacturers whose production consists 
exclusively of walk-in vans, vehicles designed to be sold exclusively 
to the U.S. Postal Service, vehicles manufactured in two or more 
stages, and vehicles that are altered after previously having been 
certified in accordance with part 567 of this chapter. In addition, 
this subpart does not apply to manufacturers whose production of motor 
vehicles for the United States market is less than 5,000 vehicles in a 
production year.


Sec.  585.14  Definitions.

    For the purposes of this subpart,
    (a) Phase one of the advanced air bag requirements of Standard No. 
208 refers to the requirements set forth in S14.1, S14.2, S14.5.1(a), 
S14.5.2, S15.1, S15.2, S17, S19, S21, S23, and S25 of Federal Motor 
Vehicle Safety Standard No. 208, 49 CFR 571.208.
    (b) Phase two of the advanced air bag reporting requirements of 
Standard No. 208 refers to the requirements set forth in S14.3, S14.4, 
S14.5.1(b), S14.5.2, S15.1, S15.2, S17, S19, S21, S23, and S25 of 
Federal Motor Vehicle Safety Standard No. 208, 49 CFR 571.208.
    (c) Vehicles means passenger cars and trucks, buses, and 
multipurpose passenger vehicles with a GVWR of 3,855 kg or less and an 
unloaded vehicle weight of 2,495 kg or less manufactured for sale in 
the United States whose production of motor vehicles for sale in the 
United States is equal to or greater than 5,000 vehicles in a 
production year, and does not mean walk-in vans, vehicles designed to 
be sold exclusively to the U.S. Postal Service, vehicles manufactured 
in two or more stages, and vehicles that are altered after previously 
having been certified in accordance with part 567 of this chapter.


Sec.  585.15  Reporting requirements.

    (a) Advanced credit phase-in reporting requirements.
    (1) Within 60 days after the end of production years ending August 
31, 2000, August 31, 2001, August 31, 2002, and August 31, 2003, each 
manufacturer choosing to certify vehicles manufactured during any of 
those production years as complying with phase one of the advanced air 
bag requirements of Standard No. 208 shall submit a report to the 
National Highway Traffic Safety Administration providing the 
information specified in paragraph (c) of this section and in Sec.  
585.2 of this part.
    (2) Within 60 days after the end of the production year ending 
August 31, 2007, each manufacturer choosing to certify vehicles 
manufactured during that production year as complying with phase two of 
the advanced air bag requirements of Standard No. 208 shall submit a 
report to the National Highway Traffic Safety Administration providing 
the information specified in paragraph (c) of this section and in Sec.  
585.2 of this part.
    (b) Phase-in reporting requirements.
    (1) Within 60 days after the end of the production years ending 
August 31, 2004, August 31, 2005, and August 31, 2006, each 
manufacturer shall submit a report to the National Highway Traffic 
Safety Administration regarding its compliance with phase one of the 
advanced air bag requirements of Standard No. 208 for its vehicles 
produced in that production year. The report shall provide the 
information specified in paragraph (d) of this section and in Sec.  
585.2 of this part. Each report shall also specify the number of 
advance credit vehicles, if any, which are being applied to the 
production year being reported on.
    (2) Within 60 days after the end of production years ending August 
31, 2008, August 31, 2009, and August 31, 2010, each manufacturer shall 
submit a report to the National Highway Traffic Safety Administration 
regarding its compliance with phase two of the advanced air bag 
requirements of Standard No. 208 for its vehicles produced in that 
production year. The report shall provide the information specified in 
paragraph (d) of this section and in Sec.  585.2 of this part. Each 
report shall also specify the number of advance credit vehicles, if 
any, which are being applied to the production year being reported on.
    (c) Advanced credit phase-in report content.
    (1) With respect to the reports identified in section 585.15(a)(1), 
each manufacturer shall report for the production year for which the 
report is filed the number of vehicles, by make and model year, that 
meet the applicable advanced air bag requirements of Standard No. 208, 
and to which advanced air bag requirements the vehicles are certified.
    (2) With respect to the report identified in section 585.15(a)(2), 
each manufacturer shall report the number of vehicles, by make and 
model year, that meet the applicable advanced air bag requirements of 
Standard No. 208, and to which the advanced air bag requirements the 
vehicles are certified.
    (d) Phase-in report content.
    (1) Basis for phase-in production requirements. For production 
years ending August 31, 2003, August 31, 2004, August 31, 2005, August 
31, 2007, August 31, 2008, and August 31, 2009, each manufacturer shall 
provide the number of vehicles manufactured in the current production 
year, or, at the manufacturer's option, for the current production year 
and each of the prior two production years if the manufacturer has 
manufactured vehicles during both of the two production years prior to 
the year for which the report is being submitted.

[[Page 46557]]

    (2) Production of complying vehicles. Each manufacturer shall 
report for the production year for which the report is filed the number 
of vehicles, by make and model year, that meet the applicable advanced 
air bag requirements of Standard No. 208, and to which advanced air bag 
requirements the vehicles are certified.


Sec.  585.16  Records.

    Each manufacturer shall maintain records of the Vehicle 
Identification Number of each vehicle for which information is reported 
under Sec.  585.15(c)(1) and (d)(2) until December 31, 2011.

Subpart C--Rear Center Lap/Shoulder Belt Phase-in Reporting 
Requirements

Sec.
585.21 Scope.
585.22 Purpose.
585.23 Applicability.
585.24 Reporting requirements.
585.25 Records.


Sec.  585.21  Scope.

    This subpart establishes requirements for manufacturers of 
passenger cars and for trucks, buses, and multipurpose passenger 
vehicles with a GVWR of 4,536 kg (10,000 lb) or less to submit reports, 
and maintain records related to the reports, concerning the number and 
identification of such vehicles that are certified as complying with 
the Type 2 seat belt requirements for rear seating positions of 
Standard No. 208, Occupant crash protection (49 CFR 571.208).


Sec.  585.22  Purpose.

    The purpose of these reporting requirements is to assist the 
National Highway Traffic Safety Administration in determining whether a 
manufacturer has complied with the Type 2 seat belt requirements for 
rear seating positions of Standard No. 208.


Sec.  585.23  Applicability.

    This subpart applies to manufacturers of passenger cars and trucks, 
buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg or 
less. However, this subpart does not apply to any manufacturers whose 
production consists exclusively of walk-in vans, vehicles designed to 
be sold exclusively to the U.S. Postal Service, vehicles manufactured 
in two or more stages, and vehicles that are altered after previously 
having been certified in accordance with part 567 of this chapter. In 
addition, this subpart does not apply to manufacturers whose worldwide 
production of motor vehicles is less than 5,000 vehicles in a 
production year.


Sec.  585.24  Reporting requirements.

    (a) Advanced credit phase-in reporting requirements.
    Within 60 days after the end of the production year ending August 
31, 2004, each manufacturer choosing to certify vehicles manufactured 
during that production year as complying with the Type 2 seat belt for 
each rear designated seating position requirements of Standard No. 208 
shall submit a report to the National Highway Traffic Safety 
Administration providing the information specified in paragraph (c) of 
this section and in Sec.  585.2 of this part.
    (b) Phase-in reporting requirements.
    Within 60 days after the end of the production years ending August 
31, 2005, and August 31, 2006, each manufacturer shall submit a report 
to the National Highway Traffic Safety Administration regarding its 
compliance with the Type 2 seat belt for each rear designated seating 
position requirements of Standard No. 208 for its vehicles produced in 
that production year. The report shall provide the information 
specified in paragraph (d) of this section and in Sec.  585.2 of this 
part. Each report shall also specify the number of advance credit 
vehicles, if any, which are being applied to the production year being 
reported on.
    (c) Advanced credit phase-in report content.
    With respect to the reports identified in section 585.24(a), each 
manufacturer shall report for the production year for which the report 
is filed the number of vehicles, by make and model year, that meet the 
applicable Type 2 seat belt for each rear designated seating position 
requirements of Standard No. 208.
    (d) Phase-in report content.
    (1) Basis for phase-in production requirements. For production 
years ending August 31, 2005, and August 31, 2006 each manufacturer 
shall provide the number of vehicles manufactured in the current 
production year, or, at the manufacturer's option, for the current 
production year and each of the prior two production years if the 
manufacturer has manufactured vehicles during each production year 
prior to the year for which the report is being submitted.
    (2) Production of complying vehicles. Each manufacturer shall 
report for the production year for which the report is filed the number 
of vehicles, by make and model year, that meet the applicable Type 2 
seat belt for each rear designated seating position requirements of 
Standard No. 208.


Sec.  585.25  Records.

    Each manufacturer shall maintain records of the Vehicle 
Identification Number of each vehicle for which information is reported 
under Sec.  585.24(c) and (d)(2) until December 31, 2008.

Subpart D--Tire Pressure Monitoring System Phase-in Reporting 
Requirements

Sec.
585.31 Scope.
585.32 Purpose.
585.33 Applicability.
585.34 Definitions.
585.35 Response to inquiries.
585.36 Reporting requirements.
585.37 Records.


Sec.  585.31  Scope.

    This subpart establishes requirements for manufacturers of 
passenger cars, multipurpose passenger vehicles, trucks and buses with 
a GVWR of 4,536 kg or less, except those vehicles with dual wheels on 
an axle, to submit a report, and maintain records related to the 
report, concerning the number of such vehicles that meet the 
requirements of Standard No. 138, Tire pressure monitoring systems (49 
CFR 571.138).


Sec.  585.32  Purpose.

    The purpose of these reporting requirements is to assist the 
National Highway Traffic Safety Administration in determining whether a 
manufacturer has complied with Standard No. 138.


Sec.  585.33  Applicability.

    This subpart applies to manufacturers of passenger cars, 
multipurpose passenger vehicles, trucks and buses with a gross vehicle 
weight rating of 4,536 kg or less, except those vehicles with dual 
wheels on an axle. However, this subpart does not apply to any 
manufacturers whose production consists exclusively of vehicles 
manufactured in two or more stages, and vehicles that are altered after 
previously having been certified in accordance with part 567 of this 
chapter. In addition, this subpart does not apply to manufacturers 
whose production of motor vehicles for the United States market is less 
than 500 vehicles in a production year.


Sec.  585.34  Definitions.

    For the purposes of this subpart, production year means the 12-
month period between November 1 of one year and October 31 of the 
following year, inclusive.


Sec.  585.35  Response to inquiries.

    At any time during the production years ending October 31, 2004, 
October

[[Page 46558]]

31, 2005, October 1, 2006, each manufacturer must, upon request from 
the Office of Vehicle Safety Compliance, provide information 
identifying the vehicles (by make, model, and vehicle identification 
number) that have been certified as complying with Standard No. 138. 
The manufacturer's designation of a vehicle as a certified vehicle is 
irrevocable.


Sec.  585.36  Reporting requirements.

    (a) General reporting requirements. Within 60 days after the end of 
the production years ending October 31, 2004, October 31, 2005, and 
October 31, 2006, each manufacturer must submit a report to the 
National Highway Traffic Safety Administration concerning its 
compliance with Standard No. 138 (49 CFR 571.138) for passenger cars, 
multipurpose passenger vehicles, trucks, and buses with a gross vehicle 
weight rating of 4,536 kg or less produced in that year. The report 
shall provide the information specified in paragraph (b) of this 
section and in Sec.  585.2 of this part.
    (b) Report content.
    (1) Basis for statement of compliance. Each manufacturer must 
provide the number of passenger cars, multipurpose passenger vehicles, 
trucks, and buses with a GVWR of 4,536 kg or less, except those 
vehicles with dual wheels on an axle, manufactured for sale in the 
United States for each of the three previous production years, or, at 
the manufacturer's option, for the current production year. A new 
manufacturer that has not previously manufactured these vehicles for 
sale in the United States shall report the number of such vehicles 
manufactured during the current production year.
    (2) Production. Each manufacturer must report for the production 
year for which the report is filed: the number of passenger cars, 
multipurpose passenger vehicles, trucks, and buses with a GVWR of 4,536 
kg or less, that meet Standard No. 138; the number of passenger cars, 
multi-purpose passenger vehicles, trucks, and buses with a GVWR of 
4,536 kg or less that comply.


Sec.  585.37  Records.

    Each manufacturer must maintain records of the Vehicle 
Identification Number for each vehicle for which information is 
reported under Sec.  585.36(b)(2) until December 31, 2008.

Subpart E--Child Restraint Anchorage System Phase-in Reporting 
Requirements

Sec.
585.41 Scope.
585.42 Purpose.
585.43 Applicability.
585.44 Response to inquiries.
585.45 Reporting requirements.
585.46 Records.


Sec.  585.41  Scope.

    This subpart established requirements for manufacturers of 
passenger cars and of trucks and multipurpose passenger vehicles with a 
GVWR of 3,855 kg or less, and of buses with a GVWR of 4,536 kg or less, 
to submit a report, and maintain records related to the report, 
concerning the number of such vehicles that meet the requirements of 
Standard No. 225, Child restraint anchorage systems (49 CFR 571.225).


Sec.  585.42  Purpose.

    The purpose of these reporting requirements is to assist the 
National Highway Traffic Safety Administration in determining whether a 
manufacturer has complied with Standard No. 225.


Sec.  585.43  Applicability.

    This subpart applies to manufacturers of passenger cars, and of 
trucks and multipurpose passenger vehicles with a GVWR of 3,855 kg or 
less, and of buses with a GVWR of 4,536 kg or less. However, this 
subpart does not apply to vehicles excluded by S5 of Standard No. 225 
from the requirements of the standard.


Sec.  585.44  Response to inquiries.

    At any time during the production years ending August 31, 2000, 
August 31, 2001, and August 31, 2002, each manufacturer shall, upon 
request from the Office of Vehicle Safety Compliance, provide 
information identifying the vehicles (by make, model and vehicle 
identification number) that have been certified as complying with 
Standard No. 225. The manufacturer's designation of a vehicle as a 
certified vehicle is irrevocable.


Sec.  585.45  Reporting requirements.

    (a) General reporting requirements. Within 60 days after the end of 
the production years ending August 31, 2000, August 31, 2001, and 
August 31, 2002, each manufacturer shall submit a report to the 
National Highway Traffic Safety Administration concerning its 
compliance with the child restraint anchorage system requirements of 
Standard No. 225 for its passenger cars, trucks, buses, and 
multipurpose passenger vehicles produced in that year. The report shall 
provide the information specified in paragraph (b) of this section and 
in Sec.  585.2 of this part.
    (b) Report content.
    (1) Basis for phase-in production goals. Each manufacturer shall 
provide the number of passenger cars and trucks and multipurpose 
passenger vehicles with a GVWR of 3,855 kg or less, and buses with a 
GVWR of 4,536 kg or less manufactured for sale in the United States for 
each of the three previous production years, or, at the manufacturer's 
option, for the current production year. A new manufacturer that has 
not previously manufactured these vehicles for sale in the United 
States shall report the number of such vehicles manufactured during the 
current production year.
    (2) Production. Each manufacturer shall report for the production 
year for which the report is filed: the number of passenger cars and 
trucks and multipurpose passenger vehicles with a GVWR of 3,855 kg or 
less, and buses with a GVWR of 4,536 kg or less, that meet Standard No. 
225.


Sec.  585.46  Records.

    Each manufacturer shall maintain records of the Vehicle 
Identification Number for each vehicle for which information is 
reported under Sec.  585.45(b)(2) until December 31, 2004.

Subpart F--Upper Interior Component Head Impact Protection Phase-in 
Reporting Requirements

Sec.
585.51 Scope.
585.52 Purpose.
585.53 Applicability.
585.54 Response to inquiries.
585.55 Reporting requirements.
585.56 Records.


Sec.  585.51  Scope.

    This subpart establishes requirements for manufacturers of 
passenger cars and trucks and multipurpose passenger vehicles with a 
GVWR of 4,536 kg and buses with a GVWR of 3,860 kg or less to respond 
to NHTSA inquiries, to submit a report, and to maintain records related 
to the report, concerning the number of such vehicles that meet the 
upper interior component head impact protection requirements of 
Standard No. 201, Occupant protection in interior impact (49 CFR 
571.201).


Sec.  585.52  Purpose.

    The purpose of these reporting requirements is to aid the National 
Highway Traffic Safety Administration in determining whether a 
manufacturer of passenger cars, trucks, and multipurpose vehicles with 
a GVWR of 4,536 kg or less and buses with a GVWR of 3,860 kg or less 
has complied with the upper interior component head impact protection 
requirements of Standard No. 201.

[[Page 46559]]

Sec.  585.53  Applicability.

    This subpart applies to manufacturers of passenger cars, trucks, 
and multipurpose vehicles with a GVWR of 4,536 kg or less and buses 
with a GVWR of 3,860 kg or less. However, this subpart does not apply 
to any manufacturers whose production consists exclusively of walk-in 
vans, vehicles designed to be sold exclusively to the U.S. Postal 
Service, vehicles manufactured in two or more stages, and vehicles that 
are altered after previously having been certified in accordance with 
part 567 of this chapter.


Sec.  585.54  Response to inquiries.

    During the production years ending August 31, 1999, August 31, 
2000, August 31, 2001, and August 31, 2002, each manufacturer shall, 
upon request from the Office of Vehicle Safety Compliance, provide 
information regarding which vehicle make/models are certified as 
complying with the requirements of S6 of Standard No. 201.


Sec.  585.55  Reporting requirements.

    (a) Phase-in selection reporting requirements. Within 60 days after 
the end of the production year ending August 31, 1999, each 
manufacturer choosing to comply with one of the phase-in schedules 
permitted by S6.1 of 49 CFR 571.201 shall submit a report to the 
National Highway Traffic Safety Administration stating which phase-in 
schedule it will comply with until September 1, 2002. Each report 
shall--
    (1) Identify the manufacturer;
    (2) State the full name, title, and address of the official 
responsible for preparing the report;
    (3) Identify the section number for the phase-in schedule selected;
    (4) Be written in the English language; and
    (5) Be submitted to: Administrator, National Highway Traffic Safety 
Administration, 400 Seventh Street, SW., Washington, DC 20590.
    (b) General reporting requirements.
    Within 60 days after the end of the production years ending August 
31, 1999, August 31, 2000, August 31, 2001, and August 31, 2002, each 
manufacturer shall submit a report to the National Highway Traffic 
Safety Administration concerning its compliance with the upper interior 
component head impact protection requirements of Standard No. 201 for 
its passenger cars, trucks, buses and multipurpose passenger vehicles 
produced in that year. The report shall provide the information 
specified in paragraph (c) of this section and in Sec.  585.2 of this 
part.
    (c) Report content.
    (1) Basis for phase-in production goals. Each manufacturer shall 
provide the number of passenger cars and trucks and multipurpose 
passenger vehicles with a GVWR of 4,536 kg or less and buses with a 
GVWR of 3,860 kg or less manufactured for sale in the United States for 
each of the three previous production years, or, at the manufacturer's 
option, for the current production year. A new manufacturer that has 
not previously manufactured passenger cars and trucks and multipurpose 
passenger vehicles with a GVWR of 4,536 kg or less and buses with a 
GVWR of 3,860 kg or less for sale in the United States must report the 
number of such vehicles manufactured during the current production 
year. However, manufacturers are not required to report any information 
with respect to those vehicles that are walk-in vans, vehicles designed 
to be sold exclusively to the U.S. Postal Service, vehicles 
manufactured in two or more stages, and vehicles that are altered after 
previously having been certified in accordance with part 567 of this 
chapter.
    (2) Production. Each manufacturer shall report for the production 
year for which the report is filed the number of passenger cars and 
multipurpose passenger vehicles and trucks with a GVWR of 4,536 kg or 
less and buses with a GVWR of 4,536 kg or less that meet the upper 
interior component head impact protection requirements (S6) of Standard 
No. 201.


Sec.  585.56  Records.

    Each manufacturer shall maintain records of the Vehicle 
Identification Number for each passenger car, multipurpose passenger 
vehicle, truck and bus for which information is reported under Sec.  
585.55(c)(2) until December 31, 2003.

PART 586--[REMOVED AND RESERVED]

    8. Part 586 would be removed and the part would be reserved.

PART 589--[REMOVED AND RESERVED]

    9. Part 589 would be removed and the part would be reserved.

PART 590--[REMOVED AND RESERVED]

    10. Part 590 would be removed and the part would be reserved.

PART 596--[REMOVED AND RESERVED]

    11. Part 596 would be removed and the part would be reserved.

    Issued: July 31, 2003.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.
[FR Doc. 03-20024 Filed 8-5-03; 8:45 am]
BILLING CODE 4910-59-P