[Federal Register Volume 71, Number 4 (Friday, January 6, 2006)]
[Rules and Regulations]
[Pages 877-888]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 06-137]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 571

[Docket No. NHTSA-2005-23439]
RIN 2127-AJ65


Federal Motor Vehicle Safety Standards; Tires

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

ACTION: Final rule; response to petitions for reconsideration.

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SUMMARY: In June 2003, NHTSA published a final rule establishing 
upgraded tire performance requirements for new tires for use on 
vehicles with a gross vehicle weight rating of 10,000 pounds or less. 
This document responds to petitions for reconsideration of that final 
rule. After carefully considering the petitions, the agency is 
modifying certain performance requirements to better address snow tires 
and certain specialty tires. Specifically, we are amending the 
performance requirements for snow tires used on light vehicles. 
Further, we decided that the safety performance of certain other 
specialty tires is better addressed through the requirements of a 
different Federal safety standard.

DATES: The amendments in this rule are effective June 1, 2007, and 
delay the effective date of the Final Rule published on June 26, 2003 
(68 FR 38115) from June 1, 2007 until September 1, 2007. Voluntary 
compliance is permitted before that time. In addition, ``snow tires,'' 
as defined in S3 of 49 CFR 571.139 need not comply with the 
requirements of 49 CFR 571.139 until September 1, 2008, if they comply 
with applicable requirements in effect as of the date of this Final 
Rule. The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 1, 2007.

FOR FURTHER INFORMATION CONTACT: For technical and policy issues: 
George Soodoo, Office of Crash Avoidance Standards. Telephone: (202) 
366-2720. Fax: (202) 366-4329. E-mail: [email protected].
    For legal issues: George Feygin, Attorney Advisor, Office of Chief 
Counsel. Telephone: (202) 366-2992. Fax: (202) 366-3820. E-mail: 
[email protected].
    Both persons may be reached at the following address: NHTSA, 400 
7th Street, SW., Washington, DC 20590.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Summary of Final Rule
II. Background
III. Petitions for Reconsideration
IV. Discussion and Analysis
    A. Endurance Test Failure Due to Tire Chunking
    B. Deep Tread LT Specialty Tires
    C. Tire Conditioning Prior to Low-Pressure Performance Test
    D. Test Temperature Tolerance
    E. Calculation of Vehicle Normal Load
    F. Time Limit for Measuring Post-Test Inflation Pressure
    G. Permissible Level of Tire Pressure Loss
V. Miscellaneous Issues and Technical Corrections to the Regulatory 
Text
VI. Effective Date
VII. Rulemaking Notices and Analyses
VIII. Regulatory Text

I. Summary of Final Rule

    First, this final rule amends Federal Motor Vehicle Safety Standard 
(FMVSS) No. 139, ``New pneumatic tires for light vehicles'' to reduce 
the endurance and low-pressure test speeds from 120 km/h to 110 km/h 
for snow tires. Second, this rule amends the application of FMVSS No. 
139 to exclude light truck radial tires with a tread depth of 18/32 
inches or greater. Instead these tires will be subject to the 
requirements of FMVSS No. 119. Third, this rule makes several technical 
corrections and amendments to the regulatory texts of FMVSS Nos. 109, 
110, 119, 120 and 139. For example, because a test laboratory may not 
be able to maintain a constant ambient temperature the agency is 
specifying a tolerance during certain tests. Finally, we have delayed 
the effective date of the upgraded tire safety requirements from June 
1, 2007 until September 1, 2007. Voluntary compliance is permitted 
before that date.

[[Page 878]]

II. Background

    The Transportation Recall Enhancement, Accountability, and 
Documentation (TREAD) Act, Section 10, ``Endurance and resistance 
standards for tires,'' required NHTSA to revise and update Federal 
Motor Vehicle Safety Standard (FMVSS) No. 109, New Pneumatic Tires, and 
FMVSS No. 119, New Pneumatic Tires for Vehicles Other than Passenger 
Cars.\1\ In response to this mandate, NHTSA published a final rule on 
June 26, 2003, establishing a new FMVSS No. 139, New Pneumatic Radial 
Tires for Light Vehicles, which will apply to new tires used on light 
vehicles; i.e., vehicles with a gross vehicle weight rating of 10,000 
pounds or less, except motorcycles and low speed vehicles.\2\
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    \1\ Pub. L. 106-414, November 1, 2000, 114 Stat. 1800.
    \2\ 68 FR 38115; June 26, 2003.
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    The new standard is scheduled to become effective on June 1, 2007. 
It features substantially more stringent high speed and endurance 
tests, and a new low-pressure performance test. The purpose of the new 
and more stringent requirements is to improve the ability of tires to 
withstand the effects of tire heat build-up and severe under-inflation 
during highway travel in fully loaded conditions. Unlike the existing 
tire safety standards, which previously differentiated between light 
trucks and passenger cars,\3\ FMVSS No. 139 applies to tires used on 
both.
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    \3\ Historically, FMVSS No. 109 applied to tires for use on 
passenger cars and FMVSS No. 119 applied to tires for use on all 
other vehicles, including light trucks.
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    The June 2003 final rule deferred action on proposals to revise the 
existing strength and bead unseating resistance tests, and to add a new 
tire-aging test, because the agency believed that additional research 
should be undertaken before reaching decision in these areas. Finally, 
the final rule changed the applicability of FMVSS No. 109 and FMVSS No. 
119. Beginning June 1, 2007, FMVSS No. 109 would apply only to bias-ply 
tires and certain other specialty tires used on light vehicles. FMVSS 
No. 119 would apply to tires used on motorcycles, low speed vehicles, 
and heavy vehicles; i.e., vehicles with a gross vehicle weight rating 
of more than 10,000 pounds.

III. Petitions for Reconsideration

    NHTSA received petitions for reconsideration of the June 2003 final 
rule from eight petitioners who requested that NHTSA reconsider or 
otherwise address 18 issues described below.\4\ The petitioners were 
Denman Tire (Denman), the Rubber Manufacturers Association (RMA), Japan 
Automobile Tyre Manufacturers Association (JATMA), European Tyre and 
Rim Technical Organization (ETRTO), Specialty Equipment Market 
Association (SEMA), Alliance of Automobile Manufacturers (Alliance), 
Tire and Rim Association (TRA), and Strategy Safety. Two commenters, 
the Small Business Administration (SBA) and the Tire Industry 
Association (TIA) submitted letters in support of Denman's petition to 
exclude its tires from FMVSS No. 139. The issues or subject areas 
addressed by the petitioners include the following:
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    \4\ To examine the petitions please see Docket No. NHTSA-03-
15400 at http://dms.dot.gov/search/searchFormSimple.cfm.
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     RMA, ETRTO, and JATMA requested that NHTSA either redefine 
tire chunking or not consider tire chunking to be an indication of tire 
failure during endurance testing.
     Denman petitioned the agency to exclude tires manufactured 
in quantities of less than 15,000 tires from the requirements of FMVSS 
No. 139, and instead subject these tires to the requirements of FMVSS 
No. 119.
     RMA, ETRTO, and JATMA petitioned the agency to clarify 
which tire safety standard applies to spare tires.
     JATMA petitioned the agency to revise the test conditions 
and procedures specified for the low-pressure performance test.
     JATMA, ETRTO, and RMA petitioned the agency to include a 
temperature tolerance of 3 [deg]C to the ambient 
temperature of 38 [deg]C specified for endurance and low-pressure 
testing of FMVSS No. 139.
     The RMA and ETRTO petitioned the agency to amend the 
method by which vehicle manufacturers calculate the vehicle normal load 
on the tire.
     Exclude ST, FI, and 8-12 rim diameter code tires.
     Definition of passenger car tire.
     RMA petitioned the agency to delete CT tires from the 
requirements of FMVSS No. 139 and other tire safety standards because 
CT tires are no longer being offered for sale in the U.S.
     Alliance petitioned the agency to change the effective 
date of FMVSS No. 139 from June 1, 2007 to September 1, 2007 to 
coincide with the traditional start of the new model year introduction.
     Allow FMVSS No. 139 tires on vehicles over 10,000 pounds.
     De-rating requirement.
     Measuring post-test inflation pressure.
     RMA petitioned the agency to correct the test pressures 
for LT tires with a nominal cross section larger than 295 mm.
     JATMA petitioned the agency to clarify the bead unseating 
test conditions for light truck tires.

IV. Discussion and Analysis

A. Endurance Test Failure Due to Tire Chunking

    Under the new requirements of FMVSS No. 139, tires are subjected to 
endurance testing under different loading conditions at the speed of 
120 km/h, for a combined duration of 34 hours. After completing the 
endurance test, the same tire is then subjected to a low-pressure 
performance test for an additional 90 minutes. S6.3.2(a) and S6.4.2(a) 
of FMVSS No. 139, require that when the tire is tested for endurance 
and low-pressure performance, ``* * * there shall be no visual evidence 
of tread, sidewall, ply, cord, belt or bead separation, chunking, open 
splices, cracking or broken cords.'' Chunking is defined as ``* * * 
breaking away of pieces of the tread or sidewall.'' \5\
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    \5\ The existing tire safety requirements, FMVSSs No. 109 and 
119, contain the same definition of ``chunking.'' Additionally, the 
European Union tire regulations, Economic Commission for Europe 
(ECE) Regulation 30 for light vehicle tires and ECE Regulation 54 
for heavy vehicle tires also contain a similar definition.
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    RMA, ETRTO, and JATMA requested that NHTSA either redefine tire 
chunking or not consider tire chunking to be an indication of tire 
failure during endurance testing because petitioners believe that 
endurance test failures due to chunking are not representative of tire 
failures occurring in the real world.
    RMA recommended that we either delete ``chunking'' from Sections 
S6.3.2(a) and S6.4.2(a), or modify the definition of ``chunking'' as 
follows: ``Chunking means the breaking away of pieces of the tread or 
sidewall rubber extending to the reinforcement cord or wire material.'' 
That is, chunking would only be considered to occur if the breakaway 
pieces of tread or sidewall were deep enough to reach reinforcement 
cord or wire material. JATMA also asked the agency to redefine chunking 
such that it would be permitted for deep tread, winter type snow tires, 
and on light truck tires so long as it did not expose reinforcement 
cords.
    RMA argued that chunking mostly occurs during endurance testing and 
is rarely experienced in the real world. RMA believes that chunking 
occurs in testing because the test road-wheel artificially overheats 
the tire by

[[Page 879]]

deflecting the tire's outer edges.\6\ This deflection occurs because 
the tire's contact patch flexes when contacting the curved surface of 
the test road-wheel, which is typically 67 inches (1.7 meters) in 
diameter. The difference between flat and curved surface performance 
increases as the tire's outside diameter increases, and/or the tread 
depth increases. According to RMA, this results in more energy being 
transferred into the tire, resulting in higher running temperatures.
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    \6\ Road-wheel machine is curved test wheel pressed against the 
test tire, rotating it to the specified test speed.
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    According to RMA and ETRTO, the test road-wheel temperature 
difference is more pronounced for deep tread snow tires and certain 
light truck tires because deep tread snow tires depend on the traction 
characteristics of higher hysteretic tread compounds, molded in greater 
tread depth, and smaller tread blocks. These tread designs and 
compounds are adversely affected by the greater deflection on the road-
wheel and consequently run at disproportionately higher temperatures. 
Petitioners argue that the resultant tread chunking is uncharacteristic 
of real-world tire performance.
    RMA states that its members subjected 352 passenger car tires of 
various sizes, service descriptions, load ranges and types to endurance 
and low-pressure testing. We note that the duration of these tests 
exceeded the duration of tests specified in FMVSS No. 139 by six 
hours.\7\ Thirteen of the 35 deep tread snow tires failed that 
endurance test. All 13 failures were attributed to tread chunking. Out 
of 129 light truck (LT) tires of various sizes, 38 tires failed the 40-
hour endurance test. Tread chunking was attributed to 44 percent of 
failures.
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    \7\ RMA tested tires to the proposed requirements of FMVSS No. 
139, which specified testing for a combined duration of 40 hours. As 
explained above, the June 2003 final rule specifies endurance 
testing for a combined duration of 34 hours.
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    After we issued the June 2003 final rule, RMA performed additional 
testing using the FMVSS No. 139 duration parameters.\8\ The data are 
summarized below:
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    \8\ The test data is available at Docket No. NHTSA-15400-21.

------------------------------------------------------------------------
                                      Number       Number      Percent
            Tire type                 tested      chunked      failure
------------------------------------------------------------------------
PC tires.........................          157            9            6
PC snow tires....................           67           33           49
LT tires.........................           87            6            7
LT snow tires....................            2            1           50
                                  --------------
    Total........................          313           49          16
------------------------------------------------------------------------
* PC means passenger car.

    RMA believes that the ``no chunking'' requirement penalizes larger 
tires because of material thickness (heavier lugs, ribs, plies, and 
deeper tread depth), especially at higher speed and reduced inflation 
pressure. The petitioners argue that the ``no chunking'' requirement 
will force tire manufacturers to redesign deep tread winter type snow 
tires and LT tires and that these tire design changes will not improve 
but will, to the contrary, reduce snow traction and off-road traction 
performance.
    As an alternative to redefining chunking, petitioners suggested 
that the agency subject light truck tires and deep tread snow tires to 
the performance requirements of FMVSS No. 119, instead of FMVSS No. 
139.
    Agency Testing. Before issuing the June 2003 final rule, we tested 
a select sample of tires to assess their performance under the more 
stringent high-speed and endurance tests, and the new low-pressure 
test. Our tire sample varied not only in size, but also in price. We 
found that 19 out of 20 sampled tires passed all tests being 
contemplated by the agency. All five LT tires subjected to this testing 
passed. Fourteen out of 15 passenger car (PC) tires passed all the 
tests. One snow tire failed the endurance testing due to chunking.\9\
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    \9\ The agency tested Bridgestone Blizzak tire with a Q speed 
rating. Bridgestone describes the Blizzak as a ``dedicated winter 
tire.''
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    To address the issues raised in the petitions for reconsideration, 
the agency conducted additional testing on a larger sample of tires. We 
focused on the tires selected by vehicle manufacturers as original 
equipment for new light vehicles, and similar-sized tires readily 
available in the replacement market. We also tested certain specialty 
tires discussed in Section IV(B). The test results are summarized in 
Table I below.
    In addition to FMVSS No. 139 testing, the agency performed modified 
testing to assess the effectiveness of cooling fans in reducing the 
incidence of tire chunking during testing. We used a circulating fan to 
simulate the airflow across the tire that would normally occur on the 
roadway. The addition of fan did not affect tire performance. The tires 
that failed FMVSS No. 139 endurance and low-pressure performance tests 
did not pass the modified tests.

                        Table 1.--Summary of Endurance/Low-Pressure Tire Testing Results
----------------------------------------------------------------------------------------------------------------
                                      Number                                                Number failed due to
          Tire category               tested     Number passed  (%)    Number failed  (%)       chunking  (%)
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                                            Passenger Car Tires (PC)
----------------------------------------------------------------------------------------------------------------
Regular PC.......................           19  11 (58%) 2 of 2       8 (42%) 7 of 8        4 (50%) 1 Kelly-
                                                 (Michelin,            Cokers, 1 Kelly-      Springfield, 3
                                                 Yokohama, Uniroyal,   Springfield.          Coker.
                                                 and Cooper). 3 of 4
                                                 Kelly-Springfield.
Snow PC..........................           28  18 (64%)............  10 (36%) 2 of 2       10 (100%).
                                                                       Bridgestone Blizzak.
----------------------------------

[[Page 880]]

 
                                             Light Truck Tires (LT)
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Regular LT.......................           12  7 (58%).............  5 (42%) 1 Michelin,   0 (0%).
                                                                       2 Cooper, & 2 Fisk
                                                                       (Uniroyal).
Snow LT..........................            4  2 (50%) 2 of 2        2 (50%) 2 of 2        2 (100%) Both
                                                 Dunlop.               Yokohama.             Yokohama.
Specialty LT *see Section IV(b)..           16  5 (31%) 1 of 8        11 (69%) 7 of 8       3 (27%).
                                                 Denman & 4 of 4       Denman & 4 of 4
                                                 Goodyear.             Speciality Tires of
                                                                       America.
----------------------------------------------------------------------------------------------------------------
Observations:
 Chunking: Half of the failures (19/36, 53%) were due to chunking.
 Specialty LT: All four Goodyear 31x10.50R15 passed, while all 4 Denman 31x10.50R15 failed.
 Effectiveness of fan is inconclusive: 1 Kelly-Springfield PC did better with the fan; however 1 Coker
  PC did better without the fan.

    Transport Canada conducted testing of LT and PC snow tires to FMVSS 
No. 139 test requirements, except that the test speed was reduced from 
120 km/h to 110 km/h. The tests were performed at the Standards Testing 
Labs (STL) and Smithers Scientific Services (Smithers). STL tested 13 
tires and Smithers Scientific Services tested 20 tires, including six 
LT snow tires. Of the 13 tires tested by STL, none failed. Of the 20 
tires tested by Smithers, two PC snow tires failed because of 
chunking.\10\ The overall tire failure rate was 6%, or 2 out of 33 
tires.
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    \10\ The two snow tires that chunked during testing at Smithers 
are Kumho Izen Stud (P205/75R15, 97Q) and Bridgestone Dueler DM-Z2 
(P235/75R15, 105Q).
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    Agency Decision. Based on analysis of agency research and testing, 
as well as testing conducted by RMA and Transport Canada, we decided to 
amend certain performance requirements of FMVSS No. 139 as they apply 
to PC snow tires and LT snow tires. Specifically, we decided to reduce 
the endurance and low pressure performance test speeds in S6.3.1.2.3 
and S6.4.2.1 from 120 km/h to 110 km/h for all PC snow tires and LT 
snow tires with load ranges of C, D, and E. All of the other test 
parameters in S6.3 and S6.4 remain unchanged.
    The agency decided against eliminating ``chunking'' as a test 
failure condition because we did not receive data demonstrating that 
some fixed percentage of a tire's tread could break away without 
detrimental effect on safe vehicle operation.
    In real world riving conditions, operating a vehicle with chunked 
tires creates a potential safety hazard due to wheel imbalance and 
vehicle vibrations. Further, allowing tread chunking just short of 
exposing the reinforcement cords would create an unacceptable risk of 
imminent tire failure. Finally, we note that international standards 
such as ECE R 30 and ECE R 54 also deem tire chunking to be an 
indication of a safety problem.
    The agency believes that because of the nature of snow tire 
construction, the speed specified in certain current tests of FMVSS No. 
139 are impracticable for special tires. Specifically, snow tires 
usually feature higher hysteretic tread compounds, molded in greater 
tread depth, and smaller tread blocks. This construction is used to 
provide special performance in snow conditions. These tread designs and 
compounds are disproportionately affected at high speeds when tested on 
the road wheel. The technical design challenges and the costs to 
redesign existing snow tires to pass the 120 km/h test would far 
outweigh the negligible safety benefits associated with that redesign. 
By reducing the endurance and low-pressure test speeds from 120 km/h to 
110 km/h for all PC snow tires and LT snow tires with load ranges of C, 
D, and E we can ensure virtually all the safety benefits from upgrading 
the test speed for snow tires and eliminate practicability and cost 
concerns.
    The agency has decided not to reduce the test speed for non-snow LT 
tires. These tires did not experience chunking in our tests, and we 
believe the higher test speed is practicable for non-snow LT tires. The 
test results provided by RMA also indicate that chunking occurs 
infrequently in non-snow LT tires when tested at speeds and duration 
specified in S6.3.1.2.3 and S6.4.1.2.1.
    The tire industry classifies tires as ``snow tires'' if they attain 
a traction index equal to or greater than 110, compared to the ASTM E-
1136 Standard Reference Test Tire, when using the snow traction test as 
described in ASTM F-1805, Standard Test Method for Single Wheel Driving 
Traction in a Straight Line on Snow- and Ice-Covered Surfaces. We are 
incorporating this voluntary consensus standard by reference in order 
to insure that the tires that do not attain a certain level of traction 
are not labeled as snow tires and subjected to less stringent testing.
    In order to enable the agency to ascertain which tires are to be 
tested at 110 km/h, the agency is adding a labeling requirement to all 
PC snow tires and LT snow tires with load ranges of C, D, and E that 
are certified at this test speed. The manufacturers must mark their 
snow tires with the Alpine Symbol if they wish to certify their snow 
tires to the special requirements applicable to snow tires. The use of 
the Alpine Symbol will have the added benefit of enabling consumers to 
identify snow tires that provide a higher level of snow traction 
compared to all-season tires. However, the tire manufacturers are not 
obligated to do so if they wish to certify their snow tires to the 
normal requirements of the Standard. Thus, only the snow tires 
certified to the reduced test speed requirements must display an Alpine 
symbol (as shown below), on at least one sidewall. The symbol is 
currently required in Canada as a means of identifying snow tires.

[[Page 881]]

[GRAPHIC] [TIFF OMITTED] TR06JA06.364

    If the manufacturers choose to mark their snow tires with the 
Alpine Symbol, the mountain profile must have a minimum base of 15 mm 
and a minimum height of 15 mm, and must contain three peaks with the 
middle peak being the tallest. Inside the mountain profile, there must 
be a six-sided snowflake having a minimum height of one-half the 
tallest peak.

B. Deep Tread LT Specialty Tires

    Denman produces Radial Deep Tread On-road/Off-road LT specialty 
radial tires (deep tread tires) used for significant off-road 
operations necessitating extended mobility on harsh terrain. Denman 
petitioned the agency to exclude these deep tread tires from the 
requirements of FMVSS 139 because the costs of compliance testing and 
certification would, according to the petitioner, cause it to go out of 
business. Instead, Denman asked that the agency subject their deep 
tread tires to the less stringent requirements of FMVSS No. 109 or 
FMVSS No. 119. The agency received letters from the U.S. Congress, the 
Small Business Administration, the Tire Industry Association and SEMA 
in support of Denman's petition.
    Denman stated it has not tested any of their deep tread tires to 
the new requirements of FMVSS No. 139, because such tests are cost 
prohibitive. Denman argued that when issuing the June 2003 final rule, 
the agency excluded bias-ply tires for the reasons of practicability, 
and the same rationale should exclude their deep tread tires from the 
requirements of FMVSS No. 139. Denman argued that mandating more 
stringent and expensive tire performance requirements for specialty 
deep tread radial tires, but not for bias ply tires would encourage 
manufacturing of bias ply deep tread tires instead of deep tread radial 
tires. Denman recommended that NHTSA exclude radial tires with a \20/
32\-inch tread depth or greater and a rubber-to-void ratio of \2/3\ or 
lower.
Agency Testing and Research
    Because there is no standard industry definition of rubber-to-void 
ratio, the agency has decided to consider only the tread depth, which 
is an easily measured parameter, in addressing the issues raised by the 
Denman petition.
    NHTSA tested sixteen of Denman's deep tread tires (>= \18/32\ inch 
tread depth) to the FMVSS No. 139 performance parameters. Our test 
results showed a higher failure rate for deep tread tires compared to 
the failure rates for original equipment non-deep tread tires. We 
believe the deep tread tires experienced chunking because of their 
tread depth. The results are as follows:

------------------------------------------------------------------------
                                                              Number and
                                                 Number of    percentage
                 Type of test                      Denman     of Denman
                                                   tires      tires that
                                                   tested       passed
------------------------------------------------------------------------
FMVSS No. 139 endurance and low-pressure tests            8      2 (25%)
FMVSS No. 139 high speed test.................            5      2 (40%)
FMVSS No. 119 endurance test..................            3     3 (100%)
------------------------------------------------------------------------

    Our research indicates that, with one exception,\11\ vehicle 
manufacturers typically do not install tires with tread depth exceeding 
\18/32\ inches on their vehicles either as standard or optional 
equipment.
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    \11\ Jeep Wrangler Rubicon is equipped with 245/75R16 Goodyear 
Wrangler MT/R tires with a tread depth of \19/32\ inches.
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Agency Decision
    Based agency testing and analysis, we believe that a number of the 
requirements in FMVSS No. 139 are impracticable for deep tread 
specialty tires with tread depth of at least \18/32\ inches. Because 
the thickness of the tread rubber of these tires causes higher tire 
temperatures, we believe that it is more appropriate to subject these 
tires to the requirements of FMVSS No. 119.\12\ We note that in a 
letter to the agency on October 4, 2004, RMA provided endurance test 
results on 16 deep tread tires with tread depths of \18/32\-inch or 
greater; 62 percent (10 of 16) failed due to chunking. The agency 
believes that any potential countermeasures could be cost prohibitive, 
and could also negatively impact the utility of deep tread tires, which 
serve a special purpose of providing increased navigational 
capabilities for vehicles used off-road.
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    \12\ FMVSS No. 119 endurance test for load range E tires is 
conducted at 40 mph at loading conditions of 70 percent/88 percent/
106 percent for 47 hours (7/16/24 hours) at an inflation pressure 
corresponding to the maximum load rating marked on the tire 
sidewall.
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C. Tire Conditioning Prior to Low Pressure Performance Test

    JATMA petitioned the agency to revise the test conditions and 
procedures specified for the low pressure performance test such that at 
the completion of the endurance test, all hot air would be purged from 
the test tire and refilled with cold air before beginning the low-
pressure test. JATMA did not provide a rationale or data supporting 
this recommendation, but its petition suggests that the tire would cool 
down quicker if purged of its hot air and refilled with cold air.
    The agency believes that complete deflation and re-inflation of the 
test tire is unnecessary. Instead, in order to ensure that the tire is 
sufficiently cooled-off after completion of the endurance test, we are 
amending the low-pressure test conditions and procedures to specify 
that the tire is conditioned for a period of at least 3 hours prior to 
beginning the low-pressure test.\13\
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    \13\ The agency has also amended the conditioning procedure 
which precedes the endurance testing by adding a tolerance of  5 minutes.
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D. Test Temperature Tolerance

    JATMA, ETRTO, and RMA petitioned the agency to include a 
temperature tolerance of  3 [deg]C to the ambient 
temperature of 38 [deg]C specified for endurance and low-pressure 
testing of FMVSS No. 139. The petitioners note that this tolerance is 
currently specified in FMVSS No. 109. The RMA also petitioned the 
agency to lower the ambient temperature for the tire dimensions test 
since this test is typically performed in an area with an ambient of 20 
[deg]C-30 [deg]C.
    Because a test laboratory may not be able to maintain a constant 
ambient temperature of 38 [deg]C, the agency is specifying a tolerance 
of +0 [deg]C, -6 [deg]C. That is, the tires subject to the high speed, 
endurance, and low pressure performance tests of FMVSS No. 139 must 
meet the applicable requirements at the full range of temperatures 
between 32 [deg]C and 38 [deg]C. For the tire dimensions test, the 
agency is specifying an ambient room temperature of 20 [deg]C to 30 
[deg]C.

E. Calculation of Vehicle Normal Load

    RMA and ETRTO petitioned the agency to amend the method by which 
vehicle manufacturers calculate the vehicle normal load on the tire, as 
specified by S4.2.1.2, S4.2.2.2 and S4.2.2.3 of FMVSS No. 110.

[[Page 882]]

Specifically, the petitioners suggested that the vehicle normal load on 
the tire should not exceed 88 percent of tire maximum load.
    The agency revised the definition of vehicle normal load to change 
the frame of reference from a percentage of the tire's maximum load to 
the percentage of the tire's load at the manufacturer's recommended 
tire pressure. Specifically, the normal load is defined as 94 percent 
of the vehicle manufacturer's recommended cold inflation pressure.
    We believe that it is not appropriate to define normal load as 88% 
of maximum load rating because the manufacturer's recommended tire 
pressure for some vehicles equipped with, for example, LT load range E 
tires, could be far below their maximum inflation pressure. If we were 
to require normal load calculation based on the maximum inflation 
pressure, the normal load calculation would be different. Accordingly, 
the agency is denying the petitioner's request.

F. Time Limit for Measuring Post-Test Inflation Pressure

    RMA and ETRTO petitioned the agency to amend the time limit for 
checking post-test inflation pressure from ``at least one hour'' to 
``at least 15 minutes after the end of the test.'' \14\ RMA explained 
that when post-test time period exceeds one hour, inflation pressure in 
the tires often falls below pre-test levels. Petitioners argue that the 
tire inflation pressure should be measured when the tire temperature 
has stabilized, which occurs within one hour, but not sooner than 15 
minutes.
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    \14\ See Docket No. NHTSA-2003-15400-23.
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    In the June 2003 final rule, the agency specified that all post-
test pressure measurements be taken at least one hour after the test is 
completed. We indicated that the one-hour period provides a sufficient 
time for tire cooling and would prevent superficially high tire 
temperatures from masking test-induced pressure losses that would not 
be detectable at an earlier time. Further, this time period reduces the 
risk of tire explosion, which RMA stated could occur if tire pressure 
measurement was taken immediately after testing.
    The agency is amending the time limit for post-test pressure 
measurement from ``at least one hour'' to ``at any time between 15 
minutes and 25 minutes'' after the tests are completed. This change 
ensures that the pressure measurement does not occur after 25 minutes 
have elapsed. For tires known to retain more heat and therefore, higher 
inflation pressure, the change offers enough flexibility to allow 
measurement after the 15 minute time period, in order to address 
technician safety. The agency believes that if a rapid loss of pressure 
to a level below the initial test pressure is to occur, it is likely to 
occur during the test or within the first 15 minutes after the end of 
the test. Thus, this change will not affect the stringency of the 
upgraded tire safety performance requirements.

G. Permissible Level of Tire Pressure Loss

    RMA and ETRTO petitioned the agency to amend FMVSS No. 139 to allow 
for a pressure loss of not greater than 10 percent below the initial 
test pressure. Petitioners noted that small air losses occur during and 
after tests as a result of air diffusion through the tire casing. 
Further, some air also escapes during pressure measurement. According 
to the petitioners, additional variability factors could include tire 
pressure gauge accuracy, and the ``initial break-in'' factor; i.e. 
testing of new tires could result in some small mechanical growth of 
the tire casing (increase in pressure vessel volume). As a result, some 
post-test tire pressure measurements will show small pressure losses 
below the initial test pressure, which should not be indicative of tire 
failure. RMA suggested that a minimum permissible tire pressure loss 
criteria be specified.
    RMA submitted information, data, and graphs on its testing by RMA 
member companies. A total of 313 tires (224 passenger car and 89 light 
truck tires) were tested to the FMVSS No. 139 endurance and low 
pressure performance tests. Of the 313 tires tested, 42 percent (133) 
experienced pressure loss per the FMVSS No. 139 conditions and 
procedures. The loss of pressure was attributed to the longer cool-down 
time periods addressed above. RMA stated that the 42 percent estimate 
could be higher as some tire manufacturers did not report pressure loss 
data to the RMA.
    The agency agrees that some small mechanical growth of the tire 
casing could occur during the initial break-in of new tires, which 
could result in post-test pressures being slightly lower than the 
initial test pressure once the tire has cooled to ambient temperature. 
Although our testing did not show significant losses in tire pressure 
at 15 to 25 minutes after the completion of endurance and low-pressure 
testing, we believe that it is reasonable to allow for a nominal amount 
of post-test pressure drop. Accordingly, the agency will require that 
the post-test pressure loss be no greater than 5% of the specified 
initial inflation pressure.

V. Miscellaneous Issues and Technical Corrections to the Regulatory 
Text

    1. JATMA, ETRTO, RMA petitioned the agency to remove references to 
T-Type spare tires from S6.1.1.1.2 of FMVSS No. 139. Petitioners noted 
that footnote 38 of the June 2003 final rule indicated that temporary 
spare tires would not be subject to the requirements of FMVSS No. 
139.\15\
---------------------------------------------------------------------------

    \15\ See 68 FR 38116 at 38145.
---------------------------------------------------------------------------

    The agency did not intend to subject T-Type temporary spare tires 
to the requirements of FMVSS No. 139. Therefore, NHTSA is amending the 
regulatory text of FMVSS No. 139 to remove references to T-Type 
temporary spare tires.
    2. The RMA and ETRTO petitioned the agency to replace the term ``P-
metric'' with the term ``passenger car'' in the regulatory text of 
FMVSS Nos. 109, 110 and 139. The RMA stated that using ``P-metric'' as 
a generic term for ``passenger car'' tires is not correct since the use 
of this terminology could exclude ``Hard'' metric or any other radial 
passenger car tire that does not have ``P-metric'' size designation.
    NHTSA has reviewed the tire industry Year Books (TRA, JATMA, and 
ETRTO) and notes that tires used on passenger cars are referred to as 
``passenger car'' tires and not ``P-metric'' tires.\16\ Therefore, the 
agency is amending the regulatory text of the relevant tire safety 
standards by removing references to ``P-metric tires'' where it is more 
appropriate to use the term ``passenger car.'' In conjunction with this 
change, we are adding a definition of passenger car tires to FMVSS No. 
139.
---------------------------------------------------------------------------

    \16\ The TRA Year Book states that the prefix, ``P'', when used 
in tire size designations identifies a tire primarily intended for 
service on passenger cars. In addition to the P-Type passenger car 
tires, the Year Book also includes information on T-Type passenger 
car tires and other passenger car tires.
---------------------------------------------------------------------------

    3. Alliance petitioned the agency to amend FMVSS No. 120 to allow 
the use of tires meeting FMVSS 139 in addition to those meeting FMVSS 
No. 119 for vehicles with a GVWR over 10,000 pounds.
    The agency agrees that FMVSS No. 120 should allow the use of tires 
that comply with FMVSS No. 139. For example, LT tires with a load range 
E are sometimes used on vehicles with a GVWR below 10,000 pounds. Since 
FMVSS No. 139 applies to LT tires load range E tires, a reference to 
this standard should have been included in S5.1.1 of FMVSS No. 120. 
NHTSA believes this reference was inadvertently omitted from the June 
2003 final rule.

[[Page 883]]

Accordingly, the agency is amending the regulatory text of S5.1.1 of 
FMVSS No. 120 to add a reference to FMVSS No. 139.
    4. RMA, TRA, and ETRTO petitioned the agency to amend the 
``application'' sections of FMVSS No. 119, ``New pneumatic tires for 
vehicles other than passenger cars,'' to indicate that it applies to 
Special Trailer (ST), Farm Implement (FI), and 8-12 rim diameter code 
and below tires. We note that in the June 2003 final rule, the agency 
decided to exclude bias, ST, FI, and 8-12 rim diameter tires from the 
requirements of FMVSS No. 139 and indicated that they would remain 
subject to the requirements of FMVSS Nos. 109 and 119.\17\ However, the 
petitioners indicate that all such tires have been, and remain subject 
to only FMVSS No. 119 because they are not used on passenger cars.
---------------------------------------------------------------------------

    \17\ See 68 FR 38116 at 38141.
---------------------------------------------------------------------------

    The agency is amending the application sections of FMVSS Nos. 109, 
119, and 139 in order to clarify that ST, FI, and 8-12 rim diameter 
code and below tires are subject to the requirements of FMVSS No. 119.
    5. When a passenger car tire is installed on a traditionally 
heavier vehicle such as an MPV, truck, bus, or trailer, the normal load 
rating is ``de-rated'' by a factor of 1.10. That is, the normal load 
rating is reduced by dividing it by 1.10. The Alliance petitioned the 
agency to clarify that the de-rating requirement in FMVSS No. 120 
applies only to passenger car tires, and not to all tires.
    The agency intended to apply the 1.10 de-rating requirement in 
FMVSS No. 120 only to passenger car tires when installed on vehicles 
other than passenger cars. The agency did not intend to subject other 
tires to the same requirements. Accordingly, the agency is amending 
S5.1.2 of FMVSS No. 120 to clarify the application of the de-rating 
requirement.
    6. Safety Research and Strategies (SRS) submitted comments urging 
the agency to address tire aging.\18\ In short, SRS is asking the 
agency to require that tires be labeled with an ``expiration date'' 
that would inform consumers that their tires are no longer safe after 
an X number of years have elapsed since their manufacture.
---------------------------------------------------------------------------

    \18\ See Docket No. NHTSA-2003-15400-12, 31, 32.
---------------------------------------------------------------------------

    The agency is currently conducting research on tire aging. When 
this research is complete, the agency will decide how to proceed.
    7. This document amends the titles to FMVSS No. 109 and FMVSS No. 
139 to more accurately reflect their application. The new titles read 
as follows: Sec.  571.109--Standard No. 109--New pneumatic and certain 
specialty tires, and Sec.  571.139--Standard No. 139--New pneumatic 
radial tires for light vehicles.
    8. This document amends the table located below Figure 1 in FMVSS 
No. 109 to add a 20 rim diameter code because the Tire & Rim 
Association's 2003 and newer Yearbooks now include LT tires of that 
size.
    9. ETRTO and RMA petitioned the agency to remove references to CT 
Tires from FMVSS No. 139 because CT tires are not being manufactured 
for sale or distribution in the United States.\19\ The petitioners also 
indicated that this tire type is being withdrawn as an active 
classification in the ETRTO Standards Manual.
---------------------------------------------------------------------------

    \19\ CT means a pneumatic tire with an inverted flange tire and 
rim system in which the rim is designed with rim flanges pointed 
radially inward and the tire is designed to fit on the underside of 
the rim in a manner that encloses the rim flanges inside the air 
cavity of the tire.
---------------------------------------------------------------------------

    This rule amends FMVSS No. 139 by removing references to CT tires 
because these tires are not being sold in the United States.
    10. RMA and ETRTO petitioned the agency to amend Tables I and II in 
FMVSS No. 119. Specifically, the petitioners requested that Table I 
include the plunger diameter for motorcycles. The petitioners also 
requested that Table II include the minimum static breaking energies 
for load ranges ``A'' through ``E'' tires used on 12 rim diameter code 
or smaller, and light truck tires, because FMVSS No. 119 applies to 
these types of tires.
    NHTSA agrees with the petitioners that Tables I and II of FMVSS No. 
119 should be revised to reflect the change in applicability of FMVSS 
No. 119. The agency has retained the current strength requirements of 
FMVSS No. 119 but since LT load range C, D, and E tires are now subject 
to the requirements of FMVSS No. 139, the tables need to reflect this 
change.
    11. RMA petitioned the agency to correct the test pressures for LT 
tires with a nominal cross section larger than 295 mm. The petitioner 
indicated that these tires, as shown in the Tire and Rim Association 
Year Book, have a lower inflation pressure to attain the load range C, 
D, or E maximum load limits and do not follow the normal load range C, 
D, and E inflation pressures for tire maximum load limits. Therefore, 
to ensure that all LT tires within a single load range category are 
subject to the same level of performance requirements, the petitioners 
recommend that FMVSS No. 139 be amended to specify correct inflation 
pressures for these tires.
    NHTSA agrees with the petitioner that LT tires with a nominal cross 
section greater than 295 mm have a different load range for the same 
maximum inflation pressure as tires equal to or less than 295 mm wide 
and therefore amend S6.2.1.1.1, S6.3.1.1.1 and S6.4.1.1.1 accordingly.
    12. JATMA petitioned the agency to clarify the bead unseating test 
conditions (inflation pressure and dimension ``A'') for light truck 
tires, since they were not stipulated in the June 2003 final rule. The 
current requirement in FMVSS No. 139, S6.6, reference FMVSS No. 109, 
which does not include test parameters for LT tires.
    We are amending the regulatory text to specify the test inflation 
pressure for the LT tires undergoing resistance to bead unseating test. 
The pressure is the same for the endurance test. The dimension ``A'' 
parameters are the same as those specified in FMVSS No. 109.

VI. Effective Date

    Alliance petitioned the agency to change the effective date of 
FMVSS No. 139 from June 1, 2007 to September 1, 2007 to coincide with 
the traditional start of the new model year introduction. Petitioners 
argue that an effective date of September 1, 2007 would help in the 
transition from the 2007 to 2008 model year. RMA petitioned the agency 
to extend the effective date for an additional 2 years to 2009 arguing 
that tire manufacturers are waiting for the agency's response to 
petitions for reconsideration.
    In light of potential impact of mid-model year introduction of a 
new set of requirements, the agency is delaying the effective date of 
FMVSS No. 139 until September 1, 2007. Furthermore, we are delaying the 
effective date of applicability of FMVSS No. 139 to snow tires until 
September 1, 2008 because of changes to snow tire construction that may 
be necessitated by the more stringent performance requirements. 
However, we believe that a two-year delay in the effective date, as 
requested by the RMA is unwarranted. As indicated in 49 CFR Sec.  
553.35(d) a petition for reconsideration does not stay the 
effectiveness of the rule. Therefore, the manufacturers need to 
continue their efforts to comply with the new requirements while their 
petitions are being considered.

VII. Rulemaking Notices and Analyses

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

    Executive Order 12866, ``Regulatory Planning and Review'' (58 FR 
51735,

[[Page 884]]

October 4, 1993), provides for making determinations whether a 
regulatory action is ``significant'' and therefore subject to Office of 
Management and Budget (OMB) review and to the requirements of the 
Executive Order. The Order defines a ``significant regulatory action'' 
as one that is likely to result in a rule that may:
    (1) Have an annual effect on the economy of $100 million or more or 
adversely affect in a material way the economy, a sector of the 
economy, productivity, competition, jobs, the environment, public 
health or safety, or State, local, or Tribal governments or 
communities;
    (2) Create a serious inconsistency or otherwise interfere with an 
action taken or planned by another agency;
    (3) Materially alter the budgetary impact of entitlements, grants, 
user fees, or loan programs or the rights and obligations of recipients 
thereof; or
    (4) Raise novel legal or policy issues arising out of legal 
mandates, the President's priorities, or the principles set forth in 
the Executive Order.
    This rulemaking action was not reviewed under Executive Order 
12866. The rulemaking action is not significant under Department of 
Transportation regulatory policies and procedures. The agency is 
modifying certain performance requirements to better address snow tires 
and certain deep tread specialty tires. The effect of this change is a 
decreased regulatory burden on manufacturers of snow tires and deep 
tread specialty tires through more practicable tire safety performance 
requirements. This final rule also makes a number of technical 
corrections to the regulatory text of all Federal tire safety 
regulations. This action will not affect the impacts estimated in the 
final regulatory evaluation for the June 2003 final rule.

B. Regulatory Flexibility Act

    The Regulatory Flexibility Act of 1980 (5 U.S.C. Sec.  601 et seq.) 
requires agencies to evaluate the potential effects of their proposed 
and final rules on small business, small organizations and small 
governmental jurisdictions. I hereby certify that this rulemaking 
action will not have a significant economic impact on a substantial 
number of small entities.
    This document decreases the regulatory burden on small entities by 
subjecting the specially manufactured deep-tread tires to more 
practicable tire safety performance requirements. According to the 
petitioners and the Small Business Administration, this rulemaking 
action will result in substantial cost savings for the one small 
business that petitioned the agency to amend our regulations.

C. National Environmental Policy Act

    NHTSA has analyzed this document for the purposes of the National 
Environmental Policy Act. The agency has determined that implementation 
of this rulemaking action does 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 federal implications to 
warrant consultation with State and local officials or the preparation 
of a federalism summary impact statement. The final rule does not have 
any substantial impact on the States, or on the current Federal-State 
relationship, or on the current distribution of power and 
responsibilities among the various local officials.

E. Unfunded Mandates 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 
($120.7 million as adjusted annually for inflation with base year of 
1995).
    The agency previously estimated that the June 2003 final rule 
establishing more stringent tire performance requirements was likely to 
result in the expenditure by automobile manufacturers and/or tire 
manufacturers of more than $109 million annually.\20\
---------------------------------------------------------------------------

    \20\ The written assessment of costs is available at Docket No. 
NHTSA-2003-15400-2 at http://dms.dot.gov/search/searchResultsSimple.cfm.
---------------------------------------------------------------------------

    This document amends certain performance requirements to better 
address snow tires and certain specialty tires. This final rule also 
makes a number of technical corrections to the regulatory text of all 
Federal tire safety regulations. The effect of these changes is a 
decreased regulatory burden on manufacturers of snow tires and certain 
other specialty tires. Accordingly, this rulemaking action will not 
result in expenditures by State, local or tribal governments of more 
than $120 million annually. Further this rulemaking action will not 
result in private sector expenditure of more than $120 million 
annually.

F. Civil Justice Reform

    This final rule does not have any retroactive effect. Under 49 
U.S.C. 21403, 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. 21461 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 (PRA) (44 U.S.C. 3501, 
et. seq.), Federal agencies must obtain approval from the Office of 
Management and Budget (OMB) for each ``collection of information'' they 
conduct, sponsor, or require through regulations. NHTSA has reviewed 
this final rule and determined that it does not contain collection of 
information requirements.
    In order to enable the agency to ascertain which tires are to be 
tested to less stringent requirements, the agency is adding a labeling 
requirement to all PC snow tires and LT snow tires with load ranges of 
C, D, and E that are certified under the less stringent requirements. 
The manufacturers must mark their snow tires with the Alpine Symbol 
described in Section IV(A), if they wish to certify their snow tires to 
the requirements applicable to snow tires. However, the tire 
manufacturers are not obligated to do so if they wish to certify their 
snow tires to the normal requirements of the Standard. Thus, only the 
snow tires certified to the reduced test speed requirements must 
display an Alpine symbol (as shown below), on at least one sidewall. 
The use of the Alpine Symbol will have the added benefit of enabling 
consumers to identify snow tires that provide a higher level of snow 
traction compared to all-season tires.
    Under CFR 1320.3(h)(1), ``information'' does not generally include 
certifications such as that described in the previous paragraph, which 
only identify tires certified to the less stringent requirements.

H. Privacy Act

    Anyone is able to search the electronic form of all comments

[[Page 885]]

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 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://dms.dot.gov.

VIII. Regulatory Text

List of Subjects in 49 CFR Part 571

    Motor vehicle safety, Reporting and recordkeeping requirements, 
Tires.


0
In consideration of the foregoing, part 571 is amended as follows:

PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS

0
1. The authority citation for part 571 continues to read as follows:

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

0
2. Section 571.109 is amended by revising the section heading, S2, and 
the Table located below Figure 1:


Sec.  571.109  Standard No. 109--New pneumatic and certain specialty 
tires.

* * * * *
    S2. Application. This standard applies to new pneumatic radial 
tires for use on passenger cars manufactured before 1975, and new 
pneumatic bias ply tires for use on passenger cars manufactured after 
1948.
* * * * *

                                            Figures for FMVSS No. 109
----------------------------------------------------------------------------------------------------------------
                                                               Dimension ``A'' for tires with maximum inflation
                                                                                   pressure
                         Wheel size                          ---------------------------------------------------
                                                               Other than   Other than
                                                              60 psi (in)    420 kPa    60 psi (in)    420 kPa
----------------------------------------------------------------------------------------------------------------
20..........................................................        13.50          345  ...........  ...........
19..........................................................        13.00          330        12.00          305
18..........................................................        12.50          318        11.40          290
17..........................................................        12.00          305        10.60          269
16..........................................................        11.50          292         9.90          251
15..........................................................        11.00          279         9.40          239
14..........................................................        10.50          267         8.90          226
13..........................................................        10.00          254         8.40          213
12..........................................................         9.50          241  ...........  ...........
11..........................................................         9.00          229  ...........  ...........
10..........................................................         8.50          216  ...........
320.........................................................         8.50          216  ...........  ...........
340.........................................................         9.00          229  ...........  ...........
345.........................................................         9.25          235  ...........  ...........
365.........................................................         9.75          248  ...........  ...........
370.........................................................        10.00          254  ...........  ...........
390.........................................................        11.00          279  ...........  ...........
415.........................................................        11.50          292  ...........  ...........
----------------------------------------------------------------------------------------------------------------

* * * * *

0
3. Section 571.110 is amended by revising S4.2.2.2 and S4.2.2.3(a), to 
read as follows:


Sec.  571.110  Standard No. 110--Tire selection and rims for motor 
vehicles with a GVWR of 4,536 kilograms (10,000 pounds) or less.

* * * * *
    S4.2.2.2 When passenger car tires are installed on an MPV, truck, 
bus, or trailer, each tire's load rating is reduced by dividing it by 
1.10 before determining, under S4.2.2.1, the sum of the maximum load 
ratings of the tires fitted to an axle.
    S4.2.2.3(a) For vehicles equipped with passenger car tires, the 
vehicle normal load on the tire shall be no greater than the value of 
94 percent of the derated load rating at the vehicle manufacturer's 
recommended cold inflation pressure for that tire.
* * * * *

0
4. Section 571.119 is amended by revising S3, and Tables I and II to 
read as follows:


Sec.  571.119  Standard No. 119--New pneumatic tires for motor vehicles 
with a GVWR of more than 4,536 kilograms (10,000 pounds) and 
motorcycles.

* * * * *
    S3. Application. This standard applies to:
    (a) New pneumatic tires for use on motor vehicles with a GVWR of 
more than 4,536 kilograms (10,000 pounds) manufactured after 1948;
    (b) New pneumatic light truck tires with a tread depth of 18/32 
inch or greater, for use on motor vehicles with a GVWR of 4,536 
kilograms (10,000 pounds) or less manufactured after 1948;
    (c) Tires for use on special-use trailers (ST, FI and 8-12 rim or 
lower diameter code); and
    (d) Tires for use on motorcycles manufactured after 1948.
* * * * *

                Table I.--Strength Test Plunger Diameter
------------------------------------------------------------------------
                                                      Plunger diameter
                     Tire type                     ---------------------
                                                       (mm)     (inches)
------------------------------------------------------------------------
Light truck.......................................      19.05      \3/4\
Motorcycle........................................       7.94     \5/16\
<= 12 rim diameter code (except motorcycle).......      19.05      \3/4\
Tubeless:
    <= 17.5 rim diameter code.....................      19.05      \3/4\
    >17.5 rim diameter code, load range F or less.      31.75     1\1/4\
    > 17.5 rim diameter code, load range over F...      38.10     1\1/2\
Tube-type:
    Load range F or less..........................      31.75     1\1/4\
    Load range over F.............................      38.10     1\1/2\
------------------------------------------------------------------------


[[Page 886]]


                                                                            Table II.--Minimum Static Breaking Energy
                                                                             [Joules (J) and Inch-Pounds (inch-lbs)]
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
                        Tire characteristic                            Motorcycle        All 12 rim      Light truck and    Tires other than Light Motorcycle, 12 rim diameter code or smaller
------------------------------------------------------------------------------------- diameter code or      17.5 rim     -----------------------------------------------------------------------
                 Plunger diameter (mm and inches)                    7.94 J   5/16''  smaller rim size  diameter code or      Tube type     Tubeless greater      Tube type     Tubeless Greater
-------------------------------------------------------------------    mm   ---------      except          smaller rim   ------------------  than 17.5  rim  ------------------  than 17.5  rim
                                                                   ---------             motorcycle         Tubeless       31.75J    1\1/     diameter code    38.10J    1\1/     diameter code
                                                                                     ------------------------------------    mm      4\''  ------------------    mm      2\''  -----------------
                                                                                      19.05 J  \3/4\''   19.05J  \3/4\'' ------------------  31.75     1\1/  ------------------  38.10     1\1/
                          Breaking Energy                              J      In-lbs     mm   ---------    mm   ---------                      mm      4\''                        mm      2\''
                                                                                     ---------         ---------             J      In-lbs ------------------    J      In-lbs -----------------
                                                                                         J      In-lbs     J      In-lbs                       J      In-lbs                       J      In-lbs
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Load Range:
    A.............................................................       16      150       67      600      225    2,000  .......  .......  .......  .......  .......  .......  .......  .......
    B.............................................................       33      300      135    1,200      293    2,600  .......  .......  .......  .......  .......  .......  .......  .......
    C.............................................................       45      400      203    1,800      361    3,200      768    6,800      576    5,100  .......  .......  .......  .......
    D.............................................................  .......  .......      271    2,400      514    4,550      892    7,900      734    6,500  .......  .......  .......  .......
    E.............................................................  .......  .......      338    3,000      576    5,100    1,412   12,500      971    8,600  .......  .......  .......  .......
    F.............................................................  .......  .......      406    3,600      644    5,700    1,785   15,800    1,412   12,500  .......  .......  .......  .......
    G.............................................................  .......  .......  .......  .......      711    6,300  .......  .......  .......  .......    2,282   20,200    1,694   15,000
    H.............................................................  .......  .......  .......  .......      768    6,800  .......  .......  .......  .......    2,598   23,000    2,090   18,500
    J.............................................................  .......  .......  .......  .......  .......  .......  .......  .......  .......  .......    2,824   25,000    2,203   19,500
    L.............................................................  .......  .......  .......  .......  .......  .......  .......  .......  .......  .......    3,050   27,000  .......  .......
    M.............................................................  .......  .......  .......  .......  .......  .......  .......  .......  .......  .......    3,220   28,500  .......  .......
    N.............................................................  .......  .......  .......  .......  .......  .......  .......  .......  .......  .......    3,389   30,000  .......  .......
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

* * * * *

0
5. Section 571.120 is amended by revising S5.1.1 and S5.1.2 to read as 
follows:


Sec.  571.120--  Standard No. 120--Tire selection and rims for motor 
vehicles with a GVWR of more than 4,536 kilograms (10,000 pounds).

* * * * *
    S5.1.1 Except as specified in S5.1.3, each vehicle equipped with 
pneumatic tires for highway service shall be equipped with tires that 
meet the requirements of Sec.  571.109, Sec.  571.119 or Sec.  571.139, 
and rims that are listed by the manufacturer of the tires as suitable 
for use with those tires, in accordance with S4.4 of Sec.  571.109 or 
S5.1 of Sec.  571.119, as applicable, except that vehicles may be 
equipped with a non-pneumatic spare tire assembly that meets the 
requirements of Sec.  571.129, New non-pneumatic tires for passenger 
cars, and S8 of this standard. Vehicles equipped with such an assembly 
shall meet the requirements of S5.3.3, S7, and S9 of this standard.
    S5.1.2 Except in the case of a vehicle which has a speed attainable 
in 3.2 kilometers of 80 kilometers per hour or less, the sum of the 
maximum load ratings of the tires fitted to an axle shall be not less 
than the gross axle weight rating (GAWR) of the axle system as 
specified on the vehicle's certification label required by 49 CFR part 
567. Except in the case of a vehicle which has a speed attainable in 2 
miles of 50 mph or less, the sum of the maximum load ratings of the 
tires fitted to an axle shall be not less than the gross axle weight 
rating (GAWR) of the axle system as specified on the vehicle's 
certification label required by 49 CFR part 567. If the certification 
label shows more than one GAWR for the axle system, the sum shall be 
not less than the GAWR corresponding to the size designation of the 
tires fitted to the axle. If the size designation of the tires fitted 
to the axle does not appear on the certification label, the sum shall 
be not less than the lowest GAWR appearing on the label. When a 
passenger car tire is installed on a multipurpose passenger vehicle, 
truck, bus, or trailer, the tire's load rating shall be reduced by 
dividing by 1.10 before calculating the sum (i.e., the sum of the load 
ratings of the tires on each axle, when the tires' load carrying 
capacity at the recommended tire cold inflation pressure is reduced by 
dividing by 1.10, must be appropriate for the GAWR).
* * * * *

0
6. Section 571.139 is amended by:
0
a. Adding new paragraphs S2.1 and S2.2 to S2; adding to S3, in 
alphabetical order, new definitions of ``Passenger car tire'' and 
``Snow tire'' and adding a new paragraph (i) to S5.5;
0
b. Revising S2; the first sentence of S5.5; S6.1.1.1.2; S6.1.1.1.4; 
S6.2.1.1.1; S6.2.1.2.6; S6.2.1.2.8; S6.2.2; S6.3.1.1.1; S6.3.1.1.2; 
S6.3.1.2.2; S6.3.1.2.3; S6.3.1.2.5; S6.3.2; S6.4.1.1.1; S6.4.1.1.2; 
S6.4.1.2.1; S6.4.1.2.5; S6.4.1.2.6; S6.4.2; S6.5.1; and S6.6 as set 
forth below.


Sec.  571.139--  Standard No. 139--New pneumatic radial tires for light 
vehicles.

* * * * *
    S2 Application and Incorporation by Reference.
    S2.1 Application. This standard applies to new pneumatic radial 
tires for use on motor vehicles that have a gross vehicle weight rating 
(GVWR) of 10,000 pounds or less, and that were manufactured after 1975. 
This standard does not apply to tires for use on new pneumatic light 
truck tires with a tread depth of \18/32\ inch or greater; ST, FI and 
8-12 rim or lower diameter code tires; tires for use on low speed 
vehicles; and tires for use on motorcycles manufactured after 1948.
    S2.2 Incorporation by reference. ASTM F-1805-00, Standard Test 
Method for Single Wheel Driving Traction in a Straight Line on Snow- 
and Ice-Covered Surfaces is incorporated by reference in S3 of this 
section. The Director of the Federal Register has approved the 
incorporation by reference of this material in accordance with 5 U.S.C. 
552(a) and 1 CFR Part 51. A copy of ASTM F-1805-00 may be obtained from 
the ASTM Web site http://www.astm.org/ or by contacting ASTM, or by 
contacting ASTM, 100 Barr Harbor Drive, West Conshohocken, PA 19428-
2959. A copy of ASTM F-1805-00 may be obtained from the NHTSA docket at 
Docket No. 2005-23439, or at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
* * * * *
    S3. Definitions.
* * * * *
    Passenger car tire means a tire intended for use on passenger cars, 
multipurpose passenger vehicles, and

[[Page 887]]

trucks, that have a gross vehicle weight rating (GVWR) of 10,000 pounds 
or less.
* * * * *
    Snow tire means a tire that attains a traction index equal to or 
greater than 110, compared to the ASTM E-1136 Standard Reference Test 
Tire, when using the snow traction test as described in ASTM F-1805-00, 
Standard Test Method for Single Wheel Driving Traction in a Straight 
Line on Snow- and Ice-Covered Surfaces, and which is marked with an 
Alpine Symbol specified in S5.5 (i) on at least one sidewall.
* * * * *
    S5.5 Tire Markings. Except as specified in paragraphs (a) through 
(h) of S5.5, each tire must be marked on each sidewall with the 
information specified in S5.5 (a) through (d) and on one sidewall with 
the information specified in S5.5 (e) through (h) according to the 
phase-in schedule specified in S7 of this standard. * * *
* * * * *
    (i) Alpine Symbol. A tire meeting the definition of a snow tire as 
defined in paragraph S3 may, at the option of the manufacturer, show 
the pictograph of a mountain with a snowflake as shown below. If the 
manufacturer chooses to mark the snow tire with the alpine symbol, the 
mountain profile must have a minimum base of 15 mm and a minimum height 
of 15 mm, and must contain three peaks with the middle peak being the 
tallest. Inside the mountain, there must be a six-sided snowflake 
having a minimum height of one-half the tallest peak.
[GRAPHIC] [TIFF OMITTED] TR06JA06.365

* * * * *
    S6.1.1.1.2 For passenger car tires, inflate to the pressure 
specified in the following table:

------------------------------------------------------------------------
                        Inflation pressure (kPa)
-------------------------------------------------------------------------
                        Standard                            Reinforced
------------------------------------------------------------------------
180.....................................................             220
------------------------------------------------------------------------

* * * * *
    S6.1.1.1.4 Condition the assembly at an ambient room temperature of 
20 [deg]C to 30 [deg]C for not less than 24 hours.
* * * * *
    S6.2.1.1.1 Mount the tire on a test rim and inflate it to the 
pressure specified for the tire in the following table:

------------------------------------------------------------------------
                                                                 Test
                      Tire application                         pressure
                                                                (kPa)
------------------------------------------------------------------------
                           Passenger car tires
------------------------------------------------------------------------
Standard load..............................................          220
Extra load.................................................          260
Load Range C...............................................          320
Load Range D...............................................          410
Load Range E...............................................          500
------------------------------------------------------------
 Light truck tires with a nominal cross section  295 mm (11.5
                                 inches)
------------------------------------------------------------------------
Load Range C...............................................          230
Load Range D...............................................          320
Load Range E...............................................          410
------------------------------------------------------------------------

* * * * *
    S6.2.1.2.6 During the test, the ambient temperature, measured at a 
distance of not less than 150 mm and not more than 1 m from the tire, 
is maintained at not less than 32 [deg]C or more than 38 [deg]C.
* * * * *
    S6.2.1.2.8 Allow the tire to cool for between 15 minutes and 25 
minutes. Measure its inflation pressure. Then, deflate the tire, remove 
it from the test rim, and inspect it for the conditions specified in 
S6.2.2(a).
* * * * *
    S6.2.2 Performance requirements. When the tire is tested in 
accordance with S6.2.1:
    (a) There shall be no visual evidence of tread, sidewall, ply, 
cord, innerliner, belt or bead separation, chunking, open splices, 
cracking, or broken cords.
    (b) The tire pressure, when measured at any time between 15 minutes 
and 25 minutes after the end of the test, shall not be less than 95% of 
the initial pressure specified in S6.2.1.1.1.
* * * * *
    S6.3.1.1.1 Mount the tire on a test rim and inflate it to the 
pressure specified for the tire in the following table:

------------------------------------------------------------------------
                                                                 Test
                      Tire application                         pressure
                                                                (kPa)
------------------------------------------------------------------------
                           Passenger car tires
------------------------------------------------------------------------
Standard load..............................................          180
Extra load.................................................          220
Load Range C...............................................          260
Load Range D...............................................          340
Load Range E...............................................          410
------------------------------------------------------------
 Light truck tires with a nominal cross section  295 mm (11.5
                                 inches)
------------------------------------------------------------------------
Load Range C...............................................          190
Load Range D...............................................          260
Load Range E...............................................          340
------------------------------------------------------------------------

    S6.3.1.1.2 Condition the assembly at 32 to 38 [deg] C for not less 
than 3 hours.
* * * * *
    S6.3.1.2.2 During the test, the ambient temperature, at a distance 
of not less than 150 mm and not more than 1 m from the tire, is 
maintained at not less than 32 [deg]C or more than 38 [deg]C.
    S6.3.1.2.3 Conduct the test, without interruptions, at the test 
speed of not less than 120 km/h with loads and test periods not less 
than those shown in the following table. For snow tires, conduct the 
test at not less than 110 km/h.

------------------------------------------------------------------------
                                                              Load as a
                                                              percentage
                  Test period                     Duration     of tire
                                                  (hours)      maximum
                                                             load rating
------------------------------------------------------------------------
1.............................................            4           85
2.............................................            6           90
3.............................................           24          100
------------------------------------------------------------------------

* * * * *
    S6.3.1.2.5 Allow the tire to cool for between 15 minutes and 25 
minutes after running the tire for the time specified in the table in 
S6.3.1.2.3, measure its inflation pressure. Inspect the tire externally 
on the test rim for the conditions specified in S6.3.2(a).
* * * * *
    S6.3.2 Performance requirements. When the tire is tested in 
accordance with S6.3.1:
    (a) There shall be no visual evidence of tread, sidewall, ply, 
cord, belt or bead separation, chunking, open splices, cracking or 
broken cords.
    (b) The tire pressure, when measured at any time between 15 minutes 
and 25 minutes after the end of the test, shall not be less than 95% of 
the initial pressure specified in S6.3.1.1.1.
* * * * *
    S6.4.1.1.1 This test is conducted following completion of the tire 
endurance test using the same tire and rim assembly tested in 
accordance with S6.3 with the tire deflated to the following 
appropriate pressure:

------------------------------------------------------------------------
                                                                 Test
                      Tire application                         pressure
                                                                (kPa)
------------------------------------------------------------------------
                           Passenger car tires
------------------------------------------------------------------------
Standard load..............................................          140
Extra load.................................................          160

[[Page 888]]

 
Load Range C...............................................          200
Load Range D...............................................          260
Load Range E...............................................          320
------------------------------------------------------------
 Light truck tires with a nominal cross section  295 mm (11.5
                                 inches)
------------------------------------------------------------------------
Load Range C...............................................          150
Load Range D...............................................          200
Load Range E...............................................          260
------------------------------------------------------------------------

    S6.4.1.1.2 Condition the assembly at 32 to 38 [deg]C for not less 
than 2 hours.
* * * * *
    S6.4.1.2.1 The test is conducted for ninety minutes at the end of 
the test specified in S6.3, continuous and uninterrupted, at a speed of 
120 km/h (75 mph). For snow tires, conduct the test at not less than 
110 km/h.
* * * * *
    S6.4.1.2.5 During the test, the ambient temperature, at a distance 
of not less than 150 mm and not more than 1 m from the tire, is 
maintained at not less than 32 [deg]C or more than 38 [deg]C.
    S6.4.1.2.6 Allow the tire to cool for between 15 minutes and 25 
minutes. Measure its inflation pressure. Then, deflate the tire, remove 
it from the test rim, and inspect it for the conditions specified in 
S6.4.2(a).
    S6.4.2 Performance requirements. When the tire is tested in 
accordance with S6.4.1:
    (a) There shall be no visual evidence of tread, sidewall, ply, 
cord, innerliner, belt or bead separation, chunking, open splices, 
cracking, or broken cords, and
    (b) The tire pressure, when measured at any time between 15 minutes 
and 25 minutes after the end of the test, shall not be less than 95% of 
the initial pressure specified in S6.4.1.1.1.
* * * * *
    S6.5.1 Tire strength for passenger car tires. Each tire shall 
comply with the requirements of S5.3 of Sec.  571.109.
* * * * *
    S6.6 Tubeless tire bead unseating resistance. Each tire shall 
comply with the requirements of S5.2 of Sec.  571.109. For light truck 
tires, the maximum permissible inflation pressure to be used for the 
bead unseating test is as follows:

------------------------------------------------------------------------
 
------------------------------------------------------------------------
Load Range C...............................  260 kPa.
Load Range D...............................  340 kPa.
Load Range E...............................  410 kPa.
------------------------------------------------------------------------

* * * * *

    Issued on: December 21, 2005.
Jacqueline Glassman,
Deputy Administrator.
[FR Doc. 06-137 Filed 1-5-06; 8:45 am]
BILLING CODE 4910-59-P