December 10, 2019

On February 8th, NHTSA Withdrew Its Proposed Rulemaking from 2012 That Would Have Mandated Event Data Recorders With the Characteristics Required by FMVSR 563 For Optional Event Data Recorders (49 CFR 563)

DATES: The NPRM ‘‘Federal Motor Vehicle Safety Standards; Event Data Recorders,’’ RIN 2127–AK86, published December 13, 2012 (77 FR 74144), is withdrawn as of February 8, 2019

RATIONALE:  At the time the NPRM was published, there were a large number of light vehicles that did not have event data recorders, and NHTSA was proposing to mandate them.  As of the date of withdrawal, almost all light vehicles contain event data recorders, making mandating them unnecessary.

On October 30, 2017, NHTSA Published the Final Rule with Its Response to a Petition for Reconsideration Regarding Electronic Stability Control Systems for Heavy Vehicles, FMVSS 136, (49 CFR 571.136)

DATES: Petitions for Reconsideration of this Final Rule must be received by December 14, 2017

Summary:  The petitioner, Truck and Engine Manufacturers Association (EMA), requested that NHTSA amend the test conditions for the agency’s performance test by allowing a larger lane width for long wheelbase truck tractors. The agency decided to grant the petition because it believed there was sufficient evidence to indicate that a larger lane width is needed for testing of long wheelbase truck tractors.

On September 27, 2017 NHTSA Published a Final Rule Amending FMVSS 305 “Electric-powered vehicles: Electrolyte spillage and electric shock protection” (49 CFR 571.305) to Adopt Various Requirements found in GTR No. 13.

DATES: The standard is effective on September 27, 2017.  Compliance must occur by September 27, 2018, but optional early compliance is permitted.

SUMMARY:  NHTSA is issuing this final rule to FMVSS No. 305, to adopt various electrical safety requirements found in Global Technical Regulation (GTR) No. 13, ‘‘Hydrogen and fuel cell vehicles,’’ and other sources. NHTSA believes that this final rule updates FMVSS No. 305 using modern and harmonized safety requirements and facilitates the introduction of new technologies, including hydrogen fuel cell vehicles (HFCVs) and 48-volt mild hybrid technologies.

NHTSA states that the rule is a deregulatory action and that it imposes no costs. It adjusts FMVSS No. 305 to give more flexibility to manufacturers to use modern electrical safety designs to produce electric vehicles and to introduce new technologies to the U.S. market.

To expand FMVSS No. 305’s performance requirements beyond post-crash conditions, NHTSA adopted electrical safety requirements to protect against direct and indirect contact of high voltage sources during everyday operation of electric-powered vehicles. Also, NHTSA adopted an optional method of meeting post-crash electrical safety requirements, consistent with that in GTR No. 13, involving use of physical barriers to prevent direct or indirect contact (by occupants, emergency services personnel and others) with high voltage sources.

On August 8, 2017 NHTSA Published a Request for Comments Related to the Paperwork Reduction Act on a New Information Collection Regarding the Use of Crash Avoidance Systems on Commercial Vehicles.

DATES: Written comments should be submitted by October 10, 2017

Background: The National Highway Traffic Safety Administration (NHTSA) is assessing the benefits of crash avoidance technologies for heavy trucks that include Automatic Emergency Braking (AEB) to prevent fatalities, injuries, and property damage in crashes involving heavy vehicles.  Previous studies have investigated crash problem size, economic cost, and preliminary safety benefits concerning these systems. The underlying methods of these studies have included test track evaluations, objective test procedures, technology field demonstrations, and ‘‘naturalistic’’ studies. As both of the major AEB system suppliers are scheduled to release new products in the second half of 2016, NHTSA is interested in the real world performance of these new systems, which are designed to address the shortcomings of the previous generation of AEB systems. These systems have been designed to offer improved threat detection and new features such as stationary object braking. Additionally, a new product called Detroit AssuranceTM was released in 2015 for Freightliner trucks by Detroit Diesel Corporation. This system shares many features with the OnGuard and Wingman® products including advanced emergency braking (AEB), forward collision warnings (FCW), and adaptive cruise control (ACC).

 Respondents: Commercial vehicle drivers who are assigned a single, specific commercial vehicle that is equipped with the eligible technologies. Trucking fleets (approximately 7–10) will be contacted first to see if they have trucks equipped with the technologies and would be willing to have their drivers participate in the study.

Each participating driver will have a data acquisition system installed in their vehicle for three months while they perform their normal work duties. This system will collect video of the driver and forward roadway, telemetry and vehicle network data related to driving, and activations of the vehicle’s Crash Avoidance System (CAS).

 

On March 28, 2017 NHTSA Published A Notice in the Federal Register Delaying the Effective Date of the Increase in Penalties for Exceeding the Corporate Average Fuel Economy Standards (49 CFR 578.6)

DATE:  The Effective Date of the Fuel Economy Standard Published on December 28, 2016 is now June 26, 2017.