Federal Motor Vehicle Safety Standards; Air Brake Systems, 15620-15621 [2010-7132]
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15620
Federal Register / Vol. 75, No. 60 / Tuesday, March 30, 2010 / Rules and Regulations
paragraph (a)(1) or (a)(2) of this section
must pay an annual registration fee of
$2,575 and the processing fee required
by paragraph (a)(4) of this section.
(4) Processing fee. The processing fee
is $25 for each registration statement
filed. A single statement may be filed for
one, two, or three registration years as
provided in § 107.616(c).
(b) For registration years 2009–2010
and prior years, each person that offered
for transportation or transported in
commerce a material listed in
§ 107.601(a) during that year must pay
the annual registration fee, including
the processing fee, specified under the
requirements of this subchapter in effect
for the specific registration year.
*
*
*
*
*
Issued in Washington, DC, on March 24,
under authority delegated in 49 CFR part 1.
Cynthia L. Quarterman,
Administrator.
[FR Doc. 2010–7035 Filed 3–29–10; 8:45 am]
BILLING CODE 4910–60–P
DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety
Administration
49 CFR Part 571
[Docket No. NHTSA 2009–0175]
RIN 2127–AK62
Federal Motor Vehicle Safety
Standards; Air Brake Systems
AGENCY: National Highway Traffic
Safety Administration (NHTSA),
Department of Transportation.
ACTION: Final rule; correcting
amendments.
In July 2009, NHTSA
published a final rule that amended the
Federal motor vehicle safety standard
for air brake systems by requiring
substantial improvements in stopping
distance performance. In November
2009, the agency published a final rule
that provided a partial response to
petitions for reconsideration of the
earlier rule. Today’s document corrects
errors in the November 2009 final rule.
DATES: This rule is effective April 29,
2010.
WReier-Aviles on DSKGBLS3C1PROD with RULES
SUMMARY:
FOR FURTHER INFORMATION CONTACT: For
non-legal issues, you may call Mr. Jeff
Woods, Office of Crash Avoidance
Standards (Telephone: 202–366–5274)
(Fax: 202–366–7002). For legal issues,
VerDate Nov<24>2008
14:45 Mar 29, 2010
Jkt 220001
you may call Mr. Edward Glancy, Office
of Chief Counsel (Telephone: 202–366–
2992). You may send mail to these
officials at the National Highway Traffic
Safety Administration, 1200 New Jersey
Avenue, SE., West Building,
Washington, DC 20590.
SUPPLEMENTARY INFORMATION: On July
27, 2009, NHSTA published a final
rule 1 in the Federal Register (74 FR
37122) amending Federal Motor Vehicle
Safety Standard (FMVSS) No. 121, Air
Brake Systems, to require improved
stopping distance performance for truck
tractors. The agency provided two years
of lead time for typical three-axle
tractors, which comprise approximately
82 percent of the truck tractor fleet. The
agency concluded that other types of
tractors, which are produced in far
fewer numbers and may require
additional work to fully develop
improved brake systems and also to
ensure vehicle control and stability
while braking, would require more lead
time, and the agency provided four
years for these vehicles to comply with
the new stopping distance requirements.
NHTSA received eight petitions for
reconsideration to the July 2009 final
rule. The petitions were submitted by
manufacturers of truck tractors, an
association of truck manufacturers, and
heavy truck brake component
manufacturers.
On November 13, 2009, NHTSA
published in the Federal Register (74
FR 58562) a final rule; partial response
to petitions for reconsideration.2 One of
the issues we addressed in that
document was how typical three-axle
tractors should be defined for purposes
of determining whether a three axle
tractor is subject to the upgraded
requirements with two years of leadtime
rather than a longer period. In that
document, we explained that we
intended to limit the definition of
typical three axle tractors to those that
have a steer axle GAWR of 14,600
pounds or less and a combined drive
axle GAWR of 45,000 pounds or less.3
The Truck Manufacturers Association
(TMA) submitted a petition for
reconsideration of the November 2009
final rule, citing an issue that it believed
to be an error. TMA noted that the
agency used the term ‘‘rear axles’’
instead of ‘‘rear drive axles’’ in two
portions of the regulatory text defining
the typical three axle tractors subject to
1 Docket
# NHTSA–2009–0083
# NHTSA–2009–0175.
3 74 FR at 58564.
2 Docket
PO 00000
Frm 00018
Fmt 4700
Sfmt 4700
the upgraded requirements with two
years of leadtime rather than a longer
period. TMA stated that based strictly
on the regulatory text using the term
‘‘rear axles,’’ certain three-axle tractors
with one driven rear axle and one nondriven rear axle (a 6x2 tractor
configuration) may fall under the twoyear leadtime implementation date for
the new requirements. That organization
stated that 6x2 tractors are specialty
vehicles that are manufactured in low
volumes. TMA noted statements in the
preamble referring to drive axles. TMA
requested that the agency revise S5 and
the title of Table IIa to use the term ‘‘rear
drive axles.’’
NHTSA has reviewed TMA’s
submission and agrees that the omission
of the word ‘‘drive’’ in S5 and the title
heading of Table IIa was an error. We
are correcting FMVSS No. 121 by
adding the word ‘‘drive’’ in those
locations.
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Motor
vehicles, Rubber and rubber products,
and Tires.
■ Accordingly, 49 CFR part 571 is
corrected by making the following
correcting amendments:
PART 571—FEDERAL MOTOR
VEHICLE SAFETY STANDARDS
1. The authority citation for part 571
of title 49 continues to read as follows:
■
Authority: 49 U.S.C. 322, 30111, 30115,
30117, and 30166; delegation of authority at
49 CFR 1.50.
2. Section 571.121 is amended by
revising S5 and Table IIa to read as
follows:
■
§ 571.121
systems.
Standard No. 121; Air brake
*
*
*
*
*
S5. Requirements. Each vehicle shall
meet the following requirements under
the conditions specified in S6. However,
at the option of the manufacturer, the
following vehicles may meet the
stopping distance requirements
specified in Table IIa instead of Table II:
Three-axle tractors with a front axle that
has a GAWR of 14,600 pounds or less,
and with two rear drive axles that have
a combined GAWR of 45,000 pounds or
less, that are manufactured before
August 1, 2011; and all other tractors
that are manufactured before August 1,
2013.
*
*
*
*
*
E:\FR\FM\30MRR1.SGM
30MRR1
Federal Register / Vol. 75, No. 60 / Tuesday, March 30, 2010 / Rules and Regulations
15621
TABLE IIA—STOPPING DISTANCE IN FEET: OPTIONAL REQUIREMENTS FOR: (1) THREE-AXLE TRACTORS WITH A FRONT
AXLE THAT HAS A GAWR OF 14,600 POUNDS OR LESS, AND WITH TWO REAR DRIVE AXLES THAT HAVE A COMBINED GAWR OF 45,000 POUNDS OR LESS, MANUFACTURED BEFORE AUGUST 1, 2011; AND (2) ALL OTHER TRACTORS MANUFACTURED BEFORE AUGUST 1, 2013
Service brake
Emergency brake
PFC
20
25
30
35
40
45
50
55
60
*
*
*
PFC
PFC
PFC
0.9
(2)
0.9
(3)
0.9
(4)
0.9
(5)
0.9
(6)
[FR Doc. 2010–7132 Filed 3–29–10; 8:45 am]
BILLING CODE 4910–59–P
National Highway Traffic Safety
Administration
49 CFR Part 571
[Docket No. NHTSA 2010–0043]
RIN 2127–AK38
Federal Motor Vehicle Safety
Standards; Theft Protection and
Rollaway Prevention
AGENCY: National Highway Traffic
Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Final rule.
SUMMARY: Pursuant to a statutory
mandate in the Cameron Gulbransen
Kids Transportation Safety Act of 2007,
NHTSA is placing a requirement in
Federal Motor Vehicle Safety Standard
No. 114 that certain motor vehicles with
an automatic transmission that includes
a ‘‘park’’ position manufactured for sale
on or after September 1, 2010 be
equipped with a brake transmission
shift interlock (BTSI). This interlock
must necessitate that the service brake
pedal be depressed before the
transmission can be shifted out of
14:45 Mar 29, 2010
35
54
78
106
138
175
216
261
310
Jkt 220001
38
59
84
114
149
189
233
281
335
40
62
89
121
158
200
247
299
355
83
123
170
225
288
358
435
520
613
‘‘park,’’ and must function in any
starting system key position. The BTSI
requirement adopted by this final rule is
identical in substance to the
Congressional requirement.
85
131
186
250
325
409
504
608
720
Administration, 1200 New Jersey
Avenue, SE., Washington, DC 20590.
SUPPLEMENTARY INFORMATION:
I. Statutory Mandate and Background
II. Summary of the NPRM
III. Comments and Analysis
IV. Effective Date
V. Rulemaking Analysis and Notices
If you submit a petition for
reconsideration of this rule, you should
refer in your petition to the docket
number of this document and submit
your petition to: Administrator,
National Highway Traffic Safety
Administration, 1200 New Jersey
Avenue, SE., West Building,
Washington, DC 20590.
The petition will be placed in the
public docket. Anyone is able to search
the electronic form of all documents
received into any of our dockets by the
name of the individual submitting the
document (or signing the document, 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).
ADDRESSES:
DEPARTMENT OF TRANSPORTATION
VerDate Nov<24>2008
32
49
70
96
125
158
195
236
280
DATES: This final rule is effective April
29, 2010. Petitions for reconsideration:
If you wish to petition for
reconsideration of this rule, your
petition must be received by May 14,
2010.
*
Issued on: March 25, 2010.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.
WReier-Aviles on DSKGBLS3C1PROD with RULES
PFC
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Note: (1) Loaded and unloaded buses; (2)
Loaded single unit trucks; (3) Unloaded truck
tractors and single unit trucks; (4) Loaded
truck tractors tested with an unbraked
control trailer; (5) All vehicles except truck
tractors; (6) Unloaded truck tractors.
*
PFC
0.9
(1)
Vehicle speed in miles per hour
FOR FURTHER INFORMATION CONTACT: For
technical issues, you may contact Gayle
Dalrymple, NVS–123, Office of
Rulemaking, by telephone at (202) 366–
0098, by fax at (202) 366–7002, or by
email to gayle.dalrymple@dot.gov. For
legal issues, you may contact David
Jasinski, Office of the Chief Counsel,
NCC–112, by telephone at (202) 366–
2992, by fax at (202) 366–3820, or by
email to david.jasinski@dot.gov. You
may send mail to both of these officials
at National Highway Traffic Safety
PO 00000
Frm 00019
Fmt 4700
Sfmt 4700
Table of Contents
I. Statutory Mandate and Background
On February 28, 2008, the ‘‘Cameron
Gulbransen Kids Transportation Safety
Act of 2007’’ (the K.T. Safety Act, or
‘‘Act’’) was signed into law.1 This Act
relates to several aspects of motor
vehicle safety involving incidents where
a person, frequently a child, could be
hurt in non-traffic situations. The K.T.
Safety Act addresses safety concerns
related to, among other matters, power
windows, rearward visibility, and
vehicles rolling away. The latter refers
to incidents that typically involve an
unattended child managing to shift the
vehicle’s transmission out of the ‘‘park’’
position when the child is left in a
vehicle with the vehicle’s key. With a
BTSI system, the brake pedal must be
depressed before the transmission can
be shifted out of park. To reduce the
occurrence of roll away incidents, the
Act requires that each vehicle that is
less than 10,000 pounds ‘‘gross
vehicular weight,’’ excluding
motorcycles and trailers, manufactured
for sale after September 1, 2010, that
includes an automatic transmission
with a ‘‘park’’ position, be equipped
with a system that requires the service
brake to be depressed before the
transmission can be shifted out of ‘‘park’’
(i.e., a BTSI system). The Act further
requires the system to function in any
1 Pub.
E:\FR\FM\30MRR1.SGM
L. 110–189, 112 Stat. 639 (Feb. 28, 2008).
30MRR1
]]>Agencies
[Federal Register Volume 75, Number 60 (Tuesday, March 30, 2010)]
[Rules and Regulations]
[Pages 15620-15621]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-7132]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. NHTSA 2009-0175]
RIN 2127-AK62
Federal Motor Vehicle Safety Standards; Air Brake Systems
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation.
ACTION: Final rule; correcting amendments.
-----------------------------------------------------------------------
SUMMARY: In July 2009, NHTSA published a final rule that amended the
Federal motor vehicle safety standard for air brake systems by
requiring substantial improvements in stopping distance performance. In
November 2009, the agency published a final rule that provided a
partial response to petitions for reconsideration of the earlier rule.
Today's document corrects errors in the November 2009 final rule.
DATES: This rule is effective April 29, 2010.
FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call Mr.
Jeff Woods, Office of Crash Avoidance Standards (Telephone: 202-366-
5274) (Fax: 202-366-7002). For legal issues, you may call Mr. Edward
Glancy, Office of Chief Counsel (Telephone: 202-366-2992). You may send
mail to these officials at the National Highway Traffic Safety
Administration, 1200 New Jersey Avenue, SE., West Building, Washington,
DC 20590.
SUPPLEMENTARY INFORMATION: On July 27, 2009, NHSTA published a final
rule \1\ in the Federal Register (74 FR 37122) amending Federal Motor
Vehicle Safety Standard (FMVSS) No. 121, Air Brake Systems, to require
improved stopping distance performance for truck tractors. The agency
provided two years of lead time for typical three-axle tractors, which
comprise approximately 82 percent of the truck tractor fleet. The
agency concluded that other types of tractors, which are produced in
far fewer numbers and may require additional work to fully develop
improved brake systems and also to ensure vehicle control and stability
while braking, would require more lead time, and the agency provided
four years for these vehicles to comply with the new stopping distance
requirements.
---------------------------------------------------------------------------
\1\ Docket NHTSA-2009-0083
---------------------------------------------------------------------------
NHTSA received eight petitions for reconsideration to the July 2009
final rule. The petitions were submitted by manufacturers of truck
tractors, an association of truck manufacturers, and heavy truck brake
component manufacturers.
On November 13, 2009, NHTSA published in the Federal Register (74
FR 58562) a final rule; partial response to petitions for
reconsideration.\2\ One of the issues we addressed in that document was
how typical three-axle tractors should be defined for purposes of
determining whether a three axle tractor is subject to the upgraded
requirements with two years of leadtime rather than a longer period. In
that document, we explained that we intended to limit the definition of
typical three axle tractors to those that have a steer axle GAWR of
14,600 pounds or less and a combined drive axle GAWR of 45,000 pounds
or less.\3\
---------------------------------------------------------------------------
\2\ Docket NHTSA-2009-0175.
\3\ 74 FR at 58564.
---------------------------------------------------------------------------
The Truck Manufacturers Association (TMA) submitted a petition for
reconsideration of the November 2009 final rule, citing an issue that
it believed to be an error. TMA noted that the agency used the term
``rear axles'' instead of ``rear drive axles'' in two portions of the
regulatory text defining the typical three axle tractors subject to the
upgraded requirements with two years of leadtime rather than a longer
period. TMA stated that based strictly on the regulatory text using the
term ``rear axles,'' certain three-axle tractors with one driven rear
axle and one non-driven rear axle (a 6x2 tractor configuration) may
fall under the two-year leadtime implementation date for the new
requirements. That organization stated that 6x2 tractors are specialty
vehicles that are manufactured in low volumes. TMA noted statements in
the preamble referring to drive axles. TMA requested that the agency
revise S5 and the title of Table IIa to use the term ``rear drive
axles.''
NHTSA has reviewed TMA's submission and agrees that the omission of
the word ``drive'' in S5 and the title heading of Table IIa was an
error. We are correcting FMVSS No. 121 by adding the word ``drive'' in
those locations.
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Motor vehicles, Rubber and rubber
products, and Tires.
0
Accordingly, 49 CFR part 571 is corrected by making the following
correcting amendments:
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
0
1. The authority citation for part 571 of title 49 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 571.121 is amended by revising S5 and Table IIa to read as
follows:
Sec. 571.121 Standard No. 121; Air brake systems.
* * * * *
S5. Requirements. Each vehicle shall meet the following
requirements under the conditions specified in S6. However, at the
option of the manufacturer, the following vehicles may meet the
stopping distance requirements specified in Table IIa instead of Table
II: Three-axle tractors with a front axle that has a GAWR of 14,600
pounds or less, and with two rear drive axles that have a combined GAWR
of 45,000 pounds or less, that are manufactured before August 1, 2011;
and all other tractors that are manufactured before August 1, 2013.
* * * * *
[[Page 15621]]
Table IIa--Stopping Distance in Feet: Optional Requirements for: (1) Three-Axle Tractors With a Front Axle That
Has a GAWR of 14,600 Pounds or Less, and With Two Rear Drive Axles That Have a Combined GAWR of 45,000 Pounds or
Less, Manufactured Before August 1, 2011; and (2) All Other Tractors Manufactured Before August 1, 2013
----------------------------------------------------------------------------------------------------------------
Service brake Emergency brake
-----------------------------------------------------------------------------
Vehicle speed in miles per hour PFC PFC PFC PFC PFC PFC
-----------------------------------------------------------------------------
0.9 (1) 0.9 (2) 0.9 (3) 0.9 (4) 0.9 (5) 0.9 (6)
----------------------------------------------------------------------------------------------------------------
20................................ 32 35 38 40 83 85
25................................ 49 54 59 62 123 131
30................................ 70 78 84 89 170 186
35................................ 96 106 114 121 225 250
40................................ 125 138 149 158 288 325
45................................ 158 175 189 200 358 409
50................................ 195 216 233 247 435 504
55................................ 236 261 281 299 520 608
60................................ 280 310 335 355 613 720
----------------------------------------------------------------------------------------------------------------
Note: (1) Loaded and unloaded buses; (2) Loaded single unit
trucks; (3) Unloaded truck tractors and single unit trucks; (4)
Loaded truck tractors tested with an unbraked control trailer; (5)
All vehicles except truck tractors; (6) Unloaded truck tractors.
* * * * *
Issued on: March 25, 2010.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.
[FR Doc. 2010-7132 Filed 3-29-10; 8:45 am]
BILLING CODE 4910-59-P
