[Federal Register Volume 61, Number 185 (Monday, September 23, 1996)]
[Rules and Regulations]
[Pages 49691-49696]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-23796]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. 92-29; Notice 11]
RIN 2127-AG06
Federal Motor Vehicle Safety Standards; Stability and Control of
Medium and Heavy Vehicles During Braking
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This document amends Standard No. 121, Air Brake Systems, to
specify the location, labeling, color, activation protocol, and
photometric intensity of antilock brake system (ABS) malfunction
indicator lamps on the exterior of trailers and trailer converter
dollies. The purpose of the malfunction indicator lamp is to inform
drivers, and maintenance and inspection personnel, of malfunctions in a
trailer's ABS.
DATES: Effective dates. The amendments to 49 CFR 571.121 are effective
March 1, 1997.
Compliance dates. Compliance with the amendments to paragraph
S5.2.3.3 (b) will be required on and after March 1, 1998.
Incorporation by reference. The incorporation by reference of a
publication listed in the regulation is approved by the Director of the
Federal Register as of March 1, 1997.
Petitions for reconsideration. Any petitions for reconsideration of
this rule must be received by NHTSA no later than November 7, 1996.
[[Page 49692]]
ADDRESSES: Petitions for reconsideration of this rule should refer to
the above referenced docket numbers and should be submitted to:
Administrator, National Highway Traffic Safety Administration, 400
Seventh Street, S.W., Washington, D.C. 20590.
FOR FURTHER INFORMATION CONTACT: For non-legal issues: Mr. Robert M.
Clarke, Office of Crash Avoidance, National Highway Traffic Safety
Administration, 400 Seventh Street, SW., Washington, D.C. 20590 (202)
366-5278.
For legal issues: Mr. Marvin L. Shaw, NCC-20, Rulemaking Division,
Office of Chief Counsel, National Highway Traffic Safety
Administration, 400 Seventh Street, SW., Washington, D.C. 20590 (202)
366-2992.
SUPPLEMENTARY INFORMATION:
I. Background
II. Petitions for Reconsideration and Notice of Proposed Rulemaking
III. Comments on the December NPRM
IV. Agency Decision
A. General Considerations
B. Location
C. Color
D. Activation Protocol
E. Intensity and Photometric Requirements
V. Costs
VI. Rulemaking Analyses and Notices
I. Background
On March 10, 1995, NHTSA published a final rule amending Federal
Motor Vehicle Safety Standard (FMVSS) No. 121, Air brake systems, to
require medium and heavy vehicles to be equipped with an antilock brake
system (ABS) (60 FR 13216). Truck tractors will be required to be
equipped with ABS beginning March 1, 1997, and air-braked trailers and
single-unit trucks will be required to be so equipped beginning March
1, 1998. These vehicles also will be required to be equipped with
indicator lamps to alert their drivers of ABS malfunctions. Each truck
equipped to tow trailers, including a truck tractor, will be required
to be equipped with two in-cab warning lamps: one to indicate
malfunctions of its own ABS, and another to indicate ABS malfunctions
on units it tows. Trailers will be required to be equipped with an
electrical circuit capable of signaling a trailer ABS malfunction to
the cab of the towing unit.
NHTSA recognized that, during the initial transition period, there
is a high likelihood that new ABS-equipped trailers will frequently be
towed by older, non ABS-equipped tractors or trucks that will not have
the capability to receive ABS malfunction signals transmitted from
trailers. Accordingly, to provide drivers, and maintenance and
inspection personnel, with the ability to determine a malfunction with
the trailer ABS, the agency has required that trailers (including
converter dollies) also be required to be equipped with a separate
external ABS malfunction indicator. The March 10, 1995, final rule
specified an interim eight-year period, from March 1, 1998, to March 1,
2006, during which these external ABS malfunction indicator lamps must
be installed on trailers.1 The agency reasoned that, after that
time period, there would be sufficient new ABS-equipped truck tractors
and towing trucks fitted with in-cab trailer ABS malfunction warning
indicators to obviate the need for the separate trailer-mounted ABS
malfunction warning lamp. The agency intended the trailer-mounted lamps
to be visible to drivers using their outside rearview mirrors.
---------------------------------------------------------------------------
1 A final rule responding to petitions for
reconsideration extended this requirement until March 1, 2009 (61 FR
5949, February 15, 1996).
---------------------------------------------------------------------------
II. Petitions for Reconsideration and Notice of Proposed Rulemaking
NHTSA received 16 petitions for reconsideration to the March 10,
1995 final rule. Most of these petitions addressed testing and
implementation issues associated with the requirements for ABS. In
addition, Midland-Grau and the Truck Trailer Manufacturers Association
(TTMA) requested changes in the requirements for external trailer ABS
malfunction indicator lamps. Specifically, they petitioned NHTSA to
delete the requirement that the external malfunction indicator lamp on
a trailer be visible from the driver's seating position ``through the
rearview mirrors.'' (see S5.2.3.3). Midland-Grau stated that since
truck tractor manufacturers cannot control where the external lamp
would be located, requiring tractor manufacturers to ensure that the
lamp is visible from the cab of the truck tractor is unreasonable. TTMA
stated that since trailer manufacturers cannot control where mirrors
are located on tractors, requiring the ABS malfunction lamp on dollies
and trailers to be visible ``through the rearview mirrors'' is not
appropriate. That organization also stated that there is no good,
practical location for such a lamp on a dolly.
On December 13, 1995, NHTSA published two notices in response to
the petitions for reconsideration: (1) A final rule (60 FR 63965) that
amended portions of the standard dealing with ABS and stopping distance
requirements, and (2) a notice of proposed rulemaking (NPRM) (60 FR
64010) that proposed changing the requirements for the location, color,
and intensity of the external ABS malfunction lamps on trailers and
dollies.
On February 15, 1996, NHTSA issued another final rule (61 FR 5949)
that responded to 13 petitions for reconsideration to the December 13,
1995 final rule. Specifically, the agency amended the trailer ABS
electrical powering requirements and adopted a four-year delay in the
effective date on which truck tractors and trucks equipped to tow
trailers must be capable of receiving and displaying ABS malfunction
warning signals from trailers. Because of the delay in the requirement
for in-cab signaling, the agency extended the transition period during
which trailers must be equipped with the external ABS malfunction
indicator. Thus, these lamps must be equipped on trailers manufactured
on and after March 1, 1998, and before March 1, 2009.
III. Comments on the December NPRM
NHTSA received comments on the proposal to amend the external
trailer ABS malfunction indicator requirements from TTMA, Midland-Grau,
the American Trucking Associations (ATA), the American Society of
Safety Engineers (ASSE), Truck-Lite, Inc., and Grote Industries, Inc.
The commenters generally agreed with the need for the external trailer
ABS malfunction indicator lamp. Most commenters requested that the lamp
be located at the trailer's rear rather than at its front. The agency's
responses to specific comments about the lamp's location, labeling,
color, activation protocol, and photometric requirements are set forth
below.
IV. Agency Decision
A. General Considerations
After reviewing the comments and other available information, NHTSA
has decided to adopt requirements with respect to the location, color,
activation protocol, and photometric intensity of the external ABS
malfunction lamps on trailers and trailer converter dollies. The ABS
malfunction indicator lamp on a trailer will have to be mounted near
the rear of the left side of the trailer, no closer than 150 mm (5.9
inches) and not more than 600 mm (23.6 inches) from the rear red side
marker lamp. The ABS malfunction indicator lamp for a converter dolly
will have to be mounted on a permanent structure on the dolly at least
375 mm (14 inches) above the road surface. In all cases, the
malfunction indicator lamp must be yellow and be illuminated whenever
power is supplied to the ABS and there
[[Page 49693]]
is a malfunction. The lamps will also meet the requirements for
combination clearance side marker lamps specified by the Society of
Automotive Engineer's (SAE's) Recommended Practice J592 July 1972 or
JUN92 which is referenced in Standard No. 108. The specific details of
each requirement are discussed below
B. Location
In the December 1995 NPRM, NHTSA proposed that the trailer ABS
malfunction indicator lamp be located on the left side of each trailer,
as close to the front as practicable, and at a height as close as
practicable to 96 inches above the road surface. The proposed location
requirement was patterned after a previous agency proposal to require a
low air pressure warning lamp on trailers. (55 FR 4453, February 8,
1990) The proposed height was consistent with the mean driver eye
height, as reported in a University of Michigan study.2 Given
anticipated practicability problems for some trailers, such as flatbeds
and lowboys, the agency also proposed that the malfunction indicator
lamp could be located on the front of the trailer, as far leftward as
possible and at a height as close to 96 inches as practicable.
---------------------------------------------------------------------------
\2\ ``The Influence of Truck Driver Eye Position on the
Effectiveness of Retroreflective Traffic Signs,'' by Sivak,
Flannagan, and Gellatly, September 1991.
---------------------------------------------------------------------------
Truck-Lite agreed with the proposal to locate the external ABS
indicator near the front of the trailer. TTMA, ATA, Midland-Grau, and
Grote recommended that this indicator be located at the rear of the
trailer near the red side marker lamp. They stated that such a location
would allow the indicator to be visible and readily detected when
activated, provided that the ABS malfunction indicator were yellow.
These commenters stated that such a location would be readily visible
to drivers who use the red side marker lamp as a visual location cue to
help them track the lateral position of their trailer when making
turns.
NHTSA has decided to require that the external trailer ABS
malfunction indicator lamp be located near the rear of the trailer. The
agency believes that this lamp will be readily seen by drivers using
their rearview mirrors, and during walkaround vehicle inspections. The
agency notes that this lamp will only activate in those rare situations
when the trailer ABS has malfunctioned. The external trailer ABS
malfunction indicator must be located near the rear of the left side of
a trailer when viewed from the rear of the trailer, no closer than 150
mm (5.9 inches) and not more than 600 mm (23.6 inches) from the rear
red side marker lamp. The agency selected this range to ensure a
standardized location of this lamp near the trailer rear, thereby
facilitating its being viewed by drivers, while providing flexibility
to trailer manufacturers. This requirement combines the suggestions of
Midland-Grau, TTMA, ATA, and Grote, concerning the specific location
requirements for the trailer ABS malfunction indicator relative to the
red rear side marker lamp.
This decision reflects several considerations. In this standardized
location, the lamp can be seen by drivers, as well as fleet maintenance
and roadside inspection personnel, during pre-trip and post-trip
inspections. Platform trailers, pole/logging trailers, and other
miscellaneous trailers typically lack a front face. Based on Table 1
below, these trailers account for approximately 25 percent of all
trailers. For such trailers, a front mounting position of the external
malfunction indicator would have been problematic. In contrast, an
external malfunction indicator can be mounted on the rear left of all
trailers, even platform and other trailers that may have had difficulty
complying with the proposal for locating the indicator by the trailer's
front face. Moreover, locating the lamp in the rear also reduces
installation costs and improves durability since less wire will be
needed between the ABS electronic control unit (ECU) and the light it
activates, compared to locating the indicator at the front of trailers.
Accordingly, NHTSA believes that requiring the indicator lamp to be
located on the rear left side will provide manufacturers sufficient
latitude and flexibility in equipping their trailers with this lamp.
Table 1.--U.S. Commercial Truck Fleet by Major Body Type * (1992)
------------------------------------------------------------------------
Percent of
Cargo body type 1992 fleet
population
------------------------------------------------------------------------
Platform................................................... 22.2
Van........................................................ 44.5
Auto Transport............................................. 1.5
Dump....................................................... 10.1
Grain Bodies............................................... 4.2
Garbage/Refuse............................................. 0.4
Livestock.................................................. 1.3
Pole/Logging............................................... 3.2
Tank/Dry Bulk.............................................. 2.0
Tank/Liquids or Gas........................................ 7.4
Others..................................................... 3.2
------------
Total................................................ 100.0
------------------------------------------------------------------------
* Source: 1992 Truck Inventory and Use Survey, U.S. Census Bureau.
Truck-Lite was the only commenter to specifically address NHTSA's
proposal to require that a malfunction indicator lamp be placed on a
permanent structure of the dolly and be visible to a person standing on
the road surface near the location of the indicator. That commenter
agreed with the agency's proposal. Since the agency continues to
believe that the proposed location for dollies is appropriate, the
agency has decided to adopt the location requirement for dollies, as
proposed.
C. Color
In the December 1995 NPRM, NHTSA proposed that the external ABS
malfunction indicator be yellow. The agency reasoned that this color
was consistent with the requirements in Standard No. 101, Controls and
displays, which requires that in-vehicle ABS malfunction indicator
lamps be yellow. The agency further stated that selecting this color
would harmonize the requirement with the vehicle standards of the
International Organization for Standardization (ISO) and the Economic
Commission for Europe (ECE) which specify red to indicate brake failure
and yellow to indicate ABS malfunction. While NHTSA recognized that
these color requirements are applicable to instrument panel lamps and
do not address ABS malfunction indicator lamps on the exterior of a
vehicle, the agency stated that it is desirable to have a uniform
protocol. The agency tentatively concluded that the same requirements
should be applied to external ABS malfunction lamps since they perform
the same function as in-vehicle ABS malfunction lamps. The agency
further concluded that a green status lamp on the trailer exterior
would be inconsistent with the already established convention, thereby
creating confusion among drivers.
TTMA, Midland-Grau, and Grote recommended that the external ABS
malfunction indicator lamp be yellow, provided that it was located at
the trailer's rear. These commenters believed a yellow color was
necessary to make it possible for drivers to distinguish this lamp from
the red rear side marker lamp. They stated that a yellow lamp would be
visible and readily detected, when activated, because the red rear side
marker lamp is now routinely seen by drivers using their rearview
mirrors. ATA stated, without explanation, that a yellow malfunction
indicator should not be mounted at the trailer's rear. ATA favored a
green status indicator, stating that the SAE Truck and Bus ABS Task
Force had recently issued a
[[Page 49694]]
recommended practice that ``status indicators'' on a vehicle's exterior
should be green and should illuminate when the ABS is operating
properly.
After reviewing the available information, NHTSA has decided to
require the external trailer ABS malfunction indicator lamp to be
yellow. The agency believes that yellow will minimize confusion, be
readily understandable by drivers, and be distinguishable from the red
rear side marker lamps.3 NHTSA believes that while a green light
is appropriate to indicate that a system is operating properly, it
would be potentially confusing to indicate that a system such as the
trailer ABS is malfunctioning. The commonly accepted convention for
indicating the readiness of a system is an activated green light. NHTSA
notes that there would be no prohibition against supplementing the
required yellow external malfunction indicator lamp on a trailer with a
green lamp on the ECU to indicate the trailer ABS's status. Such a
supplemental lamp would not have to conform to any of the color or
protocol requirements specified for the external trailer ABS
malfunction indicator lamp.
---------------------------------------------------------------------------
\3\ Table I of Standard 108 includes a requirement for, on the
side of each trailer, a yellow clearance lamp at the front and a red
clearance lamp at the rear.
---------------------------------------------------------------------------
TTMA, ATA, Midland-Grau, and Grote suggested that the trailer ABS
malfunction indicator lamp be labeled with the letters ``ABS'' to
distinguish this lamp from other, otherwise identical, yellow side
marker lamps. They suggested several ways to distinguish the yellow
side markers from the trailer ABS indicator, including a decal on the
lens itself; a permanent marking on the lens or its housing; or a
permanent decal or plaque affixed to the trailer structure, at a
location immediately adjacent to the lamp.
NHTSA has decided to require the yellow trailer ABS malfunction
indicator lamp to be identified with the letters ``ABS'' to distinguish
this lamp from the yellow side marker/clearance lamps. This
identification is intended to inform drivers and others making a pre-
trip inspection that this lamp functions as a trailer ABS malfunction
indicator. The agency has specified several acceptable methods of
permanently marking the lamp to provide manufacturers with flexibility
in complying with this requirement. Specifically, a manufacturer may
use any of the following ways to permanently identify the trailer ABS
malfunction indicator: marking the lens, marking the lens housing,
affixing a label or plaque to the trailer near the indicator, or
painting the trailer near the indicator.
NHTSA is also specifying minimum character size requirements for
the indicator lamp identification, which are based on generally
recognized human factors design principles.4 The agency based its
selection of the character sizes on its assumption that 15 feet was a
reasonable estimate of the distance between the driver or mechanic
during a pre-trip walk-around inspection of a trailer.
---------------------------------------------------------------------------
\4\ ``Visual Display Character Size,'' Woodson, WE Human Factor
Design Handbook, McGraw-Hill, New York, 1981, pages 494-495.
---------------------------------------------------------------------------
D. Activation Protocol
In earlier comments and its petition for reconsideration, TTMA
requested the lamp to be lit continuously when the ABS is functioning
properly and to be extinguished when there is a malfunction in the ABS.
NHTSA addressed this issue in detail in the March 1995 final rule
on heavy vehicle ABS rulemaking. In that notice, the agency decided to
require that the ABS malfunction indicator lamp be lit when a
malfunction exists and not be lit when the antilock system is
functioning properly. S5.2.3.3 of Standard No. 121 further requires
that the trailer ABS malfunction indicator lamp be lit during the
check-of-lamp function only when the vehicle is stationary and power is
first supplied to the antilock system. This allows the ABS lamp on a
trailer that is moving to undergo the check of lamp function, without
the lamp cycling on and off whenever the brakes are applied. The agency
stated that such a requirement eliminates distractions for the driver
and for drivers of adjacent vehicles, created by the ABS lamp cycling
on and off with every brake application. The agency emphasized that in
the event of a malfunction in the trailer antilock system, the
malfunction indicator lamp would be lit whenever power is supplied to
the trailer antilock system, regardless of whether the vehicle is
stationary or moving. Accordingly, the agency decided to deny TTMA's
request in its petition for a change in the ABS malfunction indicator
lamp protocol and proposed no change to the protocol included in the
ABS final rule.
No commenter addressed the trailer ABS indicator's activation
protocol.
NHTSA continues to believe that the ABS malfunction indicator lamp
should follow the accepted convention of activating when a malfunction
exists and not activating when the antilock system is functioning
properly. Thus, this protocol, first contained in the March 10, 1995
final rule requirements, remains in effect.
E. Intensity and Photometric Requirements
In their original petition to the March 10, 1995 final rule, AAMA
and TTMA petitioned NHTSA to require that the external ABS malfunction
indicator lamp be subject to the same photometric 5 requirements
as those specified in Standard No. 108.
---------------------------------------------------------------------------
5 Photometric values specify the amount of light emitted
by a lamp, when measured from a specified distance.
---------------------------------------------------------------------------
NHTSA tentatively agreed with these petitioners in its December 13,
1995, final rule and proposed that the lamps meet the photometric
requirements for clearance, side marker, and identification lamps
specified by SAE Recommended Practice J592 JUN92 for clearance lamps,
which are referenced in Standard No. 108. Specifically, the agency
proposed that ABS malfunction indicator lamps meet the photometric
performance requirements specified in SAE J592 JUN92 for the luminous
intensity of side marker lamps. Those requirements specify minimum
intensity values at test points of 45 degrees along a horizontal axis
and 10 degrees along a vertical axis, when measured from a lamp
distance of at least three meters. In addition, the agency proposed
that the lamp be mounted on the trailer in such a manner that its beam
is directed toward the front of the trailer and rotated 90 degrees so
that its top and bottom become its sides. The agency believed that such
an orientation of the lamp would ensure that its widest light beam is
in a vertical plane just outboard of the side of the trailer, and hence
would be more likely to be visible by the driver through the tractor's
rearview mirrors.
Truck-Lite, TTMA, and Midland-Grau requested that conformance be
allowed to the July 1972 version of SAE J592 (as well as the June 1992
version), since that earlier version is referenced in Standard No. 108
and many currently manufactured and stocked lamps have been certified
as having met that version of the standard. These commenters also
stated that the agency's proposal to rotate the lamp 90 degrees was
inappropriate since the requirement would necessitate designing new
lamps for an extremely limited market. They suggested that such a
redesign would add costs for little apparent gain. Alternatively, they
requested the agency require the use of a combination clearance/side
marker lamp instead of a
[[Page 49695]]
simple side marker lamp, because the combination lamps, which have
``PC'' or ``P2'' marked on the lens or housing in accordance with SAE
J579c, Lighting Identification Code, have a uniform and wide diffused
beam pattern throughout the full 180 degree left and right range. Thus,
if this type lamp was used, rotating the lenses, or mounting the lamp
facing toward the front of the trailer would be unnecessary.
After reviewing the comments, NHTSA has amended the standard to
permit conformance to either the July 1972, or June 1992 version of SAE
J592. Additionally, the standard has been amended to require that a
combination clearance/side marker lamp with a ``PC'' or ``P2'' marked
on the lens or housing in accordance with SEA J759 Jan 95, Lighting
Identification Code, be used as the external trailer ABS warning lamp.
The agency agrees with the commenters that this change will provide
additional flexibility, without any detriment to safety. Based on the
available information concerning the light output pattern of
combination clearance/side marker lamps, the agency has decided that
rotating lamps is not necessary to achieve the intended function of
this lamp.
V. Costs
NHTSA has already evaluated the economic impact of requiring
trailers and dollies to be equipped with an external ABS malfunction
indicator lamp in the final rule on heavy vehicle ABS published on
March 10, 1995. The agency estimated that the unit cost of requiring an
ABS lamp on trailers and dollies is $9.43. Since this rule does not
require additional equipment, but only specifies location, color and
photometric intensity for the trailer ABS malfunction indicator lamp,
the rule should not have any impact on previously estimated costs or
benefits. The agency notes that there will be some nominal additional
costs associated with the labeling requirements. There will also be
some cost savings, compared to the December 1995 proposal, since
manufacturers will not have to redesign those trailers lacking a front
face on which to install a malfunction indicator lamp. Under the
proposal, a significant minority of trailers (approximately 25 percent)
would have needed a permanent structure attached to the trailer to
comply with the proposed requirement. Locating the lamp in the rear
also reduces installation costs and improves durability since less wire
will be needed between the ABS electronic control unit (ECU) and the
light it activates, compared to locating the indicator at the front of
trailers.
VI. Rulemaking Analyses and Notices
1. Executive Order 12866 (Federal Regulatory Planning and Review) and
DOT Regulatory Policies and Procedures
This rulemaking was not reviewed under E.O. 12866. NHTSA has
analyzed this proposal and determined that it is not ``significant''
within the meaning of the Department of Transportation's regulatory
policies and procedures. The impacts of the rule are so minimal as not
to warrant preparation of a full regulation evaluation. As noted above,
NHTSA has already evaluated the economic impact of requiring an
external ABS malfunction indicator lamp. For details, see the Final
Economic Assessment (FEA) titled, ``Final Rules FMVSS Nos. 105 & 121
Stability and Control While Braking Requirements and Reinstatement of
Stopping Distance Requirements for Medium and Heavy Vehicles,''
published in June 1994.
2. Regulatory Flexibility Act
In accordance with the Regulatory Flexibility Act, NHTSA has
evaluated the effects of this action on small entities. Based upon this
evaluation, I certify that the amendment will not have a significant
economic impact on a substantial number of small entities. Vehicle and
brake manufacturers typically do not qualify as small entities.
Further, aside from the relatively small cost impacts noted above, the
amendment will not affect costs or benefits beyond those addressed in
the (FEA) for the ABS final rule. Accordingly, no regulatory
flexibility analysis has been prepared.
3. Executive Order 12612 (Federalism)
This action has been analyzed in accordance with the principles and
criteria contained in Executive Order 12612, and it has been determined
that the rule does not have sufficient Federalism implications to
warrant preparation of a Federalism Assessment. No State laws are
affected.
4. National Environmental Policy Act
The agency has considered the environmental implications of this
rule in accordance with the National Environmental Policy Act of 1969
and determined that the rule does not significantly affect the human
environment.
5. Civil Justice Reform
The rule does not have any retroactive effect. Under section 103(d)
of the National Traffic and Motor Vehicle Safety Act (49 U.S.C. 30111),
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.
Section 105 of the Act (49 U.S.C. 30161) sets forth a procedure for
judicial review of final rules establishing, amending or revoking
Federal motor vehicle safety standards. That section does not require
submission of a petition for reconsideration or other administrative
proceedings before parties may file suit in court.
List of Subjects in 49 CFR Part 571
Imports, Incorporation by reference, Motor vehicle safety, Motor
vehicles, Rubber.
In consideration of the foregoing, the agency is amending Standard
No. 121, Air Brake Systems, in Title 49 of the Code of Federal
Regulations, Part 571 as follows:
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
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.
2. Section 571.121, as revised at 61 FR 27290 effective March 1,
1997, is amended by revising S5.2.3.3, to read as follows:
Sec. 571.121 Standard No. 121; Air brake systems.
* * * * *
S5.2.3.3 Antilock malfunction indicator.
(a) In addition to the requirements of S5.2.3.2, each trailer and
trailer converter dolly manufactured on or after March 1, 1998, and
before March 1, 2009, shall be equipped with an external antilock
malfunction indicator lamp that meets the requirements of S5.2.3.3 (b)
through (d).
(b)(1) The lamp shall be designed to conform to the performance
requirements of Society of Automotive Engineers (SAE) Recommended
Practice J592 JUN92, or J592e, July 1972, Clearance, Side Marker, and
Identification Lamps, for combination, clearance, and side marker
lamps, which are marked with a ``PC'' or ``P2'' on the lens or housing,
in accordance with SAE J759 Jan 95, Lighting Identification Code. SAE
J592 June 92, SAE J592e July 1972, and SAE J759 January 1995, are
incorporated by reference and thereby are made part of this standard.
The Director of the Federal Register approved the material
[[Page 49696]]
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Copies of the material may be inspected at NHTSA's Docket
Section, 400 Seventh Street, SW., room 5109, Washington, DC, or at the
Office of the Federal Register, 800 North Capitol Street, NW.,
Washington, DC.
(2) The color of the lamp shall be yellow.
(3) The letters ``ABS'' shall be permanently molded, stamped, or
otherwise marked or labeled in letters not less than 10 mm (0.4 inches)
high on the lamp lens or its housing to identify the function of the
lamp. Alternatively, the letters ``ABS'' may be painted on the trailer
body or dolly or a plaque with the letters ``ABS'' may be affixed to
the trailer body or converter dolly; the letters ``ABS'' shall be not
less than 25 mm (1 inch) high. A portion of one of the letters in the
alternative identification shall be not more than 150 mm (5.9 inches)
from the edge of the lamp lens.
( c) Location requirements. (1) Each trailer that is not a trailer
converter dolly shall be equipped with a lamp mounted on a permanent
structure on the left side of the trailer as viewed from the rear, no
closer than 150 mm (5.9 inches), and no farther than 600 mm (23.6
inches), from the red rear side marker lamp.
(2) Each trailer converter dolly shall be equipped with a lamp
mounted on a permanent structure of the dolly so that the lamp is not
less than 375 mm (14.8 inches) above the road surface when measured
from the center of the lamp with the dolly at curb weight. When a
person, standing 3 meters (9.8 feet) from the lamp, views the lamp from
a perspective perpendicular to the vehicle's centerline, no portion of
the lamp shall be obscured by any structure on the dolly.
(d) The lamp shall be illuminated whenever power is supplied to the
antilock brake system and there is a malfunction that affects the
generation or transmission of response or control signals in the
trailer's antilock brake system. The lamp shall remain illuminated as
long as such a malfunction exists and power is supplied to the antilock
brake system. Each message about the existence of such a malfunction
shall be stored in the antilock brake system whenever power is no
longer supplied to the system. The lamp shall be automatically
reactivated when power is again supplied to the trailer's antilock
brake system. The lamp shall also be activated as a check of lamp
function whenever power is first supplied to the antilock brake system
and the vehicle is stationary. The lamp shall be deactivated at the end
of the check of lamp function, unless there is a malfunction or a
message about a malfunction that existed when power was last supplied
to the antilock brake system.
* * * * * *
Issued on: September 11, 1996.
Ricardo Martinez,
Administrator.
[FR Doc. 96-23796 Filed 9-20-96; 8:45 am]
BILLING CODE 4910-59-P
