[Federal Register Volume 63, Number 138 (Monday, July 20, 1998)] [Proposed Rules] [Pages 38797-38799] From the Federal Register Online via the Government Publishing Office [www.gpo.gov] [FR Doc No: 98-19154] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration 49 CFR Part 571 Denial of Petition for Rulemaking; Federal Motor Vehicle Safety Standards AGENCY: National Highway Traffic Safety Administration (NHTSA), Department of Transportation. ACTION: Denial of petition for rulemaking. ----------------------------------------------------------------------- [[Page 38798]] SUMMARY: This document denies Mr. John K. Roberts' petition to amend Federal Motor Vehicle Safety Standard (FMVSS) No. 108, Lamps, reflective devices, and associated equipment, to add requirements regarding the maximum time for a stop lamp to reach 90 percent of its required illumination. A requirement of this nature could be met using currently-available technology such as light emitting diodes (LEDs), neon lamps, hot filament systems, or shuttered systems. However, the costs associated with such a requirement would be far in excess of its benefits. FOR FURTHER INFORMATION CONTACT: Mr. Chris Flanigan, Office of Safety Performance Standards, NHTSA, 400 Seventh Street, SW, Washington, DC 20590. Mr. Flanigan's telephone number is: (202) 366-4918. His facsimile number is (202) 366-4329. SUPPLEMENTARY INFORMATION: By letter dated March 29, 1997, Mr. Roberts petitioned the agency to amend FMVSS No. 108 to create a stop lamp ``rise time'' requirement. He suggested that the standard require stop lamps to reach 90 percent of their presently-required intensity within 75 milliseconds (ms) following actuation. Conventional incandescent lamps take about 250 ms to reach 90 percent of their required intensity. In an emergency stop situation, this decrease in illumination time would allow an extra fraction of a second (approximately \1/6\th of a second), for a following driver's brake actuation time. Vehicle manufacturers could meet this requirement by using one of four currently available technologies. LED and neon lamps, which are both used on current vehicles, could meet the requirement as suggested by Mr. Roberts. These types of lamp systems can illuminate to 90 percent of their required intensity in well under 75 ms. Another method of meeting the suggested requirement would be to use a hot filament incandescent lamp. For this type of system, a conventional incandescent lamp would be constantly supplied with a low voltage which would not be enough to illuminate the lamp, but would decrease the illumination time. This is because the lamp is already supplied with a portion of the energy required for illumination. Finally, a shuttered light system could be used to comply. This type of system uses a centralized light source and individually shuttered fiber optic bundles to distribute and modulate the light sent to the stop lamps. Mr. Roberts stated that Standard No. 108 should address the time lag occurring between the actuation of stop lamps and their rise to effective levels of intensity. He believes that the demands on a driver are much greater today than when the standard was promulgated, and therefore, this aspect of stop lamp systems should be regulated. He cites several vehicle design trends which lead him to believe that minimum stop lamp rise times are necessary. These include: enhanced capability for some vehicles to decelerate abruptly due to improved brakes, tires, and suspension systems; the use of lighter (and more electrically resistive) vehicle wiring harnesses to improve vehicle fuel economy; and increasingly overburdened vehicle electrical supply systems. He states that a vehicle travels seven meters or nearly 1.5 car-lengths at typical highway speeds during a typical incandescent lamp's 250 ms rise time. Agency Position Based on NHTSA's analyses, the requirement that Mr. Roberts suggested would produce relatively minor benefits. A May 1993 DOT report, ``Assessment of IVHS Countermeasures for Collision Avoidance: Rear end Crashes,'' (DOT HS 807 995) found that both vehicles were moving in only 25 percent of all rear-end crashes. Further, in only four percent of these crashes was ``following too closely'' or ``tailgating'' cited as the principal cause. With respect to this one percent of all rear-end crashes (four percent of 25 percent), Mr. Roberts' suggestion would only provide a benefit if all the following conditions were met simultaneously: (1) The following driver is attentive enough to notice a \1/4\th second decrease in stop lamp actuation time; (2) the following distance is so short that the following driver cannot apply the brake fast enough to avoid the collision; (3) the lead driver decelerates so rapidly that the following driver cannot apply the brake fast enough to avoid a collision, and; (4) the following driver applies the brake upon first seeing the stop lamp without waiting for any additional clues such as closing distance reduction, lead vehicle pitching, or tire squeal. Even if all these factors occur, it seems unlikely that even one percent of all rear end crashes would be eliminated or reduced in severity by such a requirement. While there would be some small level of benefits if Mr. Roberts' suggestion were to be included in the standard, such benefits would be greatly outweighed by the costs involved. LED, neon, and shuttered light systems would cost manufacturers upwards of $30 per vehicle. The least expensive of the four available technologies would be the hot filament systems. These systems would cost the industry approximately $15 per vehicle. To incorporate these systems, vehicles would need extra wiring and circuitry to keep the filament of the incandescent bulb powered to a level that is just below illumination. Based on an annual U.S. production of 16,000,000 vehicles, the suggested requirements would cost at least $240,000,000 per year to vehicle manufacturers which would be passed on to the consumer. This cost does not include manufacturer installation and other costs such as manufacturer and dealer profits. The agency has found in the past that these costs generally add about 50 percent onto the original equipment cost. These additional factors thus would raise the cost to the consumer further. Also, there would be an additional cost incurred by the consumer due to the extra power required to keep the lamp filaments constantly powered. This would lead to an increase in fuel consumption. In order to confirm our belief that the benefits of fast rise brake requirements would be small, NHTSA analyzed data to compare the crash involvement of vehicles with LED and neon CHMSLs to similar vehicles with conventional incandescent CHMSLs. Specifically, Maryland state files were searched for model year 1994-1996 sport utility vehicles and vans that were struck in the rear while slowing or stopping. These types of vehicles were chosen because they had the highest percentage of vehicles which had LED and neon CHMSLs and were fairly similar in size. When comparing the crash involvement of LED and neon CHMSL vehicles to the incandescent CHMSL vehicles, there was no statistical difference found between designs. This may reflect the relatively small percentage of the vehicle fleet now in service with LED and neon CHMSLs, so that no statistically valid study may yet be conducted. Alternatively, it may be that the effects of lesser rise times do not show up in crash statistics. Whatever the case, the current data do not show safety benefits on the road from this technology. Although the agency does not have data at this time to support such a requirement, it seems intuitive that there could be some value to a stop lamp illuminating faster. Because there are potential benefits, the agency will revisit this issue in the future when there are more vehicles on the road with LED and neon stop lamps. Based on NHTSA's examination of recent model year vehicles' CHMSLs, manufacturers are moving towards using more LED and neon light sources for this application. [[Page 38799]] Further, LEDs are beginning to be used as a light source for the main stop lamps as well. When the population increases, perhaps this will give the agency sufficient data to support proposing such a requirement. In accordance with 49 CFR part 552, this completes the agency's review of the petition. The agency has concluded that there is no reasonable possibility that the amendment requested by the petitioner would be issued at the conclusion of a rulemaking proceeding. Accordingly, it denies Mr. Roberts' petition. Authority: 49 U.S.C. 30103, 30162; delegation of authority at 49 CFR 1.50 and 501.8. Issued on: July 13, 1998. L. Robert Shelton, Associate Administrator for Safety Performance Standards. [FR Doc. 98-19154 Filed 7-17-98; 8:45 am] BILLING CODE 4910-59-P