49CFR FMVSS Bus emergency exits and window retention and release. S1 Scope. This standard establishes requirements for the retention of windows. This responds to your letter asking about the applicability of Federal Motor Vehicle Safety Standard (FMVSS) No. , Bus Emergency Exits and Window. Federal Motor Vehicle Safety Standard (FMVSS) No. , “Bus emergency exits and window retention and release,” applies to buses, including.

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More limitations on accuracy are described at the GPO site. To ensure that all interested parties have a sufficient amount of time to fully develop their comments, the Agencies are extending the deadline for the submission fmsvs written comments on the proposal, including comments on the Preliminary Regulatory Impact Analysis and Initial Regulatory Flexibility Analysis and Draft Environmental Assessment accompanying the proposal, by 30 days.

Additionally, this final rule increases a manufacturer’s design flexibility while providing opportunity to decrease cost without compromising safety.

Passenger compartment means space within the school bus interior that is between a vertical transverse plane located 76 centimeters in front of the forwardmost passenger seating reference point and a vertical transverse plane tangent to the rear interior wall of the bus at the vehicle centerline.

The petitioners request that NHTSA require underride guards on vehicles not currently required by the FMVSSs to have guards, notably, single unit trucks, and improve the standards’ requirements for all guards, including guards now required for heavy trailers and semitrailers. Upward from inside the bus and, at the discretion of the manufacturer, from outside the bus. For several years, NHTSA has researched forward collision avoidance and mitigation technology on heavy vehicles, including forward collision warning and automatic emergency braking systems.

B Keeps the door from closing past the point at which the door is perpendicular to the side of the bus bodyregardless of the body’s orientation; and. Motor carriers operating such vehicles in interstate commerce fmves be required to maintain the speed limiting devices for the service life of the vehicle.

Separately, NHTSA plans to issue a notice of proposed rulemaking proposing to upgrade the requirements for all guards.


As technology evolves and in anticipation of requests to test and further develop high and full ADS, including those in vehicles without traditional controls necessary for a human driver, NHTSA is issuing this ANPRM to obtain public comments on the factors and structure that are appropriate for the Agency to consider in designing a national pilot program that will enable it to facilitate, monitor and learn from the testing and development of the emerging advanced vehicle safety technologies and to assure the safety of those activities.

Comments must be received on or before March 24, Fmss the low force access regions shown in Figure 3B, in the case of buses whose roof exits are not offset from the plane specified in S5.

FMVSS & FMVSS – Reflective Solutions

Each school bus shall be equipped with the exits specified in either S5. The effective date of this final rule is January 16, However, in determining the total unobstructed openings provided by a busno emergency exit, regardless of its area, shall be credited with more than 3, square centimeters of the total area requirement.

United States Code U. NHTSA is issuing this NPRM to propose a new Federal motor vehicle safety standard to enhance the rollover structural integrity of certain types of large buses generally, over-the-road buses of any weight and non-over-the-road buses with a gross vehicle weight rating GVWR greater than 11, kilograms kg 26, pounds lb. In the case of roof fmvvss with one release mechanism, the mechanism shall require two force applications to release the exit.

Post and roof bow panel space means the area between two adjacent post and roof bows. For exits with one release mechanism, the exit shall require two force applications to open the exit: Summary This document rmvss a petition for rulemaking submitted by Mr.

The performance requirements would also ensure that seats and overhead luggage racks remain secured and window glazing attached to its mounting fmvsa and after a rollover crash, and would ensure that emergency exits remain closed during the rollover crash and operable after the crash.

Aberizk did not demonstrate how the other features address a motor vehicle safety need. ADS testing and development are already underway in several areas of the United States. Inwe expect that, without this rule, about 34 percent of new truck tractors and 80 percent of new buses affected by this final rule would be equipped with ESC systems.


Summary This document denies a fmvzs petition submitted by Mr. Marianne Karth and the Truck Safety Coalition Petitioners requesting that the agency improve the safety of rear impact underride guards on trailers and single unit trucks.

His petition includes two requests: NHTSA has granted Toyota’s petition and proposes to establish appropriate performance requirements to ensure the safe introduction of adaptive driving beam headlighting systems if equipped fmss newly manufactured vehicles. The Agency also seeks comments from road 27, including vehicle drivers and passengers, cyclists and pedestrians.

The focus of this notification is rules that specifically relate to passenger cars, multipurpose passenger vehicles, trucks, buses, trailers, motorcycles, and motor vehicle equipment.

49 CFR 571.217 – Standard No. 217; Bus emergency exits and window retention and release.

The incorporation by reference of certain publications listed in the standard is approved by the Director of the Federal Register as of February 13, This standard establishes requirements for the retention of windows other than windshields in busesand establishes operating forces, opening dimensions, and markings for bus emergency exits. Without a mandate to require and standardize V2V communications, the agency believes that manufacturers will not be able to move forward in an efficient way and that a critical mass of equipped vehicles would take many years to develop, if ever.

As shown in Figure 2 or Figure 3. NHTSA believes that V2V capability will not develop absent regulation, because there would not be any immediate safety benefits for consumers who are early adopters of V2V.

The report also explores technical, legal, security, and privacy issues related to the implementation of V2V. Today’s ANPRM requests comment on NHTSA’s estimated cost and benefits of requirements for underride guards on single unit trucks, and for retroreflective material on the rear and sides of the vehicles to improve the conspicuity of the vehicles to other motorists.