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Browse 37 rules and proposed rules from the Federal Register.
37
Total Regulations
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This document partially grants a petition for reconsideration of the October 30, 2024 final rule that established Federal Motor Vehicle Safety Standard (FMVSS) No. 217a, "Anti-ejection glazing for bus portals; Mandatory applicability beginning October 30, 2027." The standard intends to drive installation of advanced glazing in over-the- road buses (motorcoaches) and other large buses to reduce occupant ejections. This final rule revises the minimum size requirement for applicable portals, adds a figure to illustrate a daylight opening periphery, and clarifies the target location for edge impact tests. This document denies all other portions of the petition for reconsideration, including revising the definition of "daylight opening."
NHTSA is announcing a 15-day extension of the comment period for the proposed rule entitled The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule III for Model Years 2022 to 2031 Passenger Cars and Light Trucks, published in the December 5, 2025 issue of the Federal Register. NHTSA is also extending the comment period for the Draft Supplemental Environmental Impact Statement (Draft SEIS) that accompanies the proposed rule. The comment period was to end on January 20, 2026 (45 days after publication of the proposed rule in the Federal Register). This document extends the comment period to February 4 to allow the public additional time to comment on the proposed rule. NHTSA is denying requests for additional public hearings based on the number of testifiers that signed up to testify for NHTSA's virtual public hearing, which was announced via Federal Register notice on December 12, 2025 and held on January 7, 2026.
The National Highway Traffic Safety Administration (NHTSA) is announcing a virtual public hearing to be held January 7, 2026 on its proposal for the "The Safer Affordable Fuel-Efficient (SAFE) Vehicle Rule III for Model Years 2022 to 2031 Passenger Cars and Light Trucks," which was signed on December 2, 2025. This hearing also allows the public to provide oral comments regarding the Draft Supplemental Environmental Impact Statement (Draft SEIS) that accompanies the proposal. An additional virtual session will be held on January 8, 2026, if necessary, to accommodate the number of people that sign up to speak.
NHTSA, on behalf of the Department of Transportation (DOT), proposes to substantially recalibrate the Corporate Average Fuel Economy (CAFE) program to realign this program with Congressional intent. That recalibration includes proposing to amend DOT's fuel economy standards for light-duty vehicles for model years (MYs) 2022- 2026 and MYs 2027-2031. Consistent with statutory requirements, the fuel economy standards proposed in this rule are founded on light-duty vehicles powered by gasoline and diesel fuels, a category that includes non-plug-in hybrid vehicles. In formulating the proposed standards, NHTSA has not considered, consistent with law, the imputed fuel-economy performance of battery-powered electric vehicles (EVs) or the electric operation of vehicles that use plug-in hybrid electric powertrains, nor compliance credits or adjustments to the two-cycle fuel economy test procedures to account for air conditioning and off-cycle technologies. NHTSA also is proposing to eliminate the inter-manufacturer credit trading system and to amend the light-duty vehicle fleet classification system to allocate vehicles into passenger and non-passenger automobile fleets appropriately, based on their attributes and capabilities, starting in MY 2028. Elimination of unlawful considerations, combined with several of the proposed changes, would significantly improve the capabilities of manufacturers to meet fuel economy standards, better align the program with Congressional intent, and reduce manufacturer incentives to design vehicles and add features that are not desired by American consumers and that have questionable real-world fuel economy benefits. NHTSA is therefore proposing to set fuel economy standards that increase from newly proposed MY 2022 standards at a rate of 0.5 percent per year through MY 2026, followed by 0.25 percent per year through MY 2031, with MY 2027 stringency established as a bridge between the two sets of standards. The reduced stringency increases in later years, coupled with a reevaluation of the coefficients that define the functions governing fuel economy standards, are intended to establish maximum feasible standards in a manner that gains real-world fuel-economy-benefits, while enabling the industry to adapt to the proposed substantial recalibration of the CAFE program. NHTSA projects that the amended standards would correspond to the industry fleetwide average for all light-duty vehicles of roughly 34.5 miles per gallon (mpg) in MY 2031.
NHTSA published a final rule on December 18, 2024, in response to a mandate of the Fixing America's Surface Transportation Act (FAST Act) to establish the appropriate recording period in NHTSA's Event Data Recorder (EDR) regulation (49 CFR part 563). The final rule amended the pre-crash data capture requirements of EDRs by increasing the recording duration and sample rate from 5 seconds at 2 Hz to 20 seconds at 10 Hz. The agency received three petitions for reconsideration from the Alliance of Automotive Innovation, the EDR Committee of SAE International, and FCA US LLC (a subsidiary of Stellantis N.V.) in response to the final rule. NHTSA is proposing to delay the compliance date from September 1, 2027, to September 1, 2028, and implement a phase-in period for EDRs to meet the new requirements.
This action proposes revisions to certain documentation requirements relating to public participation and engagement in the Uniform Procedures for State Highway Safety Grant Programs.
FMCSA and NHTSA withdraw the September 7, 2016 joint NPRM that proposed to require that heavy vehicles (those with a gross vehicle weight rating (GVWR) of more than 11,793 kilograms (26,000 pounds)) be equipped with a speed limiting device that is maintained at a set speed. FMCSA also withdraws its May 4, 2022 ANSPRM, which announced FMCSA's intent to proceed with a speed limiter rulemaking. The ANSPRM stated that FMCSA was preparing a supplemental notice of proposed rulemaking (SNPRM) to propose that motor carriers operating commercial motor vehicles (CMVs) in interstate commerce with a gross vehicle weight or GVWR of at least 11,794 kilograms (26,001 pounds), whichever is greater, and that are equipped with an engine control unit (ECU) capable of governing the maximum speed, be required to limit the CMV to a speed to be determined by the rulemaking and to maintain that ECU setting for the service life of the vehicle. In light of significant policy and safety concerns and continued data gaps that create considerable uncertainty about the estimated costs, benefits, and other impacts of the proposed rule, FMCSA and NHTSA have decided to withdraw the proposal.
This final rule makes technical amendments to the Uniform Procedures for State Highway Safety Grant Programs to remove references to rescinded Executive Orders.
This interim final rule rescinds the National Highway Traffic Safety Administration's (NHTSA) 1975 Procedures for Considering Environmental Impacts from the Code of Federal Regulations because they are outdated, because they were promulgated on the basis of authorities that have been rescinded, and because the Department of Transportation has promulgated updated Department-wide National Environmental Policy Act (NEPA) procedures that will guide NHTSA's NEPA process.
This notice announces that NHTSA will not take enforcement action against regulated entities for failing to comply with Federal Motor Vehicle Safety Standard (FMVSS) No. 213a, Child restraint systems--side impact protection until the publication of any final rule finalizing NHTSA's May 30, 2025 proposal.
The National Highway Traffic Safety Administration is issuing this interpretive rule to set forth the agency's interpretation of the factors the agency is prohibited by law from considering when setting maximum feasible fuel economy standards under the Energy Policy and Conservation Act of 1975, the Energy Independence and Security Act of 2007, and other applicable law. This rule describes NHTSA's interpretation of its authority to establish the necessary legal foundation for bringing the Corporate Average Fuel Economy (CAFE) program into compliance with relevant statutory requirements. The rule also describes NHTSA's interpretation of its authority for a commercial medium- and heavy-duty (MDHD) on-highway vehicle and work truck fuel efficiency improvement program, also establishing the necessary legal foundation for bringing that program into compliance with the law. Pending the rulemaking process for the establishment of replacement standards, NHTSA will exercise its enforcement authority with regard to all existing CAFE and MDHD standards in accordance with the interpretation set forth in this rule.
NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements for Federal Motor Vehicle Safety Standard (FMVSS) No. 303.
NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements in Federal Motor Vehicle Safety Standard (FMVSS) No. 304.
This document proposes amendments to the safety standards for child restraint systems (CRSs). NHTSA is proposing to amend FMVSS No. 213a, "Child restraint systems--side impact protection," to exempt school bus CRSs from the standard's requirements as long as they meet specified labeling requirements; to delay the compliance date from June 30, 2025 to December 5, 2026; to provide that the Child Restraint Air Bag Interaction twelve-month-old (CRABI-12MO) test dummy will not be used to test forward-facing CRSs; and to amend the positioning procedures for that dummy. The first two of these amendments are in response to petitions from CRS manufacturers. NHTSA is also proposing to amend FMVSS No. 213, "Child restraint systems" and FMVSS No. 213b, "Child restraint systems; Mandatory applicability beginning December 5, 2026," to exclude school bus CRSs from the requirements to provide attachments for connection to the vehicle's child restraint anchorage system and to change certain labeling requirements to reflect how school bus child restraints are used.
NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements.
NHTSA is proposing to remove obsolete regulations related to the Consumer Assistance to Recycle and Save Act of 2009.
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 217, Bus emergency exits and window retention and release.
This action withdraws the notice of proposed rulemaking (NPRM) published in the Federal Register on May 21, 2015 proposing amendments to Federal Motor Vehicle Safety Standard (FMVSS) No. 218, "Motorcycle Helmets." The NPRM proposed three main changes to FMVSS No. 218: adding a definition of motorcycle helmet, adding preliminary screening requirements, and adding an alternate compliance process. Based on NHTSA's analysis of the comments received and other considerations, the Agency has decided to withdraw the rulemaking proposal.
NHTSA is proposing to amend Federal Motor Vehicle Safety Standard No. 204, Steering Control Rearward Displacement, so that it no longer applies to vehicles that are certified to the frontal barrier crash protection requirements of Federal Motor Vehicle Safety Standard No. 208, Occupant Crash Protection.
NHTSA is proposing to remove the obsolete Federal Motor Vehicle Safety Standard (FMVSS) No. 205(a), Glazing equipment manufactured before September 1, 2006, and glazing materials used in vehicles manufactured before November 1, 2006.
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 206, "Door locks and door retention components."
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standards (FMVSS) No. 207, Seating Systems.
NHTSA is proposing to remove unnecessary regulatory text from Federal Motor Vehicle Safety Standard (FMVSS) No. 210, Seat belt assembly anchorages.
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 214, Side impact protection.
NHTSA is proposing to remove the obsolete Federal Motor Vehicle Safety Standard (FMVSS) No. 216, related to roof crush resistance.
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 222, "School bus passenger seating and crash protection."
NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 301, Fuel system integrity.
This notice announces that the National Highway Traffic Safety Administration will not enforce the requirements of the final rule titled "Implementing the Whistleblower Provisions of the Vehicle Safety Act" until March 20, 2025.
This document corrects a January 7, 2025 final rule that amended Federal Motor Vehicle Safety Standard (FMVSS) No. 225; "Child restraint anchorage systems," and FMVSS No. 213b; "Child restraint systems," to improve ease-of-use of the lower and tether anchorages, improve correct use of child restraint systems in vehicles, and maintain or improve the correct use and effectiveness of child restraint systems (CRSs) in motor vehicles. The final rule fulfilled a mandate of the Moving Ahead for Progress in the 21st Century Act (MAP- 21) requiring that NHTSA improve the ease-of-use for lower anchorages and tethers in all rear seat positions.
This notice announces that NHTSA will not take enforcement action against regulated entities for failing to comply with the Bus Rollover Structural Integrity final rule and the Bus Rollover Structural Integrity final rule; partial grant of petitions for reconsideration until March 20, 2025.