[Federal Register: October 28, 2009 (Volume 74, Number 207)]
[Proposed Rules]
[Page 55495-55499]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr28oc09-23]
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CONSUMER PRODUCT SAFETY COMMISSION
16 CFR Part 1422
RIN 3041-AC78
Standard for Recreational Off-Highway Vehicles
AGENCY: Consumer Product Safety Commission.
ACTION: Advance notice of proposed rulemaking.
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SUMMARY: The Consumer Product Safety Commission (``Commission'') is
considering whether there may be unreasonable risks of injury and death
associated with Recreational Off-Highway Vehicles (ROVs). This advance
notice of proposed rulemaking (ANPR) begins a rulemaking proceeding
under the Consumer Product Safety Act (CPSA).\1\
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\1\ The Commission voted 4-0 to publish this ANPR in the Federal
Register. Chairman Inez M. Tenenbaum and Commissioners Robert Adler,
Thomas Moore, and Nancy Nord voted to publish the ANPR. Commissioner
Anne Northup abstained from voting. Chairman Tenenbaum issued a
statement, which can be found at http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.cpsc.gov/pr/tenenbaum10212009.pdf.
DATES: Written comments in response to this document must be received
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by the Commission no later than December 28, 2009.
ADDRESSES: You may submit comments, identified by Docket No. CPSC-2009-
0087, by any of the following methods:
Electronic Submissions
Submit electronic comments in the following way: Federal
eRulemaking Portal: http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.regulations.gov. Follow the instructions
for submitting comments. To ensure timely processing of comments, the
Commission is no longer accepting comments submitted by electronic mail
(e-mail) except through http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.regulations.gov.
Written Submissions
Submit written submissions in the following way:
Mail/Hand delivery/Courier (for paper (preferably in five copies),
disk, or CD-ROM submissions), to: Office of the Secretary, Consumer
Product Safety Commission, Room 502, 4330 East West Highway, Bethesda,
MD 20814; telephone (301) 504-7923.
Instructions: All submissions received must include the agency name
and docket number for this rulemaking. All comments received may be
posted without change, including any personal identifiers, contact
information, or other personal information provided, to http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.regulations.gov. Do not submit confidential business information,
trade secret information, or other sensitive or protected information
electronically. Such information should be submitted in writing.
Docket: For access to the docket to read background comments or
comments received, go to http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.regulations.gov.
FOR FURTHER INFORMATION CONTACT: Caroleene Paul, Project Manager,
Recreational Off-Highway Vehicle Team, Directorate for Engineering
Sciences, Consumer Product Safety Commission, 4330 East West Highway,
Bethesda, Maryland 20814-4408; telephone (301) 504-7540 or e-mail:
cpaul@cpsc.gov.
SUPPLEMENTARY INFORMATION:
A. Background
In general, ROVs are motorized vehicles having four or more low
pressure tires designed for off-road use and intended by the
manufacturer primarily for recreational use by one or
[[Page 55496]]
more persons. ROVs are a relatively new product in the motorized off-
road vehicle category, and, as explained in more detail in part B of
this preamble below, their speed and design make them distinct from
other vehicles such as all-terrain vehicles (ATVs), light utility
vehicles, and golf carts. The number of manufacturers and importers
marketing ROVs in the United States has increased substantially in
recent years. The first utility vehicle that exceeded 30 mph, thus
putting it in the ROV category, was introduced in the late 1990s. No
other manufacturer offered a ROV until 2003. Since 2003, more than a
dozen manufacturers and importers have entered the market, mostly in
only the last couple of years.
The Commission has received more than 180 reports of ROV-related
injury and fatality incidents occurring between January 2003 and August
2009. Additionally, non-fatal injuries involving ROVs are significant
in nature, often resulting in amputation, degloving,\2\ or other severe
injury of extremities that can cause permanent disfigurement. Although
a voluntary standard for ROVs has been proposed (as discussed in part
D.3 of this preamble), the Commission does not believe the proposed
voluntary standard as currently drafted adequately addresses the risk
of injury associated with ROVs. The Commission is considering whether
there may be unreasonable deaths and injuries associated with ROVs such
that rulemaking is necessary.
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\2\ A degloving is a type of injury in which a large section of
skin and tissue is torn away, sometimes to the bone.
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B. The Product
ROVs are motorized vehicles having four or more low pressure tires
designed for off-road use and intended by the manufacturer primarily
for recreational use by one or more persons. Other salient
characteristics of an ROV include: A steering wheel for steering
control, foot controls for throttle and braking, bench or bucket seats,
rollover protective structure (ROPS), restraint system, and a maximum
speed greater than 30 miles per hour (mph).
Although similar in configuration to some light utility vehicles
and golf carts, ROVs differ from these vehicle classes by their ability
to reach speeds greater than 30 mph. In addition, ROVs are more likely
than utility vehicles to be used recreationally in an off-road
environment. Light utility vehicles are used primarily in farm and work
applications and have maximum speeds of 25 mph or less. Similarly, golf
carts are intended for low speed applications (15 mph or less) on
moderate terrain.
ROVs are intended to be used on similar terrain to that on which
all-terrain vehicles (ATVs) are used, but are distinguished from ATVs
by having a steering wheel instead of a handle bar, bench or bucket
seats for the driver and passenger(s) instead of straddle seating, foot
controls for throttle and braking instead of levers located on the
handle bar, and ROPS and restraint systems that are not present on
ATVs.
Retail Prices: The suggested retail prices for ROVs are generally
higher than those for other types of recreational and utility vehicles.
The prices of the ROVs offered by the five major manufacturers range
from about $8,000 to $14,000, depending upon factors such as engine
size and other features. The retail prices of most of the models
offered by the smaller importers and distributors range from about
$6,000 to $8,000.
There also is an active secondary market for ROVs. For models
produced by the major manufacturers, prices for used ROVs range from as
low as $2,000 to $3,000 for models produced in the early 2000's, to
$5,000 to $8,000 for those produced in 2006 or 2007.\3\
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\3\ National Automobile Dealers Association, Motorcycle/
Snowmobile/ATV/Personal Watercraft Appraisal Guide, September-
December 2009.
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Sales and Numbers in Use: ROV sales have seen significant growth in
a short time period. In 1998, only one manufacturer offered ROV models
and fewer than 2,000 units were sold.\4\ By 2003, when a second major
manufacturer entered the market, almost 20,000 ROVs were sold. In 2008,
it is estimated that more than 126,000 ROVs were sold by more than a
dozen different manufacturers or distributors.\5\
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\4\ Based upon analysis of sales data compiled by Power Products
Marketing, Eden Prairie, MN.
\5\ Id.
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The CPSC's Product Population Model is a computer model that
projects the number of products in use given information on product
sales and the expected rate at which products fail or go out of use.\6\
The estimated approximate number of ROVs in use is a measure of risk
exposure. Based on sales through 2008, and assuming an average product
life of about 10 years, there may have been more than 416,000 ROVs in
use at the end of 2008. This contrasts with fewer than 45,000 ROVs in
use at the end of 2003.
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\6\ For a more complete description of the Product Population
Model, see M.L. Lahr and B.B. Gordon, Final Report on Product Life
Model Feasibility and Development Study to Deputy Associate
Executive Director for Economic Analysis, U.S. Consumer Product
Safety Commission, prepared by Battelle Columbus Laboratories,
Columbus, Ohio (14 July 1980).
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C. The Risk of Injury
The Commission has received reports of 181 ROV-related fatality and
injury incidents occurring between January 2003 and August 2009. Many
reports were submitted to the CPSC by consumers, medical examiners, and
police departments. In addition, the Commission obtained reports of
ROV-related injury and fatality incidents through review of newspaper
articles and other news sources, including online news reports. These
incidents do not constitute a statistically derived sample of ROV-
related incidents.
Because of the number and severity of the incidents, CPSC's
Division of Hazard Analysis undertook a more thorough review of these
incidents. From the 181 ROV-related incidents, the Commission is aware
of 116 ROV-related fatalities and 152 ROV-related injuries. More than
30 percent of the 181 incidents were reported to involve more than one
victim (either deceased or injured). In considering these counts, it is
important to emphasize that data collection is ongoing, and these
counts are expected to increase as CPSC staff obtains additional
information regarding ROV-related incidents. In addition, the
Commission is expecting to receive additional information regarding
some of the 181 incidents reviewed. This information, together with
reports of additional ROV-related incidents, may result in changes to
some of the information.
Of the 152 injuries that were reported to have occurred as a result
of ROV-related incidents, a number were very serious in nature. These
injuries include deglovings, fractures, and crushing injuries involving
the victims' legs, feet, arms and hands. In some cases, surgical
amputation of the victims' injured limbs was required after the
incident.
Of the 181 reported incidents, 125 (69 percent) of the incidents
appeared to have involved overturning of the ROV, with no known
collision event preceding the overturning. Additionally, 20 (11
percent) of the incidents were reported to have involved collision of
the vehicle with either a stationary object or another motor vehicle.
Vehicle Overturning: Of the 125 incidents that involved overturning
of the ROV, the CPCS staff was able to determine in 107 incidents
whether or not a victim was ejected from the vehicle. Ninety-eight
percent (105 of 107) of these incidents appeared to involve at least
one victim who exited the vehicle, either partially or completely.
Deceased or injured victims
[[Page 55497]]
were ejected by being thrown out, falling out, jumping out, climbing
out, or otherwise fully or partially exiting the vehicle. Partial
ejections include victims' limbs (i.e., arms and legs) coming out of
the vehicle and being crushed by some part of the vehicle.
Of the 125 incidents that involved overturning of the ROV, the CPSC
staff was able to determine in 72 incidents whether or not the victim
was wearing a seat belt. Seventy-one percent (51 of 72) of these
incidents appeared to involve at least one victim who was either not
using the seat belt or was wearing it improperly. (Improper seat belt
use includes situations where the victim did not use the shoulder
portion of the three-point restraint system on the ROV.)
Of the 125 incidents that involved overturning of the ROV, CPSC
staff was able to determine in 71 incidents whether or not a victim was
wearing a helmet. Ninety-six percent (68 of 71) of these incidents
appeared to involve at least one victim who was either not wearing a
helmet or who was wearing a helmet improperly.
Vehicle Collision: Of the 20 incidents that involved collision of
the ROV, CPSC staff was able to determine in 14 incidents whether or
not a victim was ejected from the vehicle. Seventy-nine percent (11 of
14) of these incidents appeared to involve at least one victim who
exited the vehicle, either partially or completely. Deceased or injured
victims were ejected by being thrown out, falling out, or otherwise
completely or partially exiting the vehicle. Partial ejections include
victims' limbs (i.e., arms and legs) coming out of the vehicle and
being crushed by the vehicle. In some incidents, collision of the ROV
was then followed by the overturning of the ROV. These incidents were
categorized as ``ROV collision'' rather than as ``Overturning.''
Of the 20 incidents that involved collision of the ROV, CPSC staff
was able to determine in 12 incidents whether or not the victim was
wearing a seat belt. Seventy-five percent (9 of 12) of the incidents
appeared to involve at least one victim who was either not using the
seat belt or who was wearing it improperly.
Of the 20 incidents that involved collision of the ROV, CPSC staff
was able to determine in 15 incidents whether or not a victim was
wearing a helmet. Eighty-seven percent (13 of 15) of these incidents
appeared to involve at least one victim who was either not wearing a
helmet or who was wearing a helmet improperly.
Societal Costs of Injuries: The societal costs of injuries include
the medical cost of treating the injury, the cost of lost work due to
the injury, intangible costs (such as pain and suffering), and the
product insurance and litigation costs. The injury costs will vary by
factors such as the severity of the injury (an injury resulting in a
hospital stay is more costly than one that does not) and the body part
affected (a head injury is usually more costly than an injury to a
finger). Usually, the intangible cost (pain and suffering) is the
largest component of the societal cost of injuries.
Assuming the non-fatal injuries associated with ROVs are similar to
those associated with ATVs in terms of the severity and type of injury,
then the average societal cost of an injury would be about $38,000.
Pain and suffering would account for about 67 percent of the cost,
medical costs would account for almost 13% of the cost, and work loss
would account for about almost 20% of the cost. The legal and liability
costs would account for less than one percent of the total. (These
estimates are based on the average cost of an injury associated with an
ATV calculated using the CPSC's Injury Cost Model (ICM).)
D. Current Safety Efforts
1. Testing: From November 2008 to January 2009, the Commission
staff tested and evaluated several ROV models on the market. The
staff's preliminary evaluations indicate that the vehicles may exhibit
inadequate lateral stability, undesirable steering characteristics, and
inadequate occupant protection during a roll over crash. CPSC staff
believes improved lateral stability and vehicle handling can reduce
some of the rollover related incidents. In addition, CPSC staff
believes improved occupant retention and protection (including improved
occupant use of seat belts) can reduce some of the occupant ejections
associated with ROV rollover and collision. CPSC staff identified three
factors related to the design of a ROV that have the greatest impact on
occupant safety: (1) Static stability factor (SSF); (2) vehicle
handling; and (3) occupant retention and protection.
a. SSF: The SSF of a vehicle is the ratio of the vehicle's track
width to twice the height of its center of gravity.\7\ The National
Highway Traffic Safety Administration (NHTSA) has established a strong
correlation between a vehicle's SSF and the risk of rollover in a
single vehicle crash. The risk of rollover for automobiles in a single-
vehicle crash ranges from over 40% to less than 10% with a vehicle SSF
range from 1.03 to 1.45.\8\ NHTSA's rollover ratings reflect the real-
world rollover experience of vehicles involved in over 86,000 single-
vehicle crashes.\9\ The higher the SSF value the more stable the
vehicle, and the less likely the vehicle is to rollover. The SSF values
for the ROV models (with 2 occupants) tested by CPSC staff ranged from
0.84 to 0.92, which is far lower than the range for automobiles. CPSC
staff believes that a SSF range of 0.84 to 0.92 is inadequate for a
vehicle that is specifically designed to traverse conditions, such as
uneven terrain and slopes, that present an even greater rollover hazard
to vehicles than level, on-road conditions.
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\7\ SSF = T/2H, where T = vehicle track width and H = vertical
distance from ground to vehicle's center of gravity.
\8\ http://frwebgate.access.gpo.gov/cgi-bin/leaving.cgi?from=leavingFR.html&log=linklog&to=http://www.safercar.gov.
\9\ Id.
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b. Vehicle Handling: Passenger cars are deliberately designed to
understeer. If a vehicle understeers in a turn, the front wheels lose
traction and the steering wheel needs to be turned more to stay on the
path of the turn. This condition is directionally stable and
predictable. If a vehicle oversteers in a turn, by contrast, the rear
wheels lose traction and the steering wheel needs to be turned less to
stay on the turn. This condition is directionally unstable because it
can result in spin out or rollover of the vehicle. Controlling
oversteer requires driver skill and knowledge in using acceleration and
steering that is beyond the average driver.
The CPSC testing of sample ROVs to SAE J266, Steady-State
Directional Control Test Procedures for Passenger Cars and Light
Trucks, a standard vehicle handling test, indicates that some model
ROVs exhibit severe oversteer while other model ROVs exhibit
understeer. The CPSC staff believes that ROVs should exhibit understeer
characteristics that are similar to automobiles because such
characteristics are safer and more familiar to drivers.
c. Occupant Retention and Protection: CPSC staff's testing of the
sample ROVs to static and dynamic rollover simulations indicate that
occupants may be better restrained in some model ROVs. Specifically,
occupants may be better restrained in ROVs where the occupant seating
location is significantly lower within the vehicle and the vehicle
provides a physical shoulder guard on both the passenger and driver
side that helps keep the occupant's upper torso within the vehicle.
[[Page 55498]]
2. Repair Program: In March 2009, the Commission negotiated a
repair program involving the Yamaha Rhino 450, 660, and 700 model ROVs
to address stability and handling issues with the vehicles.\10\ CPSC
staff investigated more than 50 incidents, including 46 driver and
passenger deaths. The manufacturer voluntarily agreed to design changes
through a retrofit program that would increase the vehicle's SSF and
change the vehicle's handling characteristic from oversteer to
understeer. The repair consisted of: (1) The addition of rear spacers
on the vehicle's rear wheels and the removal of the rear anti-sway bar
to increase vehicle stability and improve handling; and (2) continued
installation of half doors and passenger hand holds to help keep
occupants' arms and legs inside the vehicle during a rollover.
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\10\ CPSC Release 09-172, Yamaha Motor Corp. Offers
Free Repair for 450, 660, and 700 Model Rhino Vehicles, (March 31,
2009).
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3. Voluntary Standard: CPSC staff met with representatives of the
Recreational Off-Highway Vehicle Association (ROHVA) on December 12,
2008, to discuss the development of an American National Standards
Institute (ANSI) standard for ROVs. ROHVA was formed by four
manufacturers, and one of its stated purposes is to develop a voluntary
standard for ROVs. The ROHVA representatives presented an outline for a
voluntary standard that included requirements for vehicle
configuration, service and parking brake performance, and lateral and
pitch stability. At this meeting, CPSC staff expressed concerns about
the lateral stability and occupant protection aspects of the ROV class
of vehicles. In particular, CPSC staff expressed concern regarding a
proposed requirement for a 20 degree tilt angle for a fully loaded
vehicle. CPSC staff suggested that ROHVA consider NHTSA's use of a
vehicle's SSF to describe lateral stability and discussed the
possibility of using an SSF greater than 1.0 as a minimum lateral
stability requirement for ROVs. The ROHVA representatives rejected
using SSF. In addition, CPSC staff encouraged ROHVA to develop
requirements dedicated to ensuring adequate occupant protection.
On June 12, 2009, CPSC staff received a copy of the draft proposed
American National Standard for Recreational Off-Highway Vehicles, ANSI/
ROHVA 1-200X. The draft voluntary standard addresses design,
configuration and performance aspects of ROVs, including requirements
for accelerator, clutch, and gearshift controls; engine and fuel cutoff
devices; lighting; tires; service and parking brake performance;
lateral and pitch stability; occupant handholds and rollover protection
structure (ROPS); seat belts; and requirements for labels and owner's
manuals.
CPSC staff reviewed the draft standard and found no improvement
from the proposals made by ROHVA at the December 2008 meeting in the
areas of lateral stability and occupant protection. ROHVA continues to
propose low tilt angles as a lateral stability requirement, continues
to define stability coefficients for an unoccupied vehicle (an
unrealistic use configuration), fails to address vehicle handling, and
fails to address occupants coming out of a vehicle during a rollover
event. This notice, in parts D.3.a through D.3.c of this preamble
immediately below, discusses the CPSC staff's concerns on specific
aspects of the draft standard.
a. Vehicle Stability: Section 8 of the draft voluntary standard,
Lateral Stability, requires the following: That all ROVs, in a fully
loaded configuration with occupants and cargo, laterally tilt up to 20
degrees on a tilt table without lifting off; that all ROVs, loaded with
two occupants, laterally tilt up to 28 degrees on a tilt table without
tipping over; and that all ROVs, in an unloaded configuration, meet a
stability coefficient calculated from the vehicle's track width, center
of gravity, and wheelbase that is at least 1.0.
CPSC staff does not believe the requirements in Section 8, Lateral
Stability, are adequate to address vehicle rollover. As noted in part
D.1.a of this preamble, CPSC staff believes that the lateral stability
requirement for ROVs should be in an occupied configuration, and, at a
minimum, should be in the 1.03 to 1.45 SSF range.
b. Vehicle Handling: The proposed voluntary standard does not
include any requirements that address vehicle handling. CPSC staff
believes ROVs should exhibit predictable understeering characteristics
similar to passenger cars that will be familiar to and safer for
drivers. As stated earlier in part D.1.b of this notice, understeering
characteristics are safer and more familiar to drivers.
c. Occupant Retention and Protection: Section 4.7 of the draft
voluntary standard, Seat Belt, requires that each seating position in a
ROV have a minimum of a three-point seat belt that meets SAE J2292
Combination Pelvic/Upper Torso (Type 2) Operator Restraint Systems for
Off-Road Work Machines.
The staff does not believe the requirement in section 4.7 is
adequate to address occupant retention, especially in a rollover
scenario. Occupant retention for ROVs is imperative because the
vehicles are used in an off-road environment and at a relatively high
rate of speed. CPSC testing indicates the current minimum requirement
for a three-point seat belt does not adequately protect the occupant
and does not address occupant limbs, torso, and head coming out of the
vehicle. The staff believes a number of factors, such as occupant
seating location within a vehicle, physical side guards such as doors
and shoulder guards, four-point seat belts, and technologies for
increasing seat belt use, can improve occupant retention.
E. Regulatory Alternatives To Address the Risks of Injury
The Commission could address the risks of injury associated with
ROVs through rulemaking. Alternatively, the Commission could defer to
the voluntary standards process. Based on the continuing deaths and
injuries involving ROVs and a review of the draft requirements
currently proposed by ROHVA, the Commission has preliminarily
determined that the draft voluntary standard will not adequately
address the deaths and injuries associated with ROV rollovers and
collisions.
F. Request for Information and Comments
In accordance with section 9(a) of the CPSA, the Commission invites
comments on the following matters:
1. With respect to the risk of injury identified by the Commission,
the regulatory alternatives being considered, and other possible
alternatives for addressing the risk.
2. Any existing standard or portion of a standard which could be
issued as a proposed regulation.
3. A statement of intention to modify or develop a voluntary
standard to address the risk of injury discussed in this notice, along
with a description of a plan (including a schedule) to do so.
In addition, the Commission is interested in receiving the
following information:
1. Definition of an ROV.
2. Technical reports of testing, evaluation, and analysis of the
dynamic stability, handling characteristics, and occupant protection
characteristics for ROVs.
3. Technical reports or standards that describe the minimum
performance requirements for stability, handling characteristics, and
occupant protection characteristics for ROVs.
4. Technical information on test and evaluation methods for
defining ROV characteristics that are specifically relevant to the
vehicle's stability.
[[Page 55499]]
5. Technical reports and evaluations of any prototype ROVs with
enhanced safety designs.
6. Technical information on ROV/vehicle design specific to vehicle
handling (e.g., suspension design and the use of sway bars).
7. Minimum and maximum track width considerations in ROV design.
8. Minimum and maximum ground clearance considerations in ROV
design.
9. Minimum and maximum speed considerations in ROV design.
10. Information on the center of gravity heights of occupied and
unoccupied ROV models currently on the market.
11. Information about the applicability of sensor technology to
improve the safety of ROVs.
12. Technical information on technologies for increasing seat belt
use.
13. Technical information on technologies for increasing the
performance of seat belts.
14. Technical studies and evaluations of three-point, four-point,
and five-point seat belts.
15. Technical information on ROPS design as it pertains to ground
impact footprint and potential crushing injuries to the occupant.
16. Information on test procedures to evaluate occupant retention
and protection performance during roll over.
17. Information on how non-fatal injuries associated with ROVs
compare with those associated with ATVs in terms of severity and type
of injury.
List of Relevant Documents
1. Briefing memorandum from Caroleene Paul, Project Manager,
Directorate for Engineering Sciences, to the Commission, ``Advance
Notice of Proposed Rulemaking (ANPR) for Recreational Off-Highway
Vehicles (ROVs),'' September 25, 2009.
2. Memorandum from Caroleene Paul, Division of Mechanical
Engineering, CPSC, to Robert J. Howell, Assistant Executive Director
for Hazard Identification and Reduction, ``Recreational Off-Highway
Vehicles (ROVs),'' September 25, 2009.
3. Memorandum from Sarah Garland, Mathematical Statistician,
Division of Hazard Analysis, CPSC, and Robin Streeter, Mathematical
Statistician, Division of Hazard Analysis, CPSC, to Caroleene Paul,
Project Manager, Directorate for Engineering Sciences, ``Review of
Reported Injuries and Fatalities Associated with Recreational Off-
Highway Vehicles (ROVs),'' September 2009.
4. Memorandum from Robert Franklin, Economist, Directorate for
Economic Analysis, CPSC, to Caroleene Paul, Project Manager,
Directorate for Engineering Sciences, ``Recreational Off-Highway
Vehicles: Market Information,'' September 25, 2009.
Dated: October 22, 2009.
Todd A. Stevenson,
Secretary, Consumer Product Safety Commission.
[FR Doc. E9-25959 Filed 10-27-09; 8:45 am]
BILLING CODE 6355-01-P