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Statement of Need: Over the ten-year period between 2000 and 2009, there were 45 fatal motorcoach crashes resulting in 134 fatalities. During this period, on average, 13 fatalities have occurred annually to occupants of motorcoaches in crash and rollover events, with about 2 of these fatalities being drivers and 11 being passengers. However, while motorcoach transportation overall is safe, when serious crashes of this vehicle type do occur, they can cause a significant number of fatal or serious injuries during a single event, particularly when occupants are ejected. This action is consistent with our detailed plans for improving motorcoach passenger protection, laid out in NHTSA's Approach to Motorcoach Safety 2007 and the Department of Transportation 2009 Motorcoach Action Plan (Docket No. NHTSA-2007-28793), as well as the Agency's Vehicle Safety and Fuel Economy Rulemaking and Research Priority Plan 2011-2013 (Docket No. NHTSA-2009-0108), and is responsive to six recommendations issued by the National Transportation Safety Board. In addition, this action would fulfill a statutory provision of the Motorcoach Enhanced Safety Act of 2012 (incorporated and passed as part of the Moving Ahead for Progress in the 21st Century Action) for establishing motorcoach roof strength and crush resistance requirements, to the extent warranted under the National Traffic and Motor Vehicle Safety Act.

Summary of the Legal Basis: Section 30111, title 49 of the U.S.C., states that the Secretary shall prescribe motor vehicle safety standards.

Alternatives: NHTSA is examining existing regulations as alternatives to this proposal. FMVSS No. 216 "Roof crush resistance," FMVSS No. 220, "School bus rollover protection," and UN ECE R.66 are among the existing regulations that the agency is considering. The agency is considering these alternatives in light of their ability to ensure occupant protection during a rollover crash as well as additional safety issues such as opening of egress portals, failure of seat and luggage rack anchorages, detachment of windows from their mounting.

Anticipated Costs and Benefits: The net impact ranges from a net benefit of $9.5 million to $19.4 million if seat belt usage is 15 percent. If the seat belt usage rate is 84 percent, the estimated net impact ranges from a net benefit of $4.7 million to $13.1 million.

Risks: The Agency believes that there are no significant risks associated with this rulemaking, and that only beneficial outcomes will occur.